WO2006057317A1 - 無結線式モータ、その駆動制御装置及び無結線式モータの駆動制御装置を使用した電動パワーステアリング装置 - Google Patents
無結線式モータ、その駆動制御装置及び無結線式モータの駆動制御装置を使用した電動パワーステアリング装置 Download PDFInfo
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- WO2006057317A1 WO2006057317A1 PCT/JP2005/021615 JP2005021615W WO2006057317A1 WO 2006057317 A1 WO2006057317 A1 WO 2006057317A1 JP 2005021615 W JP2005021615 W JP 2005021615W WO 2006057317 A1 WO2006057317 A1 WO 2006057317A1
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- phase
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- current
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Classifications
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
- H02P21/06—Rotor flux based control involving the use of rotor position or rotor speed sensors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
- B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
- B62D5/046—Controlling the motor
Definitions
- Wireless motor drive control device thereof, and electric power steering device using drive control device of wireless motor
- the present invention relates to a wireless motor that is independent without connecting armature windings of a stator, a drive control device thereof, and an electric power steering device that uses the drive control device of the wireless motor.
- the phase current command value of each phase of the motor is calculated using vector control, the motor phase current of each phase is detected, and the motor phase current is calculated based on the phase current command value and the motor phase current.
- a motor drive control device that controls and uses a rectangular wave current or a pseudo-rectangular wave current as a motor current or a rectangular wave voltage or a pseudo-rectangular wave voltage as a motor induced voltage (for example, Patent Document 1) (See JP 2004-20 1487).
- the inverter circuit replaced by a high-performance microcomputer and its drive control device, the Y-connection type or ⁇ -connection type high-efficiency brushless motor is driven to achieve the high torque control, quietness, As a result, it will be possible to satisfy the low friction property, which will lead to the popularization of electric power steering devices for medium-sized vehicles.
- the output performance required for the motor of the electric power steering apparatus is roughly divided into racks. These are the maximum motor torque required to satisfy the thrust characteristics and the maximum motor rotation speed required to satisfy the high-speed steering characteristics.
- the target current value It supplied to the motor is calculated based on the steering torque detected by the steering torque sensor and the vehicle speed detection value detected by the vehicle speed sensor, and the deviation between the target current value It and the current detection value Is is calculated.
- Command value V for feedback control is generated and the calculated duty ratio Dc is calculated based on the command value V. If the calculated duty ratio Dc exceeds a threshold DO such as 100%, the rear tuttle is connected in series.
- an electric power steering apparatus uses a permanent magnet as a motor that generates a steering assist force for a steering system, and has an N-phase (N is an integer of 3 or more) armature winding.
- N-phase brushless motor with Y-connection or ⁇ -connection is used, and this N-phase brushless motor is controlled by the motor drive circuit according to the steering torque detected by the steering torque detection means.
- an inverter circuit having a switching element having twice the number of phases and driven by a pulse width modulation (PWM) signal is generally connected to an N-phase electronic wiring of an N-phase brushless motor.
- PWM pulse width modulation
- the position of the rotor of the brushless motor is detected by the position sensor, and the current flowing through each armature winding is detected by the current detection circuit, and the rotor position detected by the position sensor and each detected by the current detection circuit are detected.
- a control circuit for driving the inverter circuit is provided based on the armature winding current and the current target value.
- a current detection circuit for detecting a current flowing through each armature winding for example, a current inserted in at least N ⁇ 1 connection lines between the inverter circuit and the N-phase brushless motor
- a configuration is known in which the voltage across the detection resistor is detected, the voltage across the voltage is converted into a digital signal by an AZD converter, and input to a microcomputer that drives and controls the inverter circuit (for example, Patent Document 3). See Japanese Patent Application Laid-Open No. 2002-238293
- an electric power steering device is used for three switching elements Trl, Tr3 that supply current to the U-phase to W-phase armature feeder wires of the three-phase brushless motor 100.
- a three-phase inverter circuit 101 having an upper arm composed of Tr5 and three switching elements Tr2, Tr4 and Tr6, and each switching element constituting the lower arm of the inverter circuit 101
- Current detection operational amplifiers OPu, OPv, and OPw to which voltages at both ends of current detection resistors Ru, Rv, and Rw inserted between Tr2, Tr4, and Tr6 and ground are input, steering torque sensor 102, and vehicle speed sensor
- the microcomputer 104 in which the steering torque and the vehicle speed detected in 103 are input and the detection voltages of the operational amplifiers OPu, OPv, and OPw are input to the AZD conversion input terminal, and the microcomputer.
- a gate drive circuit 105 that drives the three-phase inverter circuit 100 when the duty command value calculated by the pulse width modulation (PWM) function of the computer 104 is input, and detects the current using the AZD function in the microcomputer 104 Operational amplifier It is configured to start the AZD conversion of the motor current detected by OPu to OPw with the trigger signal of the pulse width modulation function and convert it into a digital signal and read it!
- PWM pulse width modulation
- a shunt resistor is inserted on the ground side of the three-phase inverter circuit, and this shunt resistor flows.
- a shunt resistor flows.
- a detected current is detected by a current detection circuit and input to a microcomputer (see, for example, JP-A-12-350490 as Patent Document 4).
- an electric power steering apparatus uses a brushed DC motor or a brushless DC motor that uses a permanent magnet as a motor that generates a steering assist force for a steering system. The drive is controlled by the motor drive circuit.
- an electric power steering apparatus uses a brushed DC motor or a brushless DC motor that uses a permanent magnet for the motor as a motor that generates a steering assist force for the steering system. Drive control is performed by the drive circuit.
- Vu V sin ⁇ + V sin3 ⁇
- Vv V sin ( ⁇ -2 ⁇ / 3) + ⁇ sin ⁇ 3 ( ⁇ -2 ⁇ / 3) ⁇
- Vw V sin ( ⁇ + 2 ⁇ / 3
- the booster circuit can increase the torque constant Kt of the motor by increasing the motor drive voltage. As a result, the motor current can be kept low. Therefore, it is possible to suppress power loss of the motor harness, the motor driving element, and the like.
- the input current to the booster circuit is expressed by (output current of booster circuit X output voltage) / (input voltage X boosting efficiency), and the current consumption is large!
- the booster circuit of the electric power steering device is , About 20% of the input energy is consumed as boost loss. As a result, when considering the energy balance, there is an unresolved issue in which the increase in the loss of the booster circuit offsets the effect of reducing the power loss in the motor line and hinders the high output of the motor.
- the line through which the input current is energized includes knotter internal resistance, harness resistance, fuse resistance, noise removal coil resistance, relay contact resistance, and contact resistance of each part.
- the total value is approximately 25m ⁇ , so even if the knotter current is increased, the power loss of the knottery line will increase, and if the efficiency of the electric power steering device is reduced, there will be unsolved problems. is there.
- the PWM signals are output in order of the largest duty ratio of the PWM signal of the upper arm, and each phase is output.
- the AZD converter samples and holds the timing to start PWM output by a predetermined delay time required for AZD conversion, and the current value that flows through the shunt resistor is shifted regularly by shifting the PWM output timing regularly.
- the circuit configuration itself is the simplest. Since the generation of a PWM signal is special, the compatibility is determined by the choice of the microcomputer. There is an unresolved issue as the computer cannot be applied.
- each phase coil is Y-connected or ⁇ -connected, and the drive circuit and the brushless motor are connected. Since only three wires are required between them, a current detection circuit is provided for each wire, and when these detection signals are input to, for example, a microcomputer constituting the control device and an abnormality is judged, the AZD converter Only three channels are required, making it possible to apply a relatively inexpensive microphone-type computer.
- each phase coil of a three-phase brushless motor is independently arranged without being connected to each other
- the energization control of each phase coil is performed. Because it is necessary to connect an inverter circuit to both ends of each phase coil, six wires are required between the drive circuit and the non-wired brushless motor. In order to process the detection signal digitally with a microcomputer or the like, six AZD converters are required, and an inexpensive microcomputer cannot be applied. .
- a well-known vector control when controlling a normal brushless motor. This vector control is a large computational load for a microcomputer, and a plurality of In some cases, an electric lower steering device may be configured by applying a microcomputer.
- the first object of the present invention has been made by paying attention to the unsolved problem of the conventional example described in Patent Document 1, and by using a wireless motor as the motor, Y connection or Cannot be flown with a ⁇ connection motor! / A connectionless motor capable of obtaining a large output by actively using harmonic components, its drive control device, and an electric power steering device using the connectionless motor Is to provide.
- the second object of the present invention is made by paying attention to the unsolved problem of the conventional example described in Patent Document 2 above, and the shortage of voltage without using the booster circuit. It is an object of the present invention to provide a drive control device for a wireless motor and an electric power steering device using the wireless motor that can solve the problem and increase the output of the motor.
- the third object of the present invention is made by paying attention to the unsolved problems of the above-described conventional example described in Patent Document 3, FIG. 37 and Patent Document 4, and the motor current can be achieved with a simple configuration. It is an object to provide an electric power steering apparatus that can detect a low-precision microcomputer and that can be applied with an inexpensive microcomputer.
- a fourth object of the present invention is made by paying attention to the unsolved problems of the above-described conventional examples described in Patent Document 5 and Patent Document 6, and is used for driving control of an inverter or the like.
- a control device for a wireless motor that can continue to drive a brushless motor and generate a predetermined torque even when a switching element ON abnormality or a motor harness power supply fault or ground fault occurs in It is to provide an electric power steering device using the.
- the fifth object of the present invention is made by paying attention to the unsolved problems of the above-described conventional examples described in Patent Documents 7 to 9, and it is possible to determine the abnormality while reducing the number of AZD converters.
- An object of the present invention is to provide an electric power steering apparatus that can simplify the processing.
- a wireless motor includes a rotor provided with a permanent magnet and a plurality of N-phase armature windings facing each other independently of the rotor.
- Each armature winding is individually provided with a back electromotive voltage waveform of each armature winding and It is characterized in that at least one of the drive current waveforms is a pseudo rectangular wave.
- the wired motor according to claim 2 is characterized in that, in the invention according to claim 1, the pseudo rectangular wave is formed by superimposing a harmonic component on a sine wave.
- the unconnected motor according to claim 3 is the invention according to claim 1, wherein the pseudo-rectangular wave is a sinusoidal signal having third-order, fifth-order, and seventh-order harmonic components. It is characterized by being formed by superimposing any one or more.
- a wireless motor includes a rotor having a permanent magnet disposed thereon and a stator having a plurality of N-phase armature windings disposed independently of each other so as to face the rotor. And an Nth harmonic current can be applied to each armature winding.
- each rotor has a rotor having a permanent magnet and a stator having a plurality of N-phase armature windings arranged independently of each other. Since at least one of the back electromotive voltage waveform and the drive current waveform is a pseudo-rectangular wave on the child wire, it is impossible to achieve with a wired motor. It is possible to obtain a large output (power) by making it possible to pass a quasi-rectangular wave drive current superimposed with, and actively improving the effective value. In addition, by applying a pseudo-rectangular wave including harmonics to both the back electromotive force waveform and the drive current waveform, the effective value can be increased and a larger output can be obtained. .
- a rotor provided with a permanent magnet and a plurality of N-phase armature windings are arranged independently of each other so as to face the rotor.
- a non-wired motor having a stator and a pair of inverters connected to each armature winding individually and at both ends of the armature winding so that the current waveform of each armature winding is a pseudo-rectangular waveform And a drive control circuit for driving and controlling the pair of inverter circuits.
- the drive control device for a wireless motor according to a sixth aspect is the invention according to the fifth aspect, wherein the drive control circuit includes a pseudo signal including harmonics of each armature winding of the wireless motor.
- a control signal for the pair of inverters is formed on the basis of a rectangular wave-shaped electromotive voltage waveform.
- the drive control device for a wireless motor according to claim 7 is the invention according to claim 5, wherein the drive control circuit includes a phase current for each armature winding of the wireless motor.
- a control signal for the pair of inverters is formed based on a corrected current command value corrected by superimposing a harmonic component on the current command value.
- the drive control device for a wireless motor according to claim 8 includes the electrical angle detection circuit for detecting an electrical angle of the wireless motor according to the invention according to claim 5, and the drive control described above.
- the circuit is a phase current target value calculation unit that individually outputs a phase current target value for the armature winding of the wireless motor on which harmonic components are superimposed based on the electrical angle detected by the electrical angle detection means.
- phase current command value calculation for calculating a phase current command value for an armature winding of the wireless motor by multiplying each phase current target value calculated by the phase current target value calculation unit by a control current command value
- a current command value calculation unit having a unit, a motor current detection circuit that detects a phase current of each armature winding, and a drive current for each armature winding based on the phase current command value and the phase current
- a current control unit for controlling the It is a sign.
- the phase current target value calculation unit is provided in an armature winding of the wireless motor.
- a storage table storing a relationship between a phase current command value waveform in which a harmonic component having the same waveform as an induced voltage waveform in which a harmonic component is superimposed and an electrical angle of the wireless motor is stored, and the electrical angle detection circuit The phase current target value is calculated by referring to the storage table based on the electrical angle detected in step (b).
- the drive control device that drives the wireless motor is a drive control circuit
- the drive current waveform of the armature winding includes a pseudo-rectangular shape including harmonics. Since the inverter circuit connected to the armature winding is driven so as to be in a wavy state, the effect is obtained that the wired motor can be driven with a large output by improving the effective value. .
- the drive control device that drives the wireless motor calculates the N-phase current command value reference command value with the same waveform as the induced voltage waveform of the pseudo-rectangular wave shape including harmonics, and based on this, the current feedback control is performed.
- the brushless DC motor can be reduced in size and torque reduced. The effect is that a drive control device for a wireless motor with a small pull and a large output can be provided.
- an electric power steering apparatus is characterized in that the drive device for a non-wired motor according to any one of claims 5 to 9 is used.
- an electric power steering apparatus includes a steering torque detecting unit that detects a steering torque, a rotor provided with a permanent magnet, and a plurality of N-phase electric wires connected to the rotor.
- a wireless motor having an independently arranged stator and generating a steering assist force for the steering system, and each of the armature wires individually connected to both ends of the armature wire
- the drive control circuit includes a counter electromotive voltage including harmonics of armature windings of the wireless motor.
- a control signal for the pair of inverters is formed based on a phase current target value of each armature winding corresponding to the waveform and a torque command value based on the steering torque, and
- the drive control circuit outputs a phase current command value for each armature winding based on the steering torque detection value.
- a phase current command value calculation unit to be calculated, a motor current detection circuit that detects a phase current of each armature winding, and a drive current for each armature winding based on the phase current command value and the phase current And a current control unit that performs the processing.
- the electric power steering apparatus has an electrical angle detection circuit for detecting an electrical angle of the wireless motor in the invention according to claim 13, and the phase current command value calculation
- the phase current target value calculation unit calculates a phase current target value corresponding to a back electromotive voltage including harmonics corresponding to each armature winding of the wireless motor based on the electrical angle. And each electric machine based on the phase current target value and the detected steering torque value. And a phase current command value calculation unit for calculating a phase current command value for the child wire.
- the drive control circuit is configured so that each of the wired motors calculated based on the steering torque detection value is
- the pair of inverters includes a harmonic component superimposed on a command voltage for each armature winding calculated based on a deviation between a phase current command value for the armature winding and a current detection value of each armature winding. It is configured to form a control signal with respect to, and is characterized in that.
- the current control unit calculates a phase voltage command value based on a deviation between the phase current command value and the phase current.
- a pulse width modulation unit that generates a control signal composed of a pulse width modulation signal supplied to the pair of inverters.
- the electric auxiliary steering device is configured using the wireless motor, so that the steering assist that follows the sliding force even when the steering wheel is suddenly steered.
- the electric power steering device that generates a force and feels uncomfortable with the operation of the steering wheel and that generates less noise.
- the drive control device for a wireless motor includes a rotor having a permanent magnet disposed therein, and a stator having a plurality of N-phase armature windings disposed independently of each other so as to face the rotor.
- a wireless motor a pair of inverter circuits individually connected to each armature winding, and connected to both ends of the armature winding, and a drive control circuit for driving and controlling the pair of inverter circuits.
- the drive control circuit is characterized in that the pair of inverter circuits are driven by a predetermined number of PWM drive control signals.
- the drive control device for a wireless motor is the invention according to claim 17, wherein the drive control circuit is configured to drive the pair of inverter circuits by 2N PWM drives. It is characterized by being driven by a control signal.
- the drive control circuit outputs 2N PWM drive control signals to a pair of inverter circuits.
- N of the PWM drive control signals are supplied to the upper arm of one inverter circuit and the lower arm of the other inverter circuit, and the remaining N PWM drive control signals are supplied to the lower arm of the one inverter circuit and the lower arm. It is configured to supply to the upper arm of the other inverter circuit.
- the drive control device for a wireless motor according to claim 20 is the invention according to any one of claims 17 to 18, wherein the drive control circuit includes: It is characterized by being configured so that the voltage between terminals can be adjusted.
- the drive control device for a wireless motor is the invention according to claim 20, wherein the drive control circuit uses the vector control to set a phase current command value for each armature wiring.
- a vector control phase command value calculation unit for calculating, a motor current detection circuit for detecting a phase current of each armature winding, and a drive current for each armature winding based on the phase current command value and the phase current And a current control unit for controlling.
- the drive control apparatus for a wireless motor according to Claim 22 is the invention according to Claim 21, wherein the current control unit is based on a deviation between the phase current command value and the phase current. Based on the calculation control unit for calculating the phase voltage command value, the voltage limiting unit for limiting the maximum value of the phase voltage command value calculated by the calculation control unit, and the phase voltage command value limited by the voltage limiting unit.
- a duty command value calculation unit for calculating a duty command value; a phase conversion unit for calculating a phase duty command value by phase-converting the duty command value calculated by the duty command value calculation unit into the number of armature windings; And a drive control signal forming unit that forms a predetermined number of PWM drive control signals to be supplied to the pair of inverters based on the output phase duty command value.
- the drive control apparatus for a wired motor according to claim 23 is the invention according to claim 21, wherein the drive control signal forming unit is configured to output a phase duty command value output from the phase conversion unit. Calculate the first phase duty command value for one inverter based on A first calculation unit that performs calculation, a second calculation unit that calculates a second phase duty command value for the other inverter based on the phase duty command value, and a first output that is output from the first calculation unit.
- a first PWM circuit that forms a PWM drive control signal for the one inverter based on one phase duty command value; and the other based on a second phase duty command value output from the second arithmetic unit And a second PWM circuit that forms a PWM drive control signal for the inverter.
- the drive control device for a wired motor according to claim 24 is the invention according to claim 23, wherein any one of the first calculation unit and the second calculation unit is a de It is configured to output a phase duty command value with a utility ratio of 50% to the corresponding PWM circuit! /
- a drive control apparatus for a wireless motor according to claim 25 has a gain setting unit for setting a gain for the phase duty command value in the invention according to claim 23, wherein The calculating unit of 2 is configured to calculate the second phase duty command value based on a value obtained by multiplying the phase duty command value output from the phase conversion unit by the gain.
- the drive control device for a wireless motor according to claim 26 is the invention according to claim 25, wherein the gain setting unit has a q-axis phase voltage command value formed by the current control unit. It is characterized by being configured to set the gain based on! /.
- the armature windings having a predetermined number of phases are independently arranged on the stator, and the drive signals are individually supplied to the independent armature windings.
- a non-wired motor and a pair of inverter circuits connected to both ends of each armature winding can be provided, and the pair of inverter circuits can be driven and controlled by a single drive control circuit. The effect that it can be simplified is obtained.
- the drive control circuit is configured so that the voltage between terminals of each armature winding can be adjusted, so that any voltage between terminals can be generated, and the output characteristics of the wireless motor can be adjusted. If you can do it!
- the electric power steering apparatus is characterized in that the drive device for the non-wired motor according to any one of claims 20 to 26 is used.
- the electric power steering apparatus according to claim 28 is configured such that a steering torque detecting unit that detects a steering torque, a rotor provided with a permanent magnet, and a plurality of N-phase armature wires facing the rotor are independent of each other. And a pair of wireless motors that generate a steering assist force for the steering system, and a pair that is individually connected to each armature winding and to both ends of the armature winding. And a drive control circuit that outputs a predetermined number of drive control signals to the pair of inverter circuits based on the steering torque detected by the steering torque detector. .
- the drive control circuit outputs 2N PWM drive control signals to a pair of inverter circuits, and N drive control signals are supplied to the upper arm of one inverter circuit and the lower arm of the other inverter circuit, and the remaining N drive control signals are supplied to the lower arm and the other of the one inverter circuit. It is configured to be supplied to the upper arm of the inverter circuit.
- the electric power steering apparatus is the invention according to claim 28 or 29, wherein the drive control circuit uses the vector control to determine the respective values based on the detected steering torque.
- a vector control phase command value calculation unit that calculates a phase current command value for the armature winding, a motor current detection circuit that detects a phase current of each armature winding, and the phase current command value and the phase current And a current control unit for controlling the drive current for each armature winding.
- the current control unit may be configured to output a phase voltage based on a deviation between the phase current command value and the phase current.
- An operation control unit for calculating a command value, a voltage limiting unit for limiting the maximum value of the phase voltage command value calculated by the operation control unit, and a duty command value based on the phase voltage command value limited by the voltage limiting circuit A duty command value calculation unit for calculating, a phase conversion unit for phase-converting the duty command value calculated by the duty command value calculation unit to the number of armature windings, and calculating a phase duty command value, and the phase conversion unit force
- the drive control signal forming unit is configured to perform one of operations based on the phase duty command value output from the phase conversion unit force.
- a first computing unit that computes a first phase duty command value for the other inverter
- a second computing unit that computes a second phase duty command value for the other inverter based on the phase duty command value
- a first PWM circuit that forms a PWM drive control signal for the one inverter based on a first phase duty command value output from the first calculation unit, and a second PWM signal output from the second calculation unit
- a second PWM circuit for generating a PWM drive control signal for the other inverter based on the phase duty command value.
- any one of the first calculation unit and the second calculation unit has a duty ratio of 50%. It is configured to output the phase duty command value to the corresponding PWM circuit.
- the electric power steering device has a gain setting unit that sets a gain for the phase duty command value in the invention according to claim 32, and the second calculation unit includes: The second phase duty command value is calculated on the basis of a value obtained by multiplying the phase duty command value output by the phase conversion unit force with the gain.
- the electric power steering device includes, in the invention according to Claim 32, a rotation speed detection unit that detects a rotation speed of the wireless motor, and the gain setting unit includes: The gain is set based on the steering torque detected by the steering torque detector and the motor rotational speed detected by the rotational speed detector. /
- the gain setting unit in the invention according to claim 35, generates a gain calculation table representing a relationship between the steering torque and the motor rotation speed using the gain as a parameter. It is characterized by having.
- the gain setting unit is based on a q-axis phase voltage command value formed by the current control unit. Therefore, it is configured to calculate the gain, and is characterized in that.
- the drive control device for driving the wireless motor calculates the current command value for each phase based on vector control and performs current feedback control. There is an effect that it is possible to provide a drive control device for a wireless motor that is small in size and has a small torque ripple and a large output.
- an electric power steering device using a wireless motor, a steering assist force that smoothly follows even during sudden steering of the steering wheel is generated, making the steering wheel feel uncomfortable.
- an electric power steering device can be provided with low noise and low noise!
- the electric power steering apparatus is a stator in which a permanent magnet is disposed, and a plurality of N-phase armature windings facing the rotor are independently disposed without being connected to each other.
- a wire-less brushless motor, a steering torque detecting means for detecting a steering torque input to a steering system, and both ends of each armature wire of the wire-less brushless motor are connected to each armature shaft.
- a plurality of N inverter circuits that individually supply drive signals to the wires, current detection means arranged on either the ground side or the power supply side of each inverter circuit, and the winding current detected by the current detection means; And a drive control unit that drives and controls each of the inverter circuits based on the steering torque detected by the steering torque detecting means.
- the current detection means is inserted in either the ground side or the power supply side of each inverter circuit.
- the drive control unit has an AZD conversion unit that samples the voltage between the terminals detected by the current detection unit and performs AZD conversion, and the AZD conversion unit.
- the sampling timing of the conversion means is determined based on the duty ratio of the pulse width modulation signal supplied to each armature winding.
- the electric power steering device includes, in the invention according to claim 39, a rotation speed detection unit that detects a rotation speed of the wireless motor, and the gain setting unit.
- the steering torque detected by the steering torque detector and the rotational speed detector The gain is set based on the detected motor rotation speed, and is characterized in that.
- the electric power steering apparatus is the current detection means according to the invention according to claim 38, wherein the current detection means is inserted in either the ground side or the power supply side of each inverter circuit. It is configured to detect the voltage between the terminals of the resistor, and the drive control unit includes an AZD conversion unit that samples and converts the voltage between the terminals detected by the current detection unit, and converts the AZD conversion unit. The sampling timing is determined on the basis of the direction and magnitude of the drive current for each armature winding.
- the switching of the sampling timing of the AZD conversion means sandwiches a point where the driving current of the armature winding is zero. It is characterized by having a hysteresis characteristic of a predetermined width.
- a wireless brushless comprising a rotor having permanent magnets and a stator in which a plurality of N-phase armature windings are independently arranged without being connected to each other.
- Each armature winding is detected by current detection means provided on either the power supply side or ground side of the inverter circuit individually connected to both ends of each armature winding for detecting the current of each armature winding of the motor.
- current detection means provided on either the power supply side or ground side of the inverter circuit individually connected to both ends of each armature winding for detecting the current of each armature winding of the motor.
- the rotor provided with the permanent magnet and the plurality of N-phase armature windings are connected to each other without facing the rotor.
- a wire-less brushless motor having an independently disposed stator, an inverter circuit individually connected to both ends of each armature winding, and supplying a drive signal to each armature winding; and the inverter
- a drive control unit that controls the drive of the circuit, an abnormality detection unit that individually detects a voltage abnormality of each armature winding, and a current of one armature winding in the abnormality detection unit
- an abnormality control unit that drives the wireless brushless motor while suppressing a braking force generated by the wireless brushless motor when a voltage abnormality is detected.
- the drive control device for a wireless motor connects a motor provided with a permanent magnet and a plurality of N-phase armature windings facing each other to the rotor.
- a wireless brushless motor having a stator arranged independently, an inverter circuit individually connected to both ends of each armature winding, and supplying a drive signal to each armature winding, and the inverter circuit
- a drive control unit that controls the drive, an abnormality detection unit that individually detects a current / voltage abnormality of each armature winding, and an abnormality detection unit that detects a current / voltage abnormality of one armature winding.
- the abnormal time control unit that drives the wireless brushless motor while suppressing the braking force generated by the wireless brushless motor
- the rotation speed detection unit that detects the rotation speed of the wireless brushless motor.
- the abnormality detection Motor speed suppression that suppresses the rotational speed of the wireless brushless motor when the motor rotational speed detected by the rotational speed detection unit is equal to or higher than the set speed when an abnormality in the armature current is detected in the circuit. It is characterized by having a part.
- the drive control device for a wireless motor is the invention according to claim 43 or 44, wherein the abnormality control unit is a current of one armature winding in the abnormality detection unit. ⁇ When a voltage abnormality is detected, only the drive control of the drive element of the inverter circuit corresponding to the armature winding is stopped.
- the drive control device for a wireless motor is the invention according to any one of claims 43 to 45, wherein the abnormality detection unit is configured to detect an abnormality of a drive element that constitutes an inverter circuit. An abnormality of the motor harness between the inverter circuit and the armature winding of the wireless brushless motor is detected.
- the drive control unit may include each armature of the wireless motor. Based on the current command value corrected by superimposing the harmonic component on the phase current command value for the winding, the control signal for the inverter circuit is formed based on the current command value. It is a sign.
- a wireless brushless comprising a rotor having permanent magnets and a stator in which a plurality of N-phase armature windings are independently arranged without being connected to each other.
- an abnormality detection circuit detects the current abnormality of each motor feeder wire of the motor individually, and detects a current or voltage abnormality such as a power fault or ground fault in one armature feeder wire, Since the wireless brushless motor is driven while suppressing the braking force due to the current that flows due to the induced electromotive force generated in the armature winding that caused the current / voltage abnormality, even if the current / voltage abnormality occurs, The effect that the driving torque can be output is obtained.
- An electric power steering apparatus is characterized in that the drive control device for a wireless motor according to any one of claims 43 to 47 is used. Furthermore, an electric power steering apparatus according to a 49th aspect of the present invention provides a steering torque detector that detects steering torque, a rotor provided with a permanent magnet, and a plurality of N-phase motor windings facing each other.
- a non-connection type brushless motor having a stator arranged independently without being connected and generating a steering assist force for the steering system, and each armature individually connected to both ends of each armature winding
- An inverter circuit that supplies a drive signal to the feeder, a drive controller that drives and controls the inverter circuit based on the steering torque detected by the steering torque detector, and currents of the armature feeders
- An abnormality detection unit that individually detects a voltage abnormality, and when the abnormality detection unit detects a current / voltage abnormality of one armature winding, the wireless brushless motor is connected to the wireless brushless motor. Occur in It is characterized in that it comprises a abnormality control unit for driving while suppressing power.
- an electric power steering apparatus includes a steering torque detector that detects a steering torque, a rotor provided with a permanent magnet, and a plurality of N-phase motors facing the rotor.
- a wireless brushless motor having stators that are independently arranged without connecting the windings to each other, and individually connected to both ends of each armature winding to supply a drive signal to each armature winding
- the drive control unit that drives and controls the inverter circuit based on the steering torque detected by the steering torque detection unit, and the abnormality that individually detects the current / voltage abnormality of each armature winding
- the wireless brushless motor is controlled while suppressing the braking force generated by the wireless brushless motor.
- An abnormal time control unit a rotation speed detection unit that detects the rotation speed of the wireless brushless motor, and when the abnormality detection circuit detects a current / voltage abnormality of the armature winding, the rotation speed detection unit And a motor speed suppression unit that suppresses the rotation speed of the wireless brushless motor when the detected motor rotation speed is equal to or higher than the set speed.
- the drive control device for a connectionless motor according to claim 51 is characterized in that the drive control unit is configured to provide a phase to each armature winding based on the steering torque.
- a phase current command value calculation unit for calculating a current command value, a motor current detection unit for detecting a phase current of each armature winding, and each armature coil based on the phase current command value and the phase current.
- a current control unit that controls the drive current for the line.
- An electric power steering device is the invention according to claim 51, further comprising an electrical angle detection circuit that detects an electrical angle of the wireless motor, and the phase current command value calculation unit Is a phase current command value calculation unit for calculating a phase current command value corresponding to a back electromotive voltage including harmonics corresponding to each armature winding of the wireless motor based on the electrical angle; And a phase current target value calculation unit for calculating a phase current target value for each armature winding based on the phase current command value and the steering torque detection value.
- an electric power steering apparatus includes a steering torque detection unit that detects steering torque, a rotor provided with a permanent magnet, and a plurality of N-phase coils facing each other.
- a wireless brushless motor that has a stator that is arranged independently without being connected and generates steering assist force for the steering system, and a drive signal connected to both ends of each phase coil.
- An inverter circuit that supplies power, a drive control unit that drives and controls the inverter circuit based on the steering torque detected by the steering torque detection unit, and an abnormality in an energization control system that includes each phase coil and the inverter And an abnormality detection unit that detects the voltage based on the voltage between the terminals of each phase coil.
- the electric power steering apparatus according to Claim 54 is characterized in that, in the invention according to Claim 53, the inverter circuit is connected to both ends of each phase coil.
- the electric power steering apparatus is characterized in that, in the invention according to claim 54, the inverter circuits respectively connected to both ends of each phase coil are driven in mutually opposite phases.
- the abnormality detection unit adds the terminal voltages at both ends of each phase coil. And the set voltage range based on the power supply voltage supplied to the energization control system to determine the presence or absence of a power supply / ground fault occurring in the energization control system And an abnormality determination unit.
- the abnormality detection unit includes a voltage addition unit that adds terminal voltages at both ends of each phase coil, and A bias circuit for applying a noise voltage of about half of the power supply voltage in the energization control system to both the terminal voltages at both ends of each phase coil supplied to the voltage adding unit at a high impedance, and the voltage adding unit Addition voltage and energization control It is characterized by having an abnormality determination unit that compares the set voltage range based on the power supply voltage supplied to the control system and determines whether there is a power / ground fault occurring in the current control system.
- the abnormality detection unit is configured to detect terminal voltages at both ends of each phase coil.
- a voltage adding unit for adding, and a bias circuit for applying a noise voltage of about half of the power supply voltage in the energization control system to one of the terminal voltages at both ends of each phase coil supplied to the voltage adding unit with high impedance Compare the added voltage added by the voltage adding unit with the set voltage range based on the power supply voltage supplied to the energization control system, and determine whether there is a power supply / ground fault abnormality and an open abnormality occurring in the energization control system And an abnormality determination unit that performs the following.
- the abnormality determination unit is configured such that the addition voltage added by the voltage addition unit satisfies the set voltage range.
- the system is configured to determine that a power fault / ground fault has occurred when the deviating state continues for a predetermined time or more.
- the abnormality determination unit calculates an average value of the addition voltage added by the voltage addition unit, and the average value is the setting value. It is characterized in that it is configured to determine whether or not it deviates from the voltage range.
- the abnormality determination unit detects a voltage change of the addition voltage added by the voltage addition unit. However, when a voltage change occurs, it is determined that a power fault / ground fault abnormality has occurred.
- a wireless brushless motor having a rotor in which permanent magnets are disposed and a stator in which a plurality of N-phase coils are independently disposed without being connected to each other. Since the abnormality judgment unit makes a judgment based on the voltage at both ends of each coil, this abnormality judgment unit uses the sum of the voltages at both ends as a judgment criterion, thereby reducing the number of AZD variables and abnormality judgment processing. The effect that can be simplified It is.
- FIG. 1 is a system configuration diagram showing a first embodiment when the present invention is applied to an electric power steering apparatus.
- FIG. 2 is a characteristic diagram showing an output characteristic of a steering torque detection value output from a steering torque sensor.
- FIG. 3 is a cross-sectional view showing a wireless motor.
- FIG. 4 is a perspective view showing the rotor of FIG.
- FIG. 5 is a block diagram showing a drive circuit of a wireless motor.
- FIG. 6 is a circuit diagram showing an equivalent circuit of a wireless motor.
- FIG. 7 is a block diagram showing a drive control circuit for driving an inverter of a wireless motor
- FIG. 8 is a characteristic diagram showing the induced voltage and motor current of a wireless motor.
- FIG. 9 is a circuit diagram showing an equivalent circuit of a conventional Y-connection motor.
- FIG. 10 is a characteristic diagram showing the terminal voltage of a wireless motor and the terminal voltage of a Y-connected motor.
- FIG. 11 is a characteristic diagram showing the voltage across the coil of a wireless motor and the voltage across the coil of a Y-connection motor.
- FIG. 12 is a circuit diagram showing an equivalent circuit of a conventional ⁇ -connection motor.
- FIG. 13 is a characteristic diagram showing a coil current of a wireless motor and a phase current and a coil current of a ⁇ wire motor.
- FIG. 15 is a characteristic diagram showing the motor characteristics when the motor constant of the non-connection motor is set to the motor constant of the ⁇ connection motor.
- FIG. 16 is a characteristic diagram showing motor characteristics when the motor constant of a non-connection motor is set to the middle of the motor constants of a Y-connection motor and a ⁇ -connection motor.
- ⁇ 17 It is a block diagram showing a second embodiment of the present invention.
- FIG. 18 is a block diagram showing a specific configuration of a d-axis command current calculation unit in FIG.
- FIG. 19 is a block diagram showing a third embodiment of the present invention.
- FIG. 20 is a block diagram showing a fourth embodiment of the present invention.
- FIG. 22 is a block diagram showing a drive control circuit for driving an inverter of a non-wired motor showing a fifth embodiment of the present invention.
- ⁇ 23 A circuit diagram showing a driving state of an exciting coil of a wireless motor applicable to the fifth embodiment.
- FIG. 24 is a characteristic diagram showing the terminal voltage and inter-terminal voltage characteristics of an exciting coil applicable to the fifth embodiment.
- FIG. 25 is a block diagram showing a drive circuit for a non-wired motor showing a sixth embodiment of the present invention.
- ⁇ 26 A block diagram and a pulse signal waveform diagram showing a specific configuration of a signal selection circuit applicable to the sixth embodiment.
- FIG. 27 is a block diagram showing a state equivalent to a Y-connection for explaining the operation in the sixth embodiment.
- FIG. 28 is a characteristic diagram showing the voltage characteristics at both ends of each exciting coil in the state of FIG.
- FIG. 29 is a block diagram of a drive control circuit showing a seventh embodiment of the present invention.
- FIG. 32 is an explanatory diagram showing a terminal voltage waveform and an inter-terminal voltage waveform when the gain K is changed.
- ⁇ 33 It is a block diagram showing a modification of the seventh embodiment.
- ⁇ 34 A system configuration diagram showing an eighth embodiment when the present invention is applied to an electric power steering apparatus.
- FIG. 35 is a block diagram showing a drive circuit of a wireless motor applicable to the eighth embodiment.
- ⁇ 36 A flowchart showing an example of a steering assist control processing procedure executed by the central processing unit in the eighth embodiment.
- ⁇ 37] A characteristic diagram showing a steering assist command value calculation map.
- FIG. 39 is a flowchart showing an example of a current detection processing procedure executed by the central processing unit of the microcomputer according to the eighth embodiment.
- FIG. 40 is a time chart supplied for explanation of current detection processing when the duty command value is 50%.
- FIG. 41 is a time chart for explaining current detection processing when the duty command value exceeds 50%.
- FIG. 42 is an explanatory diagram showing a current direction in the inverter circuit when the duty command value exceeds 50%.
- FIG. 43 is a time chart for explaining current detection processing when the duty command value is less than 50%.
- FIG. 44 is an explanatory diagram showing a current direction in the inverter circuit when the duty command value is less than 50%.
- FIG. 45 is an explanatory diagram showing hysteresis characteristics of the motor current AZD conversion processing trigger timing based on the duty command value.
- FIG. 46 is a time chart showing a motor current waveform and a counter electromotive voltage waveform.
- FIG. 47 is a circuit diagram showing an equivalent circuit of a conventional Y-connection motor.
- FIG. 48 is a characteristic diagram showing the terminal voltage of a wireless motor and the terminal voltage of a Y-connected motor.
- FIG.49 Shows the voltage across the coil of a wireless motor and the voltage across the coil of a Y-connection motor It is a characteristic diagram.
- FIG. 50 is an explanatory diagram showing hysteresis characteristics of AZD conversion processing trigger timing of motor current based on digital motor current.
- FIG. 51 is a flowchart showing another example of a current detection processing procedure executed by the central processing unit of the microcomputer according to the eighth embodiment.
- FIG. 52 is a block diagram showing a conventional example.
- FIG. 53 is a block diagram showing a drive circuit of a wireless motor that can be applied to a ninth embodiment of the present invention.
- FIG. 54 is a block diagram showing an abnormality detection circuit for a wireless motor that can be applied to a ninth embodiment of the present invention.
- FIG. 55 is a time chart for explaining the operation of the abnormality detection circuit when the inverter circuit according to the ninth embodiment is normal.
- FIG. 56 is a time chart for explaining the operation of the abnormality detection circuit when the inverter circuit is abnormally turned on in the ninth embodiment.
- FIG. 57 is a flowchart showing an example of a steering assist control processing procedure executed by the microcomputer according to the ninth embodiment.
- FIG. 58 is a flowchart showing an example of an abnormality detection processing procedure executed by the microcomputer according to the ninth embodiment.
- FIG. 59 is a time chart showing the phase current and torque in the low speed steering region in the ninth embodiment.
- FIG. 60 is a time chart showing phase currents and torques in a high speed steering area in the ninth embodiment.
- FIG. 61 is a circuit diagram showing another example of an inverter circuit.
- FIG. 62 is a block diagram showing a tenth embodiment of the present invention.
- FIG. 63 is a block diagram showing an eleventh embodiment of the present invention.
- FIG. 1 shows an embodiment when the present invention is applied to an electric power steering apparatus.
- FIG. 1 is an overall configuration diagram, in which 1 is a steering wheel, and a steering force that causes a driver's force to act on the steering wheel 1 is transmitted to a steering shaft 2 having an input shaft 2a and an output shaft 2b.
- the In the steering shaft 2 one end of the input shaft 2a is connected to the steering wheel 1, and the other end is connected to one end of the output shaft 2b via a steering torque sensor 3 as steering torque detecting means.
- the steering force transmitted to the output shaft 2b is transmitted to the lower shaft 5 via the universal joint 4, and further transmitted to the pion shaft 7 via the universal joint 6.
- the steering force transmitted to the pinion shaft 7 is transmitted to the tie rod 9 through the steering gear 8 to steer a steered wheel (not shown).
- the steering gear 8 is configured in a rack and pion type having a pinion 8a connected to the pinion shaft 7 and a rack 8b meshed with the pinion 8a.
- the transmitted rotary motion is converted into straight motion in rack 8b.
- a steering assist mechanism 10 that transmits a steering assist force to the output shaft 2b is connected to the output shaft 2b of the steering shaft 2.
- the steering assist mechanism 10 includes a reduction gear 11 connected to the output shaft 2b, and a wireless motor 12 as an electric motor that generates a steering assist force connected to the reduction gear 10.
- the steering torque sensor 3 detects the steering torque applied to the steering wheel 1 and transmitted to the input shaft 2a.
- the torsion bar is not shown in the figure, with the steering torque interposed between the input shaft 2a and the output shaft 2b.
- the torsional angle displacement is converted into a torsional angle displacement, and this torsional angle displacement is detected by a potentiometer.
- the steering torque sensor 3 has a predetermined neutral voltage V when the input steering torque is zero.
- It is configured to output a torque detection value ⁇ that becomes a pressure.
- the wireless motor 12 has a rotating shaft 24 rotatably supported on a housing 21 via a pair of bearings 22 and 23.
- a rotor core 27 formed by laminating a plurality of disk-shaped electromagnetic steel plates 25 and 26 is mounted.
- the rotor magnet 28 is fixed It is.
- the rotor magnet 28 uses a segment magnet as a permanent magnet for generating a field.
- a flange portion 29a formed at one end is brought into contact with the end surface of the rotor magnet 28 to prevent the rotor magnet 28 from scattering and shifting.
- a magnet cover 29 is provided.
- the rotating shaft 24, the rotor core 27, the rotor magnet 28, and the magnet cover 29 constitute a rotor 20.
- a stator 31 is disposed so as to face the rotor 20 in the radial direction.
- An annular stator core 32 fixed to the inner peripheral surface of the housing 21, and a stator core 32 It has an exciting coil 33 as a turned armature winding.
- the exciting coil 33 is composed of, for example, three-phase exciting coils Lu, Lv, and Lw, and these exciting coils Lu to Lw are independently mounted without being connected to each other. It is a non-connection type (open type) brushless motor wiring, and a pair of inverter circuits 34a and 34b are connected between both ends of each excitation coil Lu, Lv and Lw, and drive currents Iu, lv and lw are supplied individually. Is done.
- the inverter circuit 34a includes switching elements Qua, Qub, Qva, Qvb and Qwa composed of N-channel MOSFETs connected in series corresponding to the exciting coils Lu, Lv and Lw. , Qwb are connected in parallel, the connection point of switching elements Qua, Qub, the connection point of Qva, Qvb, and the connection point of Qwa, Qwb are one terminals tua of excitation lines Lu, Lv, and Lw, respectively Connected to tva & twa!
- the inverter circuit 34b also has switching elements Qua ', Qub', Qva 'composed of N-channel MOSFETs connected in series corresponding to the exciting coils Lu, Lv, and Lw. , Qvb 'and Qwa' and Qwb 'are connected in parallel, the connection point of switching elements Qua' and Qub ', the connection point of Qva' and Qvb ', and the connection point of Qwa' and Qwb ' Are connected to the other terminals tub, tv b and twb of Lv and Lw, respectively.
- a PWM pulse width modulation
- a PWM pulse width modulation
- Pub Pulse Width Modulation
- a pair of inverter circuits 34a and 34b are driven by PWM signals Pua to Pwa and Pub to Pwb, which are twice as many as the number of phases N of the exciting coil output from the drive control circuit 15, and the inverter circuit 34a
- the inverter circuit 34b is driven in reverse phase.
- each exciting coil Lu Lv, and Lw is as follows.
- resistance R ' resistance
- inductance L' counter electromotive voltage eu () between terminals tua and tub
- Terminal voltage Vva of terminal tva is Vva 2 V X sin ( ⁇ t— 2 ⁇ Z3 + ⁇ ), end of terminal tub
- the child voltage Vvb is Vvb 2 V Xsin (o> t— 2 ⁇ 3— ⁇ + ⁇ ), and the terminal voltage Vvab is
- a resistor R ′ and an inductance are connected between the terminals twa and twb.
- the motor constant is designed to be either a motor constant of a conventional Y-connection motor, a motor constant of a conventional ⁇ -connection motor, or a unique motor constant that satisfies the required performance.
- a wired three-phase brushless motor is constructed.
- the magnetized magnet of the rotor 20 is magnetized so that the induced voltage waveform of the wireless motor 12 becomes a pseudo-rectangular wave in which the third harmonic and the fifth harmonic are superimposed on the sine wave as described later.
- the winding method of the stator 31 is set.
- phase detector 35 of the rotor 20 is disposed in the vicinity of the one bearing 22.
- the phase detection unit 35 includes an annular phase detection permanent magnet 36 attached to the rotary shaft 24, and a phase detection element 37 that faces the permanent magnet 36 and is fixed to the housing 21 side.
- the motor 12 is a brushless motor that does not include a mechanical commutator (brush and commutator)
- the phase detector 35 detects the phase of the rotor 20 and controls the drive circuit 15 according to the phase. This is for energizing the exciting coil 33.
- a resolver, an encoder, or the like can be used as the phase detection unit.
- the torque detection value ⁇ output from the steering torque sensor 3 is input to the drive control circuit 15 as shown in FIG.
- the drive control circuit 15 includes a vehicle speed detection value V detected by the vehicle speed sensor 16 and a motor current detection unit 51 ⁇ !
- the drive currents Iu to Iw flowing in the respective excitation coils Lu to Lw of the wireless motor 12 detected at ⁇ 51 w and the phase detection signal of the rotor 20 detected by the phase detector 34 are input.
- the drive control circuit 15 includes a phase current command value calculation unit 40 that calculates the phase current command values Iu *, Iv *, and Iw * for each armature winding of the wireless motor 12.
- the current based on the phase current command values Iu *, Iv * and Iw * from the phase current command value calculation unit 40 and the motor phase currents 111, Iv and Iw from the current detection circuits 5 lu, 5 ⁇ and 51
- a current control unit 50 that performs feedback control, and a PWM control unit that outputs a PWM signal for driving the inverters 34a and 34b based on the phase command voltages Vu, Vv, and Vw output from the current control unit 50! With 60.
- the phase current command value calculation unit 40 electrically calculates the phase of the rotor 20 detected by the phase detection unit 35.
- Electrical angle conversion unit 41 for converting into angle ⁇ and phase current target values for armature wires Lu, Lv and Lw of unconnected motor 12 based on electrical angle ⁇ output from electrical angle conversion unit 41 Based on the phase current target value calculation units 42u, 42v and 42w for calculating Iut, Ivt and Iwt, the steering torque T detected by the steering torque sensor 3, and the vehicle speed detection value V detected by the vehicle speed sensor 18!
- the target auxiliary steering torque calculation unit 43 for calculating the target auxiliary steering torque Tt and the target auxiliary steering torque calculation to the phase current target values Iut, Ivt and Iwt output from the phase current target value calculation units 42u, 42v and 42w Multipliers 44u, 44v and 44w for multiplying the target auxiliary steering torque Tt calculated by the unit 43 are provided.
- phase current target value calculation unit 42u is formed into a trapezoidal pseudo-rectangular wave with rounded corners by superimposing the third and fifth harmonics on the sine wave shown in FIG. 8 (a).
- the phase current target value calculation storage table that stores the phase current target value shown in Fig. 8 (b) with the electrical angle ⁇ , which has the same waveform as the induced voltage waveform of the armature windings Lu to Lw of the unconnected motor 12
- the phase angle target value Iut is calculated by referring to the storage table based on the electrical angle ⁇ input from the electrical angle conversion unit 41 and output to the multiplier 44u.
- each of the phase current target value calculation units 42v and 42w has a waveform of the phase current target value whose phase is shifted by 120 ° and 240 ° with respect to the waveform of the storage table of the phase current target value calculation unit 42u.
- the corresponding phase current target values Ivt and Iwt are calculated by referring to the storage table based on the electrical angle ⁇ input from the electrical angle conversion unit 41, and these are calculated.
- Output to multipliers 44v and 44w respectively.
- the target auxiliary steering torque calculation unit 43 takes the steering torque T on the horizontal axis, the target auxiliary steering torque Tt on the vertical axis, and the characteristic line using the vehicle speed detection value V as a parameter. It has a storage table for calculating target auxiliary steering torque that stores the figure, and calculates target auxiliary steering torque based on the steering torque T input from the steering torque sensor 3 and the vehicle speed detection value V input from the vehicle speed sensor 1.
- the target auxiliary steering torque Tt is calculated with reference to the storage table, and the calculated target auxiliary steering torque Tt is supplied to the multipliers 44u to 44w.
- Ev El * sin ( ⁇ -2 / 3 * PI) + E3 * sin (3 * ( ⁇ -2 / 3 * PI)) + E5 * sin (5 * ( ⁇ - 2/3 * PI)
- Ew El * sin ( ⁇ + 2/3 * PI) + E3 * sin (3 * ( ⁇ + 2/3 * PI)) + E5 * sin (5 * ( ⁇ + 2/3 * PI))
- Iu Il * sin ( ⁇ ) + I3 * sin (3 * ⁇ ) + I5 * sin (5 * ⁇ )
- Iv Il * sin ( ⁇ -2 / 3 * PI) + I3 * sin (3 * ( ⁇ -2 / 3 * PI)) + I5 * sin (5 * ( ⁇ - 2/3 * PI))
- Iw Il * sin ( ⁇ + 2/3 * PI) + I3 * sin (3 * ( ⁇ + 2/3 * PI)) + I5 * sin (5 * ( ⁇ + 2/3 * PI)
- the back electromotive force waveform is determined at the time of designing the motor, the 1st, 3rd and 5th order components El, E3, and E5 of the back electromotive voltage are known.
- phase current target value without torque ripple can be calculated.
- FIG. 8 shows an example in which a current waveform (b) having no torque ripple is obtained in advance with respect to the counter electromotive voltage waveform (a).
- ⁇ 1 to ⁇ 5 are constants obtained in advance by the above procedure.
- the amplitude of the phase current command value is determined by the target steering torque Tt.
- phase current command value for each phase can be calculated by the current command value calculation unit 40 shown in FIG. 7 using the target steering torque Tt and the electrical angle ⁇ as inputs.
- the current control unit 50 also detects each excitation coil Lu detected by the current detection circuits 51u, 51v, 51w from the current command values Iu *, Iv *, Iw * supplied from the vector control phase command value calculation unit 40. , Lv, Lw Subtractors 52u, 52v, and 50w for subtracting motor phase currents Iu, Iv, and Iw to obtain respective phase current errors ⁇ Iu, ⁇ , and Alw, and obtained phase current errors ⁇ , ⁇ , Alw And a PI control unit 53 that calculates the command voltages Vu, Vv, and Vw by performing proportional-integral control.
- the PWM control unit 60 receives the command voltages Vu, Vv and Vw output from the PI control unit 53 described above, and the PWM signal P ua having a duty ratio corresponding to the command voltages Vu, Vv and Vw. , Pva, Pwb and their PWM signals Pub, Pvb, Pwb, which are inverted on and off, and supply them to the inverter circuits 34a and 34b.
- Each phase command current is individually supplied to each excitation coil Lu, Lv and Lw of the wireless motor 12 by a and 34b, and the wireless motor 12 is driven to rotate. Therefore, the wireless motor 12 generates a necessary steering assist force according to the steering torque detection value T detected by the steering torque sensor 3.
- the vehicle is stopped and the wireless motor 12 is also stopped, the steering wheel 1 is not steered, and the steering torque T detected by the steering torque sensor 3 is “0”. Then, in this state, since the steering torque T is “0”, the target auxiliary steering torque Tt calculated by the target auxiliary steering torque calculation unit 43 is also zero, and this is supplied to the multipliers 44u to 44w.
- phase of the rotor 20 detected by the phase detection unit 35 of the wireless motor 12 is supplied to the electrical angle conversion unit 41, and the electrical angle ⁇ at this time is, for example, 0 °.
- the phase current target value lut output from the phase current target value calculation unit 42u is "0"
- the phase current target value Ivt output from the phase current target value calculation unit 42v is 120 in phase with respect to the phase current target value lut.
- the phase current target value Iwt output from the phase current target value calculation unit 42w is + Imax because the phase is 120 ° ahead of the phase current target value lut.
- the phase current target values Iut, Ivt and Iwt are supplied to the multipliers 44u, 44v and 44w.
- the multipliers 44u, 44v and 44w have a target assist of "0". Since the steering torque Tt is input, the phase current command values Iu *, Iv * and Iw * output from these multipliers 44u, 44v and 44w are "0", and these are supplied to the current controller 50.
- the In this current control unit 50 the force connected to the phase-current detection values Iu, Iv and Iw of the unconnected motor 12 detected by the current sensors 51u, 51v and 51w is stopped. Therefore, the phase current detection values Iu, Iv, and Iw are also “0”, and these are supplied to the subtracters 52u, 52v, and 52w of the current control unit 50.
- the current deviations ⁇ ⁇ , ⁇ ⁇ , and ⁇ ⁇ w output from the subtractors 52u, 52v, and 52w are also “0”, so that the command voltages Vu, Vv, and When Vw is also "0", the duty ratio of the PWM signal output from the PWM controller 60 is 50%, and no connection is made. The supply of drive current to the wire motor 12 is stopped, and the wireless motor 12 remains stopped.
- the stopping force of the wireless motor 12 when the vehicle is stopped corresponds to the steering torque of the driver from the steering torque sensor 3 when the driver performs a so-called stationary operation in which the steering wheel 1 is steered to the right, for example.
- Steering torque T is output and supplied to the target auxiliary steering torque calculation unit 43, so that a relatively large target auxiliary steering torque Tt is output from the target steering torque calculation unit 43 to the multipliers 44u, 44v, and 44w. .
- phase current target value calculation units 42u, 42v, and 42w have rounded corners in which the third and fifth harmonics are superimposed on the sine wave corresponding to the electrical angle ⁇ of the unconnected motor 12.
- phase current target values Iut, Ivt, and Iwt which are pseudo-square waves in a trapezoidal state and are different in phase by 120 °, are output as multipliers 44u, 44v, and 44w.
- phase current target values Iu *, Iv whose amplitude becomes the target auxiliary steering torque Tt by multiplying the phase auxiliary current target values Iut, Ivt and Iwt by the target auxiliary steering torque Tt by the multipliers 44u, 44v and 44w. * And Iw * are calculated and supplied to the subtracters 52u, 52v and 52w of the current control unit 50.
- the current sensors 51u, 51v and 51w are output.
- the output phase currents Iu, Iv and Iw are maintained at "0".
- 52v and 52w, phase current command values Iu *, Iv * and Iw * are output to the I control unit 53 as current deviations ⁇ ⁇ , ⁇ ⁇ and A lw, and the PI control unit 53 performs proportional and integral calculations.
- the command voltages Vu, Vv, and Vw are calculated and output to the PWM controller 60.
- the PWM controller 60 simulated the superimposition of the third and fifth harmonics on a sine wave equal to the induced voltage waveform in the form of a quasi-rectangular waveform in which the third and fifth harmonics are superimposed on the sine wave.
- the phase currents Iu, Iv, and Iw that form the phase current waveform are supplied to the armature feeder lines Lu, Lv, and Lw.
- the wireless motor 12 generates an auxiliary steering force corresponding to the target auxiliary steering torque Tt based on the steering torque T, and this auxiliary steering force can be transmitted to the steering shaft 2 via the reduction gear 11.
- the driver can perform light steering.
- each excitation forming a three-phase brushless motor is not a motor in which one end or both ends of an excitation coil are connected to each other like a conventional Y-connection motor or ⁇ -connection motor.
- the magnetic coils Lu to Lw are non-wired motors 12 that are independently mounted without being connected to each other, it is possible to individually control energization with each excitation coil Lu to Lw.
- the pseudo-rectangular wave current including the 3rd and 5th harmonics can be energized without any restrictions. Therefore, as shown in FIG. 8 (b), the motor current waveform can be a quasi-rectangular wave that is wide and rounded with respect to a sine wave similar to the back electromotive voltage waveform.
- the counter electromotive voltage waveform can be a pseudo rectangular wave substantially the same as that of the present embodiment as shown in FIG. Since the third harmonic component cannot flow, the current waveform becomes a narrow quasi-square wave as shown in Fig. 8 (d), and the area force and the effective value decrease compared to this embodiment. As a result, the output will decrease accordingly.
- the counter electromotive voltage waveform and the drive current waveform of the exciting coils Lu to Lw of the wireless motor 20 can both be a pseudo rectangular wave including the third harmonic.
- the effective value can be improved and a large output can be obtained.
- the coefficient of the third harmonic is the second largest after the first-order component when the pseudo-square wave is expanded in the Fourier series, the third harmonic is superimposed on the sine wave to increase the effective value. The efficiency is the best and a large output can be obtained.
- an inverter circuit 3 is provided at each end of each exciting coil.
- Vun 2XV Xsin (cot + ⁇ ) (1)
- Vvn 2XV Xsin (cot— 2 ⁇ 3 + ⁇ ) (2)
- Vwn 2XV Xsin (cot— 2 ⁇ 3 + ⁇ ) (3)
- Vun V X sin (co t + ⁇ ) (4)
- Vvn V X sin (co t— 2 ⁇ ⁇ 3 + ⁇ ) (5)
- Vwn V X sin (co t— 2 ⁇ ⁇ 3 + ⁇ ) (6)
- the terminal voltage Vua, Vub, terminal voltage ⁇ 11 & 1) of the wireless motor 12 according to the present invention is as shown in FIG.
- the terminal voltage Vu, terminal voltage Vv, terminal voltage Vuv, and neutral point voltage Vn for the motor are as shown in Fig. 10 (b).
- the inter-terminal voltages Vuab, V vab, Vwab of the wireless motor 12 according to the present invention are as shown in Fig. 11 (a)
- the coil voltage Vun, Vvn, Vwn is as shown in Fig. 11 (b).
- the motor output and current characteristics are the motor constants of the Y-connection motor.
- the motor output characteristics when changing to a wired motor are regulated by the maximum current as shown in the solid line for the rotational speed of the non-wired motor relative to the rotational speed of the Y-connected motor shown in the broken line. As the torque decreases from the maximum torque, the increase in the rotational speed increases, and the rotational speed can be improved.
- the motor output characteristics when the motor constant is changed to a non-connection type motor with the ⁇ -connection motor constant is as shown in Fig. 15, with respect to the torque characteristic of the ⁇ connection type motor indicated by the broken line.
- connection type motors the amount of torque increase increases as the rotational speed decreases by the maximum rotational speed, and the torque can be improved accordingly.
- the PWM signals Pua to Pwa output from the PWM control unit 60 are transferred to the upper arm portion of the inverter circuit 34a and the lower arm portion of the inverter circuit 34b.
- the two inverter circuits 34a and 34b are supplied by one drive control circuit 15. They can be driven with opposite polarities, so that the overall circuit configuration can be reduced in size and the microphone computer, digital signal processing device, digital IC, etc. that constitute the drive control circuit 15 can be simplified. it can.
- the motor and the drive control apparatus thereof according to the present invention do not saturate the motor terminal voltage even during high-speed rotation of the motor, and can control to minimize torque ripple. For this reason, when the present invention is applied to an electric power steering apparatus, rapid steering can be performed smoothly, and there is an excellent effect that the driver does not feel discomfort such as vibration of the steering wheel.
- the induced voltage waveform and the drive current waveform of the wireless motor are the same pseudo-rectangular waveform, but the induced voltage waveform is not limited to this.
- the same effect as that of the first embodiment can be obtained by changing only the amplitude without changing the phase and shape of the drive current waveform.
- the force described in the case where the pseudo rectangular wave is formed by superimposing the third and fifth harmonics on the sine wave is not limited to this. It is also possible to superimpose higher harmonics of 3rd order, 5th order, 7th order ... or a combination of one or more of the higher order harmonics.
- the drive control circuit 15 is controlled by applying pseudo vector control.
- the vector control phase command value calculation circuit 70 uses the excellent characteristics of vector control to perform the solid control d After determining the current command value of q component, the current command value is converted into each phase current command value corresponding to each exciting coil Lu to Lw, and all the phases other than d and q control are controlled by current control unit 80. It is configured to close by control. Therefore, because the vector control theory is used at the stage of calculating the current command value, this control method is changed to pseudo vector control (Pseudo Vector control is called “PVC control”).
- PVC control pseudo vector control
- the vector control phase command value calculation circuit 70 includes a conversion unit 41 as a counter electromotive voltage calculation unit for each excitation coil Lu to Lw, and a three-phase Z2-phase conversion as a d-axis and q-axis voltage calculation unit.
- q-axis current command value Iq * is calculated q-axis command current calculation unit 73, 2-phase Z3-phase conversion unit 44 as each-phase current command value calculation unit, d-axis current command value Id A d-axis command current calculation unit 75 for calculating *, a torque command value calculation unit 76 for calculating a steering torque command value T * required for auxiliary steering from the steering torque detection value T and the vehicle speed detection value V, and Based on the steering torque command value T *, a conversion unit 77 for converting the base angular velocity ⁇ b to the wireless motor 12 is provided.
- phase of the rotor 20 detected by the phase detection unit 35 is converted into an electrical angle ⁇ e by the electrical angle conversion unit 78, and the electrical angle ⁇ e is differentiated.
- the electric angular velocity co e is differentiated by the circuit 79 and corresponds to the rotor position detection signal composed of the electric angle ⁇ e and the electric angular velocity co e and the target auxiliary steering torque calculation unit 43 in the first embodiment described above.
- the steering torque command value T * calculated by the torque command value calculation unit 76 is input, and a phase command value signal by vector control is calculated.
- the electrical angle ⁇ e and the electrical angular velocity co e of the rotor 20 are input to the conversion unit 71, and the back electromotive voltages eu, ev, ew of each phase are calculated based on the conversion table stored in the conversion unit 41. Calculated.
- the counter electromotive voltages eu, ev, and ew are trapezoidal quasi-rectangular waves with rounded corners as shown in Fig. 8 (a), where the 3rd and 5th harmonics are superimposed on the sine wave. 3, 5)
- the frequency of the second harmonic is the motor electrical angular velocity ⁇ e multiplied by N.
- the electrical angular velocity of the motor is expressed as ⁇ / 2 ⁇ ⁇ , where ⁇ is the actual motor speed and P is the number of magnetic poles.
- the back electromotive voltages eu, ev, and ew are the three-phase Z2-phase conversion unit 42 as the d-q voltage calculation unit, and the d-axis and q-component values are calculated based on the following equations (7) and (8). Converted to voltages ed and eq.
- the calculation of the d-axis current command value Id * is based on the base angular velocity cob from the conversion unit 77, the electrical angular velocity ⁇ e from the differential circuit 78, and the steering torque command value from the torque command value calculation unit 76.
- the input is calculated by the d-axis command current calculator 75 according to the following equation (9).
- Kt is the torque coefficient
- cob is the base angular velocity of the motor
- the base angular velocity cob is obtained by the conversion unit 77 using the detected steering torque value T as an input.
- V E + R-I + L (di / dt) (10)
- E is a counter electromotive voltage
- R is a fixed resistor
- L is an inductance
- the counter electromotive voltage E becomes larger as the motor rotates at a higher speed
- the power supply voltage such as the knotter voltage is fixed.
- the voltage range that can be used for the control is reduced.
- the angular velocity at which this voltage saturation is reached is the base angular velocity ob, and when voltage saturation occurs, the duty ratio of PWM control reaches 100%, and beyond this, it becomes impossible to follow the current command value, resulting in an increase in torque ripple.
- the current command value Id * represented by the above equation (3) has a negative polarity, and the induced voltage component of the current command value Id * related to L (di / dt) in the above equation (10) is The polarity is opposite to that of the back electromotive force E. Therefore, it shows the effect of reducing the back electromotive voltage E, which increases in value at higher speeds, by the voltage induced by the current command value Id *. As a result, even if the unconnected motor 12 rotates at a high speed, the voltage range in which the motor can be controlled by the effect of the current command value Id * is widened.
- the field-weakening control by controlling the current command value Id * does not saturate the motor's control voltage, so that the controllable range is widened, and the torque ripple can be prevented from increasing even when the motor rotates at high speed.
- FIG. 18 shows a block configuration of a circuit system related to the calculation of the current command value Id * described above.
- the steering torque command value T * input from the torque command value calculation unit 76 is input to the conversion unit 77 and the torque coefficient unit 75d, and the electrical angular velocity ⁇ e of the motor 12 is input to the mechanical angle calculation unit 45a.
- the conversion unit 77 converts the steering torque command value T * into the base angular velocity ⁇ b and inputs it to the acos calculation unit 75b.
- the sin calculator 75c obtains sin from the input advance angle ⁇ and inputs it to the multiplier 75f that multiplies it by 1.
- the multiplier 75f outputs the advance angle ⁇ from the sin calculator 75c and the absolute value part 75e. Multiply the absolute value
- the current command value Id * is obtained by the following equation (11), and this is the output of the power axis command current calculation unit 75.
- the current command value Id * calculated according to the above equation (11) is input to the q-axis command current calculation unit 73 and the two-phase Z3-phase conversion unit 74.
- the current command value Iq * is equivalent to the motor output t, and the motor output equation force is also derived. Can be operated on. It is also possible to calculate the current command value Id * for obtaining the required steering torque command value T and a balanced optimal current command value Iq *. Therefore, even when the motor rotates at high speed, the motor terminal voltage does not saturate, and control that minimizes torque ripple is possible.
- the current command values Id * and Iq * are input, and the two-phase / three-phase converter 74 calculates the current command values Iu *, Iv *, Iw *, and these are the current control values. Supplied to part 80.
- the command voltages Vu, Vv, Vw output from the PI control unit 83 are supplied to the PWM control unit 60 in the same manner as in the first embodiment, and the PWM control unit 60 uses the command voltages Vu, Vv, PWM signals Pua, Pva, Pwb with a duty ratio according to Vw and PW M signals Pub, Pvb, Pwb, which are inverted on and off, are supplied to the inverter circuits 34a and 34b.
- Each phase command current is individually supplied to the excitation coils Lu, Lv and Lw of the wireless motor 12 by 34a and 34b, and the wireless motor 12 is driven to rotate. For this reason, the wireless motor 12 generates a necessary steering assist force according to the steering torque detection value T detected by the steering torque sensor 3.
- each phase current command value Iu *, Iv *, Iw * output from the two-phase Z3-phase conversion unit 74 of the vector control phase command value calculation unit 70 is converted by the conversion unit 71 as described above.
- the calculated back-EMF voltages eu, ev, and ewb of motor 12 are shown in Fig. 8 (3rd and 5th harmonics superimposed on a sine wave). As shown in a), it is a trapezoidal pseudo rectangular wave with rounded corners, and the phase current command value Iu *, Since Iw * has a 2-phase Z3-phase converter 74, the current command value of the 3rd harmonic component cannot be calculated, and the 5th harmonic excluding the 3rd harmonic component is superimposed on the sine wave. 8 The pseudo rectangular wave shown in (d).
- the effective value slightly decreases as the width of the drive current waveform energized to the exciting coils Lu, Lv, and Lw of the wireless motor 12 becomes narrower.
- the second embodiment is completely different from the conventional feedback control by d and q control in that the feedback control is executed only by each phase control.
- the nonlinear element force generated in the u phase has a problem in that it cannot be correctly corrected and distributed to the V and w phases in the process of executing the feedback control by the conventional d and q control.
- Force In this embodiment the u-phase nonlinear element is feedback-controlled only in the u-phase, and is not dispersed in the V-phase and w-phase, so correct correction control can be performed.
- the configuration of the drive control circuit 15 is all performed by vector control.
- the two-phase Z3-phase conversion unit 74 of the vector control phase current command value calculation unit 70 in the second embodiment described above is omitted.
- 3-phase Z2-phase converter that inputs motor currents Iu, Iv, Iw detected by current detectors 51u, 51v, and 51w and converts them into q-axis and d-axis detected currents Idq and Idd. 90, and the current controller 80 has the same configuration as that shown in FIG. 17 except that the current control unit 80 is changed as follows. This is omitted in the detailed description.
- the current control unit 80 includes the q-axis command current Iq * output from the q-axis command current calculation unit 73 of the vector control phase command value calculation unit 70 and the d-axis command output from the d-axis command current calculation unit 75.
- the current Id * is supplied to the negative input side, and the detection currents Idq and Idd output from the three-phase Z2-phase converter 90 are supplied to the other input side, and the current errors ⁇ Iq and ⁇ Id of both are calculated.
- the vector control phase command value calculation unit 70 applies the third, fifth, and seventh to the sine wave calculated by the conversion unit 71 as in the second embodiment described above.
- the counter-electromotive voltages eu, ev, and ew on which the second harmonics are superimposed are calculated, converted into the command voltages ed and eq by the three-phase Z2-phase converter 72, and the force is also converted by the q-axis command current calculator 73.
- the q-axis command current Iq * corresponding to T * is calculated, and the d-axis command current current calculating unit 75 calculates the d-axis command current Id * corresponding to the steering torque command value.
- the q-axis command current Iq * and the d-axis command current Id * are output to the current control unit 80.
- the q-axis command current Iq * and the d-axis command current Id * input from the vector control phase current command value calculation unit 70 and the current detected by the current detectors 51u, 51v and 51w.
- the detected currents Idq and Idd obtained by converting the current detection values Iu, Iv, and Iw by the three-phase Z2-phase converter 90 are supplied to the subtracters 82q and 82u. ⁇ Id is output.
- the inverter circuits 34a and 34b individually supply the excitation coils Lu, Lv, and Lw of the wired motor 12 to each other. Each phase command current is supplied, and the wireless motor 12 is driven to rotate. For this reason, the wireless motor 12 generates the necessary steering assist force according to the steering torque detection value T detected by the steering torque sensor 3.
- the waveforms of the back electromotive voltage and drive current of the excitation coils Lu to Lw of the wireless motor 12 are changed to sine waves.
- a pseudo-rectangular wave with the 5th and 7th harmonics excluding the 3rd harmonic can be superimposed, and the effective value of the unconnected motor 12 can be improved to obtain a large output.
- the vector control phase current calculation unit 70 is omitted, a drive control circuit of a normal electric power steering apparatus is applied, and harmonics are superimposed by the current control unit 80. is there.
- the drive control circuit 15 includes a current command value calculation unit 100, a current control unit 110, and a PWM control unit 60.
- the current command value calculation unit 100 receives the steering torque detection value T detected by the steering torque sensor 3 and the vehicle speed detection value V detected by the vehicle speed sensor 18, and based on these, the steering torque is set using the vehicle speed detection value V as a parameter.
- a steering assist command value calculation unit 101 that calculates a steering assist command value T * with reference to a steering assist command value calculation table configured by a characteristic diagram showing a relationship between the detected value T and the steering assist command value T *; Compensation unit 102 for calculating various compensation values, steering assist command value T * output from steering assist command value calculation unit 101, and output from compensation unit 102
- the adder 103 that calculates the torque command value by adding the compensation value C to be calculated, and the torque command value output from the adder 103 is converted to the q-axis current command value Iq * q-axis command current calculation unit 104 It consists of and.
- the compensator 102 is a convergence control unit 105 that performs a control to apply a brake to the operation of the steering wheel 1 swinging in order to improve the convergence of the vehicle.
- the torque compensation acceleration / deceleration is eliminated from the steering torque detection value T, and the inertial feeling of the steering is sensed.
- the inertia compensation unit 106, the motor angular velocity ⁇ e and the steering torque detection value ⁇ are used to estimate the self-aligning torque (SAT).
- At least a SAT control unit 107 that performs control to eliminate the influence of road surface information and disturbance.
- the control value of the convergence control unit 105, the compensation value of the inertia compensation unit 106, and the control value of the SAT control unit 107 The signals are added by adders 108 and 109 and supplied to adder 103 as a compensation value.
- the current control unit 110 uses the d-axis command current Id * set to "0" and the current detection values Iu to Iw detected by the current detectors 51u to 51w as the current detection values for the d-axis and q-axis.
- the d-axis detection current Idd from the three-phase Z2-phase conversion unit 90 to be converted into 90 is input to calculate the current error ⁇ Id between the subtractor ll ld and q calculated by the q-axis current command value calculation unit 104
- Axis command current Iq * and q-axis detection current Idq from 3-phase Z2 phase converter 90 are input to calculate current error ⁇ between them
- a PI control unit 112 that calculates a command voltage Vd and Vq by performing a proportional-integral operation on the current errors ⁇ Id and ⁇ I q, and the command voltages Vd and Vq output from the PI control unit 112 are converted into a three-phase command voltage.
- the 2nd phase Z3 phase conversion unit 113 that converts to Vu, Vv, and Vw.
- Adders 115u, 115 and 115w for adding V5 are provided. Then, three-phase command voltages Vu ′, Vv ′, and Vw ′ on which the fifth harmonic component V5 output from the adders 115u, 115v, and 115w is superimposed are supplied to the PWM controller 60.
- the fifth harmonic component calculation unit 114 calculates the fifth harmonic component V5 by performing the calculation of the following equation (14) based on the input command voltages Vd and Vq.
- the three-phase command voltages Vu ′, Vv ′, and Vw are superimposed by superimposing the fifth harmonic component of the sine wave on the three-phase command voltages Vu, Vv, and Vw calculated by the current control unit 110.
- 'Is calculated and supplied to the PWM control unit 60, so that the drive current that superimposes the fifth harmonic shown in Fig. 8 (d) is applied to each excitation coil Lu to Lw of the wireless motor 12 Can increase the execution value and obtain a large output.
- the fifth harmonic component calculation unit 114 calculates the fifth harmonic component V5 has been described.
- the present invention is not limited to this, and the seventh, ninth, etc. It is also possible to calculate harmonic components and superimpose them.
- the force described when the drive control circuit 15 and the inverter circuits 34a and 34b are connected as shown in FIG. 5 is an inverter that is not limited to this.
- a drive control circuit 15 may be separately provided for the circuits 34a and 34b, and both inverter circuits 34a and 34b may be individually controlled in opposite phases.
- the force described in the case where the inverter circuits 34a and 34b each have six switching elements is not limited to this. As shown in FIG.
- the force described in the case where the present invention is applied to a non-wired three-phase brushless motor is not limited to this. (Integer greater than or equal to 3) Phase brushless motor or other motors wear.
- the force described in the case where the present invention is applied to the electric power steering apparatus is not limited to this, and any apparatus having other drive motors may be used.
- the present invention can be applied.
- the shortage of voltage without using the booster circuit is solved, and the drive power control device for the wireless motor and the electric power using the wireless motor that can increase the output of the motor.
- a steering device is provided.
- the unconnected motor 12 in the first embodiment described above is applied, and the drive control circuit 15 is configured as shown in FIG.
- the drive circuit 15 receives the steering torque detection value T detected by the steering torque sensor 3 and the vehicle speed detection value V detected by the vehicle speed sensor 18, and based on these.
- Vector control phase command value calculation unit 140 that outputs command current command values Iq and Id by vector control calculation, motor current detection circuit 143 that detects phase currents Idq and Idd of each excitation coil Lu to Lw, vector control phase command Based on the phase current command values Iq and Id output from the value calculator 40 and the phase current detection values Idq and Idd detected by the motor current detection circuit 143, the PWM drive control current for the pair of inverters 34a and 34b is calculated. And a current controller 144 to be formed.
- the vector control phase command value calculation unit 140 receives the steering torque detection value T detected by the steering torque sensor 3 and the vehicle speed detection value V detected by the vehicle speed sensor 18, and based on these, the vehicle speed is detected.
- a steering assist force calculation unit that calculates a steering assist force command value by referring to a steering assist force command value calculation table that represents the relationship between the steering torque detection value T and the steering assist force command value T * using the detected value V as a parameter.
- the steering assist force command value T * calculated by the basic steering assist force calculation unit 141 is input, based on this! /,
- the phase current command on the d-q axis for the wireless motor 12 A vector current command value determining unit 142 that determines and outputs the values Iq and Id.
- the motor current detection circuit 143 converts the drive currents Iu to Iw to which the motor current detection units 119u to 119w are also input into three-phase two-phase coordinates to convert the motor detection currents Idq and Id d on the dq axis 3 phase Z2 phase coordinate conversion unit 145 is output. And detected by the phase detector 35. The rotor phase detection value is converted into an electrical angle ⁇ by the electrical angle conversion unit 147, and this electrical angle ⁇ is supplied to the solid current command value determination unit 142 and the three-phase Z2 phase coordinate conversion unit 145.
- the current control unit 144 uses the phase current command values Iq and Id output from the vector current command value determination unit 142 of the vector control phase command value calculation unit 140 based on the three-phase Z2 phase coordinate conversion unit 145 of the motor current detection circuit 143.
- the phase current detection values Idq and Idd output from the subtractor 46q and 46d are subtracted by the subtractors 46q and 46d, and the deviations ⁇ Iq and ⁇ Id are calculated. Supplied.
- the PI control units 149q and 149d calculate the voltage command values Vq and Vd by performing the following expressions (15) and (16).
- Vq Kp X A lq + KiX J A lq / dt (15)
- Vd Kp X ⁇ ⁇ + KiX J ⁇ ⁇ / dt .
- Kp is the proportional gain
- Ki is the integral gain
- the subtractors 146q and 146d and the PI controllers 149q and 149d constitute an arithmetic control unit.
- the voltage command values Vq and Vd output from the PI control units 149q and 149d are supplied to the limiter 150 as the voltage limiting unit, and the power supply voltages Vq and Vd are converted into positive and negative power supply voltages (battery voltage operators). Vb) and limit the voltage command values Vq and Vd.
- Vb battery voltage
- division is performed to calculate the duty command values Dq and Dd, and these duty command values Dq and Dd are used as the two-phase three-phase coordinate conversion unit.
- each phase duty command value Dtu, Dtv and Dtw output from the two-phase to three-phase coordinate conversion unit 152 is formed into a drive control signal forming unit 153 that forms a PWM drive control signal for the pair of inverters 34a and 34b. Supply.
- Dn 0 LOO% phase duty command value for exciting coil Lj
- the duty command value conversion unit 153j for converting to j and the phase duty command value Dj output from these duty command value conversion units 153 ⁇ 4 are input, and PWM consisting of pulse signals with a duty ratio corresponding to these phase duty command values Dj
- the PW M pulse generator 155 as a PWM circuit that forms the drive control signals PuH to PwH and the PWM drive control signals PuL to PwL whose on / off is inverted is provided.
- the PWM drive control signals PuH to PwH and PuL to PwL output from the PWM pulse generator 155 are output to the inverter circuits 34a and 34b as shown in FIG. In this manner, since the inverter circuits 34a and 34b are driven in opposite phases by the single PWM generator 155, the conventional six signals can be used as they are.
- the electric power of the knotter 16 is supplied to the drive control circuit 15 and the inverter circuits 34a and 34b, and these are put into operation.
- the steering wheel 1 is steered.
- the steering torque detection value T detected by the steering torque sensor 3 is zero, and the vehicle is stopped.
- the vehicle speed detection value V detected at 0 is also zero, and the steering assist force calculation unit 141 calculates a zero steering assist force command value T *, which is supplied to the vector current command value determination unit 142.
- the vector current command value determining unit 142 outputs zero command currents Iq and Id.
- the wireless motor 12 since the wireless motor 12 is in a stopped state, the motor currents Iu to Iw detected by the current detectors 19u to 19w are also zero, and this is supplied to the three-phase Z2 phase coordinate conversion unit 145 Therefore, the d-q axis detection current Idq output from the 3-phase Z2-phase coordinate conversion unit 145 Idd also becomes zero, and the deviations ⁇ and A id output from the adders 146q and 146d also become zero.Therefore, the voltage command values Vq and Vd output from the PI control units 149q and 149d also become zero, and these are the limiters.
- the duty command values Dq and Dd are supplied to multipliers 151q and 151d via 150, and the multiplier command values Dq and Dd, which take positive and negative values, are calculated by dividing the multipliers 151q and 151d by the double battery voltage Vb.
- the duty command values Dq and Dd also become zero, and this is supplied to the 2-phase Z3-phase coordinate conversion unit 52 to calculate the U-phase, V-phase, and W-phase duty command values Dtu, Dtv, and Dtw.
- the duty command values Dtu, Dtv, and Dtw for each phase are also zero, and these are supplied to the duty command value conversion units 153u, 153v, and 153w.
- the duty command value conversion units 153u, 153v, and 153w Are supplied to the 50% phase duty command values Du, Dv and Dw force PWM pulse generator 55. Therefore, the PWM pulse generator 155 outputs PWM drive control signals PuH to PwH having a duty ratio of about 50% and PuL to PwL whose ON / OFF is inverted to the inverter circuits 34a and 34b.
- a large positive steering torque detection value T is output by the steering torque sensor 3 and the vehicle speed When the detected value V is "0", the steering assist force is calculated.
- a large positive steering assist force command value T * is output from the unit 141 and supplied to the vector current command value determining unit 142 to determine the phase current command values Iq and Id.
- the voltage command values Vq and Vd are limited to the battery voltage + Vb and —Vb, and this limited voltage command value is divided by the voltage 2 Vb that is twice the battery voltage by the multipliers 15 lq and 15 Id.
- duty command values Dq and Dd close to, for example, 50% of the positive value are output, and these are supplied to the two-phase Z3-phase coordinate conversion unit 152, and the U-phase, V-phase, and W-phase are 120 ° out of phase. Calculate the duty command values Dtu, Dtv, and Dtw for each phase.
- phase duty command values Dtu, Dtv and Dtw are supplied to the phase duty command value conversion units 153u, 153v and 153w, these phase duty command value conversion units 153u, 153V and 153w are close to 100%.
- the phase duty command values Du, Dv, and Dw are output and supplied to the PWM generator 155. From this PWM generator 155, the PWM drive control signal PuH, PvH, and PwH that drives the non-wired motor 12 in the normal direction is output.
- the PWM drive control signals PuL, PvL, and PwL which are turned on and off, are supplied to the inverter circuits 34a and 34b so as to have opposite phases.
- the terminal voltage Va of one terminal tua in the exciting coil Lu becomes a sine wave in the range of 0 to 10 volts as shown by the thin solid line
- the terminal voltage Vb of the other terminal tub is shown by the broken line. Since it becomes a sine wave having a phase difference of 180 ° with respect to the voltage Va, the voltage Vab at both ends of the excitation coil Lu becomes a sine wave in the range of +10 to 10 volts of the battery voltage as shown by the solid line.
- the maximum rotational speed can be increased while securing the maximum output with the electric power steering apparatus, and the shortage of the motor rotational speed during sudden steering can be solved.
- the above effect is applied to a pair of inverter circuits 34a and 34b.
- a single inverter circuit is used to drive a connection type motor that is Y-connected or ⁇ -connected to a normal excitation coil that outputs 15 forces. It can be driven by the same six PWM signals, and compared to a case where a pair of inverter circuits 34a and 34b are driven by individual drive control circuits, a microcomputer, a digital signal processor, a motor drive IC, etc. Cost reduction and freedom of choice.
- the wired motor 12 is driven in reverse so as to generate a steering assist torque corresponding to the steering torque detection value T at that time.
- the steering assist torque command value for the steering torque detection value T increases as the vehicle speed detection value V increases.
- T * becomes a small value, and the steering assist force generated by the wireless motor 12 is also suppressed to a small value.
- the high output drive of the wireless motor 12 and the fine current control drive in the minute current control region affected by the resolution of the duty ratio of the PWM drive control signal are balanced. is there.
- the drive control circuit 15 forms the pulse signals P1 and P2 having the duty ratio shown in FIG.
- a pulse signal generation circuit 161 is provided and, for example, the motor angular speed ⁇ is set.
- a selection signal forming circuit 162 that outputs a selection signal SL of a low level when the threshold value ⁇ s or less is exceeded and a set threshold value ⁇ s is exceeded! / Is output, and the amplifier Aua ′ to the inverter circuit 34b is provided.
- the signal selection circuits 163a and 163b for selecting the PWM drive control signals Pub to Pwb and Pua to Pwa output from the drive control circuit 15 and the pulse signals P1 and P2 are provided on the input side of Awa 'and Aub' to Awb '. Except for the above, the configuration is the same as that in FIG. 5 in the first embodiment described above, and the same reference numerals are given to the corresponding parts in FIG. 5 and the detailed description thereof is omitted.
- the signal selection circuit 163a receives the P WM drive control signals PuL, PvL and PwL on one non-inverting input side and the other non-inverting input terminal.
- OR circuits 166u, 166v and 166w in which the output signals of AND gates 164u, 164v and 164w are individually input on one input side and the output signal of AND gate 165 is input on the other input side.
- the PWM drive control signals PuL, PvL, and PwL output from the drive control circuit 15 are changed to the pulses of the drive control circuit 15 when the selection signal SL is at a high level.
- the signal generation circuit 161 outputs the output pulse signal P1 as PWM drive control signals Pul /, PvL 'and PwL' to the switching elements Qua ', Qva' and Qwa 'constituting the upper arm of the inverter circuit 34b.
- the signal selection circuit 163b receives PWM drive control signals PuH, PvH and PwH on one non-inverting input side and selects the other non-inverting input terminal.
- the PWM signals PuH, PvH and PwH output from the drive control circuit 15 are used as the pulse signal generation circuit of the drive control circuit 15 when the selection signal SL is at a high level.
- the output pulse signal P2 is output as PWM signals PuH ', PvH' and PwH 'to the switching elements Qub', Qvb 'and Qwb' constituting the lower arm of the inverter circuit 34b.
- the selection signal forming circuit 62 sets the selection signal SL to high.
- the AND gates 164u to 164w and 167u to 167w are opened by the signal selection circuits 163a and 163b, and the PWM signals PuL to PwL and PuH to PwH are selected and supplied to the power S inverter circuit 34b. Therefore, similarly to the first embodiment described above, the wireless motor 12 can be driven to rotate at a high output and a high speed with a voltage twice the battery voltage Vb.
- the selection signal forming circuit 162 controls the selection signal SL to a low level. Therefore, the pulse signals P1 and P2 having the duty ratio generated by the pulse signal generation circuit 61 by the signal selection circuits 163a and 163b of 50% and reversed on and off are selected, and these force inverter circuits 34b Supplied.
- the configuration is equivalent to a normal Y-connection motor in which the terminal tub of the exciting coil Lu, the terminal tvb of the exciting coil Lv, and the terminal twb of the exciting coil Lw are connected to each other.
- the voltage Vu to Vw across the excitation coils Lu to Lw becomes a sine wave in the range of + lZ2Vb and lZ2Vb, which is half the battery voltage Vb, as shown in Fig. 28, and PWM drive control signals PuH to PwH and PuL to PwL
- the resolution of the duty ratio appears remarkably, and the controllability in the minute current region can be improved.
- the voltage between the terminals of the exciting coils Lu to Lw of the wireless motor 12 can be changed to a predetermined stage.
- the drive control circuit 1 in the fifth embodiment described above includes a first arithmetic unit 170A configured by the adder 154 described above, and a second arithmetic unit 170A provided in parallel with the first arithmetic unit 170A.
- the phase duty command value DQja calculated by the first calculation unit 170A is supplied to the PWM pulse generator 155a that drives and controls the inverter circuit 34a, and is calculated by the second calculation unit 170B.
- phase duty command value Djb is supplied to the PWM pulse generator 155b that drives and controls the inverter circuit 34b, it has the same configuration as that of the first embodiment described above, and corresponds to FIG. Are denoted by the same reference numerals, and detailed description thereof will be omitted.
- the gain ⁇ of the variable gain amplifier 171 is a motor set by converting the steering torque detection value ⁇ and the electrical angle ⁇ output from the electrical angle conversion unit 147 by the angular velocity conversion unit 148 by the gain setting unit 173. Set based on angular velocity ⁇ !
- the gain setting unit 173 calculates the gain ⁇ ⁇ with reference to the gain calculation map shown in FIG. 30 based on the input steering torque detection value ⁇ and the motor angular velocity ⁇ . As shown in FIG. 30, this gain calculation map is constructed with the steering torque detection value ⁇ on the horizontal axis and the motor angular velocity ⁇ on the vertical axis. Then, when the motor angular speed ⁇ is zero and the steering torque detection value ⁇ is a predetermined value T1 of about 1Z3 with the maximum torque Tmax and the steering torque detection value ⁇ is zero, the motor angular speed ⁇ is about 1Z5 with the maximum angular speed ⁇ max of about 1Z5.
- Gain ⁇ is set to "0.5" when the area is surrounded by the connecting line L1 and the horizontal and vertical axes.
- the motor angular velocity ⁇ is zero and the steering torque detection value ⁇ is a predetermined value ⁇ 2 of the maximum torque Tmax ⁇ 2, and the steering torque detection value T is zero, the motor angular velocity ⁇ is a predetermined value of about 1Z2 of the maximum angular velocity ⁇ max ⁇ 2
- Gain K is set to "0" when the area is surrounded by line L2 and line Ll parallel to line L1 and the horizontal and vertical axes.
- Gain ⁇ is set to "0.5" when the area is surrounded by lines L3 and L2, parallel to L2, and the horizontal and vertical axes.
- the maximum torque between the steering torque detection value ⁇ and the motor angular velocity ⁇ zero to less than ⁇ 1 ⁇ ⁇
- the line L4 that maintains Tmax, the line L4 that connects the upper end of this line L4 and the point where the detected steering torque T is zero and the motor angular speed ⁇ is the maximum angular speed ⁇ max Gain is set to "1" when the area is surrounded by the axis and the vertical axis.
- the gain of the motor angular velocity ⁇ that the steering torque detection value t detected by the steering torque sensor 3 is small is also slow.
- the terminal voltage of one terminal tua of the exciting coil Lu is Vua
- the terminal voltage of the other terminal tub is Vub
- the voltage between the terminals of the exciting coil Lu is Vuab
- the terminal voltage Vua is as shown in FIG.
- the sine wave is half of the terminal voltage Vua.
- the inter-terminal voltage Vuab of the excitation coil Lu is expressed by the following equation (17), so this inter-terminal voltage Vuab is also a sine wave with half the amplitude of the terminal voltage Vua.
- the resolution can be improved from that of the conventional Y-connection motor.
- the steering torque and / or the steering speed applied to the steering wheel 1 are increased from the slow steering state and the gain ⁇ calculated by the gain setting unit 173 is set to “0”, as described above, as shown in FIG.
- the terminal voltage Vuab having the same amplitude as the terminal voltage Vua similar to that of the conventional wired motor is obtained, and normal resolution is obtained.
- the excitation coil Lu When the steering torque and / or the steering speed applied to the steering wheel 1 are further increased by setting this state force and the gain K calculated by the gain setting unit 173 is set to -0.5, the excitation coil Lu
- the terminal voltage Vuab is 1.5 times the terminal voltage Vua, and a terminal voltage 1.5 times the battery voltage Vb can be applied to the exciting coil Lu.
- a terminal voltage Vuab that is twice the terminal voltage Vua can be applied to the excitation coil Lu, and the wireless motor 12 is driven with higher output characteristics and high speed rotation. can do.
- the excitation coil Lu to Lw of the wireless motor 12 is set by setting the gain ⁇ based on the detected steering torque value T and the motor angular velocity ⁇ .
- the inter-terminal voltage can be changed to 0.5 times, 1 time, 1.5 times and 2 times the terminal voltage Vua to Vwa, and the optimum output performance and rotational speed performance according to the steering state of the steering wheel 1 Can be demonstrated.
- the gain setting calculator 13 sets the gain K with reference to the gain calculation map shown in FIG. 30, but the gain K is not limited to this.
- the gain ⁇ may be calculated based on the equation as a function of the steering torque detection value T and the motor angular velocity ⁇ .
- the gain K is set based on the steering torque detection value T and the motor angular velocity ⁇ by the gain setting unit 173 is described. 1S is not limited to this. As shown by the dotted line in Fig. 29, the voltage command value Vq output from the control unit 145q is supplied to the gain setting unit 173, and the gain K is set based on this voltage command value Vq. Well ...
- the force described for driving and controlling the two PWM pulse generators 155a and 155b by the drive control circuit 15 is not limited to this.
- the second arithmetic unit 170B is not limited to this.
- the drive control circuit may be configured such that the PWM pulse generators 1 55a and 155b are individually driven and controlled by two drive control circuits, the drive control circuit without the first calculation unit 17 and the drive control circuit without the OA.
- the PWM pulse generators 155a and 155b may be driven individually by two microcomputers having a program corresponding to the function of the circuit.
- PWM is applied by applying a microcomputer that can control two motors individually.
- the pulse generators 155a and 155b may be driven and controlled.
- each phase duty converter 153u to 153w has the same configuration as that of the first embodiment described above, omitting the second arithmetic unit 170B, and instead, the duty ratio is fixed to 50%.
- a common second calculation unit 170 C that outputs the duty command value Dn is provided, and this duty command value Dn is supplied to the PWM pulse generator 155b, and the PWM drive control signal PbH having a duty ratio of 50% is supplied from the PWM pulse generator 155b.
- the PWM drive control signal PbL whose ON / OFF is inverted is supplied to the switching elements Qua ', Qva' and Qwa 'constituting the upper arm of the inverter circuit 34b via the amplifiers AbH and AbL and the switch constituting the lower arm.
- Yo even if elements Qub ', Qvb' by supplying individually and Qwb ', to perform the sixth embodiment similarly to the same drive control and conventional Y-connection type motor of the aforementioned.
- the PWM signals PuH to PwH, ⁇ uL to PwL, and the pulse signals PI and P2 are completely turned on and off to simplify the explanation.
- one signal is turned on and off.
- the dead time should be provided until the other signal is turned off.
- the force described in the case of vector control by the drive control circuit 15 is not limited to this.
- the vector current of the vector current command value calculation unit 140 is not limited to this.
- the current command values Iq and Id output from the command value determination unit 142 are converted into three-phase current command values Iu *, Iv * and Iw * by the 2-phase Z3-phase coordinate conversion unit, and the current control unit 144 converts the 3-phase current Current feedback control may be performed based on the command values Iu *, Iv *, and Iw * and the phase current detected by the current sensors 119u, 119v, and 119w that detect each phase current of the wired motor 12.
- phase current command value determination unit 142 is omitted, and the current corresponding to the steering assist torque command value T * output from the steering assist force calculation unit 141 and the induced voltage of each phase of the wired motor 12 is output.
- Phase current output from the phase current target value calculator that calculates the command value To calculate the phase current command value by multiplying the target value by a multiplier You can do it.
- the force described in the case where the wireless motor is a three-phase motor is not limited to this. Can be applied.
- the drive control circuit 15 should output 2N PWM drive control signals to the inverter circuits 34a and 34b for the number of phases N!
- the drive control circuit 15 is configured by nodeware.
- the present invention is not limited to this, and a program having the function of the drive control circuit 15 is stored. You can also use the microcomputer to perform IJ control with software.
- FIG. 34 to 40 An eighth embodiment in which the present invention is applied to an electric power steering apparatus will be described with reference to FIGS. 34 to 40.
- an inexpensive microcomputer can be applied by detecting motor current with high accuracy with a simple configuration.
- FIG. 34 is an overall configuration diagram showing an eighth embodiment when the present invention is applied to an electric power steering apparatus.
- an inverter circuit 34a is shown.
- 34b are omitted, and an inverter circuit 234 is provided instead of this, and the configuration is the same as in FIG. 1. This is omitted from the description.
- the wireless motor 12 has the configuration shown in FIG. 3 and FIG. 4 described above, and the excitation coil 33 includes, for example, three-phase excitation coils Lu, Lv and These excitation coils Lu to Lw are independently mounted without being connected to each other to form a non-connection type (open type) brushless motor wiring, and each excitation coil Lu, Lv, and Lw Inverters 234u, 234v and 234w constituting the inverter circuit 234 are connected between both ends, and drive currents Iu, lv and lw are individually supplied.
- the excitation coil 33 includes, for example, three-phase excitation coils Lu, Lv and These excitation coils Lu to Lw are independently mounted without being connected to each other to form a non-connection type (open type) brushless motor wiring, and each excitation coil Lu, Lv, and Lw Inverters 234u, 234v and 234w constituting the inverter circuit 234 are connected between both ends, and drive currents Iu, lv and lw are individually
- the connected series circuit is connected in parallel to form an H bridge circuit Hj.
- the connection point of switching elements Trjl and Trj3 of this H-bridge circuit Hj is connected to battery B via relay RY, and the connection point of switching elements Trj2 and Trj4 is grounded via a shunt resistor Rj for current detection.
- connection point of the switching elements Trj 1 and Trj2 is connected to one terminal tja of the excitation coil Lj in the wireless brushless motor 12, and the connection point of the switching elements Trj3 and Trj4 is connected to the other terminal tjb of the excitation coil Lj. It is connected.
- Each switching element Trjl Trj4 has a flywheel diode D connected in the forward direction between its source and drain.
- a PWM (pulse width modulation) signal Pj 1 output from the drive control circuit 15 is supplied to the switching elements Trj 1 and Trj4 of each inverter 234j, and the drive control circuit 15 is supplied to the switching elements Trj 2 and Trj 3.
- the PWM (Pulse Width Modulation) signal Pj 2 having the opposite phase to that of the PWM (Pulse Width Modulation) signal Pj 1, that is, the on / off inversion, is supplied.
- each exciting coil Lu Lv and Lw is as shown in FIG. 6 described above, and for the exciting coil Lu, a resistance R between terminals tua and tub.
- Terminal voltage Vva of terminal tva is Vva V X sin ( ⁇ t— 2 ⁇ Z3 + ⁇ ), end of terminal tub
- the child voltage Vvb is Vvb V Xsin (o> t— 2 ⁇ 3— ⁇ + ⁇ ), and the terminal voltage Vvab is
- the motor constant is designed to be either a motor constant of a conventional Y-connection motor, a motor constant of a conventional ⁇ -connection motor, or a unique motor constant that satisfies the required performance.
- a wired three-phase brushless motor is constructed.
- the magnetized magnet of the rotor 20 is magnetized so that the induced voltage waveform of the wireless motor 12 is a pseudo-rectangular wave in which the third harmonic and the fifth harmonic are superimposed on the sine wave as will be described later.
- the winding method of status 31 is set.
- the steering torque detection value ⁇ output from the steering torque sensor 3 is a drive control circuit 1 in which electric power is supplied from the battery 16 via the ignition key 17 as shown in FIG.
- the drive control circuit 15 includes a vehicle speed detection value V detected by the vehicle speed sensor 18 and a motor current detection unit 217 ⁇ !
- the motor currents Iau to Iaw flowing through the excitation coils Lu to Lw of the wireless brushless motor 12 detected at ⁇ 217w and the phase detection signal of the rotor 20 detected by the phase detector 35 are input.
- the motor current detection units 217u, 217v, and 217w are connected to switching elements Tru2 and Tru4 of inverters 234u, 234v, and 234w, connection points of Trv2 and Trv4, and It is composed of shunt resistors Ru, Rv, and Rw as current detection resistors inserted between the connection points of Trw2 and Trw4 and the ground, and operational amplifiers OPu, OPv, and OPw that detect the voltage between the terminals. .
- the operational amplifiers OPu to OPw output the voltage across the shunt resistors Ru to Rw as motor currents Iau to Iaw having a value that becomes Vref when the amplitude based on the reference voltage Vref, that is, the motor current is “0”.
- the drive control circuit 15 includes a microcomputer 218 having an AZ D conversion input terminal for performing AZD conversion on an input signal, and a PWM duty command value output from the microcomputer 218.
- Duty, Dv, and Dw are input to each of the inverters 23 4u, 234v, and 234w switching elements Trul to Trw4 PWM duty instruction values PWM signals Pul, Pvl, Pwl, and their on-states according to Du, Dv, and Dw 'FET gate drive circuit that outputs PWM signals Pu2, Pv2, and Pw2 with inverted OFF And 219.
- the FET gate drive circuit 219 has a PWM pulse generation up / down counter composed of an internal software counter, and a triangular wave formed by the count value of this counter and the duty command value Du to Dw Based on the above, PWM signals Pul to Pwl and Pu2 to Pw2 are formed.
- the microcomputer 218 receives the motor currents Iau to Iaw detected by the motor current detection units 217u to 217w at its AZD conversion input terminals, and also receives the steering torque detection value T output from the steering torque sensor 3. Have been entered.
- the vehicle speed detection value V detected by the vehicle speed sensor 18 and the phase detection signal detected by the phase detection unit 35 are converted into the electrical angle ⁇ by the electrical angle conversion unit 250 and input to the other input terminals of the microcomputer 218.
- the motor angular velocity ⁇ calculated by differentiating the electrical angle ⁇ by the motor angular velocity converting unit 251 as the rotation speed detecting unit is input.
- a central processing unit (CPU) 218a that executes arithmetic processing
- a ROM 218b that stores a processing program for arithmetic processing executed by the central processing unit 218a
- a calculation process of the central processing unit 218a are necessary.
- the RAM 218c that stores the value and the calculation result is provided, and the steering assist control process shown in FIG. 36 is executed by the central processing unit 218a, and the current detection process shown in FIG. 39 is executed.
- step S4 based on the steering torque Ts and the vehicle speed detection value V, the steering assist command value calculation map shown in FIG. , Refer to the steering assist command value I that becomes the motor current command value.
- the steering assist command value calculation map has a steering torque detection value T on the horizontal axis, a steering assist command value I on the vertical axis, and a vehicle speed detection value V as a parameter.
- the linear portions L2 and L3 that extend with a relatively gentle gradient and the steering torque detection value Ts are First Straight line portions L4 and L5 that are parallel to the horizontal axis in the vicinity of the second set value Ts2 that is larger than the set value Tsl of 1, and when the vehicle speed detection value V is slow, the straight line portions L6 and L7 with a relatively large gradient
- four characteristic lines composed of L12 are formed.
- step S5 the motor acceleration ⁇ calculated by the motor angular velocity conversion unit 251 is read, and then the process proceeds to step S6, where the motor gain is multiplied by the inertia gain ⁇ .
- Friction compensation value I ( ⁇ ⁇ for friction compensation control to eliminate the effect of motor friction on steering force
- the sign “f” is determined based on the sign of the steering torque Ts and the steering direction signal for determining whether the steering is increased or the Z is turned back by the steering torque Ts.
- step S7 the steering torque Ts is differentiated to obtain a center response improvement command value Ir for ensuring stability in the assist characteristic dead zone and compensating for static friction.
- step S8 the process proceeds to step S8, where the calculated inertia compensation value I, friction compensation value I and center response are calculated.
- Stability improvement command value Ir is added to steering assist command value I, and steering assist compensation value I
- step S9 the motor electrical angle ⁇ converted by the electrical angle conversion unit 250 is read, and then the process proceeds to step S10, where the U shown in FIGS. 38 (a) to (c) is based on the motor electrical angle ⁇ .
- ⁇ Refer to the W-phase current calculation map to calculate the U ⁇ W-phase phase current command values Iu ⁇ Iw.
- the phase current calculation map is a trapezoidal pseudo-rectangle with rounded corners by superimposing the 3rd and 5th harmonics on the sine wave.
- step S11 where the steering assist compensation value I
- the digital motor currents Idu to Idw obtained by AZD conversion of the motor currents Iau to Iaw read from the motor current detection units 217u to 217w stored in the RAM by the current detection process to be read are also transferred to step S13.
- phase current target value I ** force is also calculated as motor current Idu.
- Step S14 Subtract TW to Idw to calculate the current deviation A lu to A lw, then move to step S14 to calculate the voltage command value Vv to Vw by performing PI calculation of the following formulas (19) to (21) .
- Vu Kp X A lu + Ki J A ludt (19)
- Vv Kp X ⁇ Iv + Ki J ⁇ Ivdt (20)
- Vw Kp X A lw + Ki J A lwdt (21)
- Kp is the proportional gain and Ki is the integral gain.
- step S15 After moving to step S15 and performing voltage limiting processing to limit each of the voltage command values Vu to Vw calculated in step S14 with positive and negative battery voltage Vb Move on to step S16.
- step S16 based on the voltage-limited voltage command values Vu to Vw, calculate the U to W-phase duty command values Du to Dw by calculating the following formulas (22) to (24). .
- step S17 the duty command values Du to Dw calculated in step S16 are output to the gate drive circuit 219, and then the process returns to step S1.
- microcomputer 218 executes a current detection process shown in FIG. 39 in which the motor currents Iau to Iaw having voltage values detected by the motor current detection units 217u to 217w are calculated as digital values.
- this current detection process is performed at a predetermined time, for example, every 250 usec.
- the ratio is smaller near 50% and less than the lower hysteresis threshold D.
- Presence position flag FD that indicates whether the duty ratio is below the lower hysteresis threshold D
- step S33 After resetting to “0” indicating that it exists on the S1 side, proceed to step S33.
- step S33 the count value N of the PWM pulse generation up / down counter that forms a triangular wave for performing pulse width modulation (PWM) constituted by the software counter provided in the gate drive circuit 219 is read, and then Proceeding to step S34, it is determined whether or not the force at which the count value N reaches the maximum value N indicating the upper vertex of the triangular wave is N ⁇ N
- step S35 the motor current detection unit 217j reads the motor current Iaj that is also input, and then proceeds to step S36 to execute AZ D conversion processing for converting the motor current Iaj into a digital value.
- the motor current Idj is calculated, and then the process proceeds to step S39, where the calculated digital motor current Idj is stored in the RAM 218c, and the timer interrupt process is terminated and the program returns to the predetermined main program.
- step S31 If the determination result in step S31 is Dj ⁇ D, the process proceeds to step S40.
- step S42 the existence position flag FD is set so that the duty ratio is equal to the hysteresis upper threshold D.
- the vehicle power S idling switch IG is turned off and the vehicle is stopped. Power is not supplied to the drive control circuit 15, and the unconnected motor 12 is also supplied with current to the armature wires Lu to Lw. It shall be stopped without stopping.
- the central processing unit 218a of the microcomputer 218 starts the execution after performing the predetermined initialization processing in FIGS. 36 and 39, and the FET gate drive circuit 219 has a PWM pulse constituted by a software counter. The generation counter is activated.
- the steering wheel 1 is not steered, the steering torque detection value T detected by the steering torque sensor 3 is the voltage V, and the vehicle is stopped and detected by the vehicle speed sensor 18.
- the steering assist compensation value I ′ is also “0”.
- the phase of the rotor 20 detected by the phase detector 35 of the wireless motor 12 is supplied to the electrical angle converter 250, and the electrical angle ⁇ at this time is, for example, 0 °. 38
- the U-phase phase current command value Iu calculated by referring to the phase current command value calculation map shown in (a) to (c) is "0”
- the V-phase phase current command value Iv is the phase current. Because the phase is delayed by 120 ° with respect to the command value Iu — Imax, and the phase current command value Iw of the W phase is 120 ° ahead of the phase current command value Iu! / Imax! /
- phase current command values Iu, Iv, and Iw are multiplied by the steering assist command value I to obtain the phase current.
- the digital motor currents Idu, Idv, and Idw stored in the RAM 218c are also “0” as the initial values, the current deviations ⁇ ⁇ , ⁇ ⁇ , and A lw are also “0”, and are calculated based on them.
- the voltage command values Vu, Vv, and Vw are also "0”, the duty command values Du, Dv, and Dw are all 50%, and the 50% duty command values Du, Dv, and Dw are input to the FET gate drive circuit 219. Is output.
- the on / off ratios of the PWM signals Pul, Pvl, Pwl and Pu2, Pv2, Pw2 output from the FET gate drive circuit 219 are substantially equal.
- the switching elements Trul and Since the time when the Tru4 is turned on and the time when the switching elements Tru2 and Tru3 are turned on are equal and are alternately performed, no average current flows through the electronic wiring Lu, and the other inverters 234v and Similarly, even at 234w, since the average current does not flow through the armature feeder wires LV and Lw, the non-wired brushless motor 12 maintains the stopped state.
- the count value N of the PWM pulse generation up / down counter in the FET gate drive circuit 219 is a constant PWM cycle as shown in Fig. 40 (a).
- the motor current Iaj output from the operational amplifier OPj of the motor current detector 217j repeats a state of increasing from negative to positive in the vicinity of the reference voltage Vref as shown in FIG. 40 (e).
- the duty command value Dj is 50%, which is smaller than the hysteresis upper threshold D, which is larger than the hysteresis lower threshold D.
- step S43 the power pulse value N of the PWM pulse generation counter is read and this count value is read.
- N the motor current Iaj output from the operational amplifier OPj
- step S35 the motor current Iaj output from the operational amplifier OPj
- step S35 AZD conversion processing is executed on the read motor current Iaj to calculate the digital motor current
- step S36 the digital motor force is also subtracted from the reference voltage Vref to calculate the net motor current (step S37), and the digital motor current Idj is calculated by negatively signing it based on the existing position flag FD value. This is stored in the RAM 218c (step S39). For this reason, the calculated digital motor current Idj also maintains substantially “0”.
- the steering torque Ts becomes a large positive value.
- the steering assist command value I calculated with reference to the steering assist command value calculation map of FIG. 3722 becomes a relatively large positive value, and the steering assist compensation is obtained by adding the compensation values I, I, Ir to this.
- step S15 relatively large voltage command values Vu, Vv, and Vw are calculated, and if the voltage command values Vu, Vv, and Vw at this time exceed the battery voltage + Vb, the battery voltage Limited to + Vb (step S15).
- the duty command values Du, Dv and Dw are calculated based on the limited voltage command values Vu, Vv and Vw, and these duty command values Du, Dv and Dw are output to the gate drive circuit 219.
- the PWM signal Paj output from the drive circuit 219 is longer in the ON period than the OFF period as shown in FIG. 41 (b), and conversely, the PWM signal Pbj is in the OFF period as shown in FIG. 26 (c). It becomes longer than the section. Therefore, as shown in FIG. 42, the inverter 234j causes the motor current to flow from the switching element Trj l to the ground through the terminal t, the armature feeder Lj, the terminal tjb, and the switching element Trj4. It is rotationally driven in the direction.
- the unconnected motor 12 generates an auxiliary steering force corresponding to the target auxiliary steering torque Tt based on the steering torque, and this auxiliary steering force can be transmitted to the steering shaft 2 via the deceleration gear 11. And the driver can perform light steering.
- the duty command value Dj exceeds the hysteresis upper limit threshold D.
- the motor current Imj flowing in the armature winding Lj is positive when the current flowing from the terminal tja to the terminal tjb is positive as shown in Fig. 41 (d).
- the positive predetermined value force increases at a gentle slope, and gradually decreases at the off interval. Therefore, the motor current Iaj output from the operational amplifier OPj of the motor current detection unit 117j corresponds to the motor current Imj with respect to the reference voltage Vref in the on period of the PWM signal Paj, as shown in FIG. 41 (e). High value also increases.
- the motor current Iaj is read from the motor current detection unit 217j when the power pulse value N of the PWM pulse generation counter becomes "0" in the current detection process of FIG. Since the digital motor current Idj is calculated by performing AZD conversion processing on the current Iaj and subtracting and signing the reference voltage Vref, the digital motor current Idj is the actual electric motor shown in Fig. 41 (d). It becomes a positive value equal to the motor current Imj flowing through the child wire Lj, and this is stored in the RAM 218c.
- the PWM signal Paj output from the FET gate drive circuit 219 has an off period longer than the on period as shown in FIG. 43 (b), and conversely, the PWM signal Pbj has an on period as shown in FIG. 28 (c). It becomes longer than the off section.
- the inverter 234j causes a motor current to flow from the switching element Trj 3 to the terminal tjb, the armature winding Lj, the terminal tja, and the switching element Trj 2 to the ground. 12 is driven to rotate.
- the wireless motor 12 generates an auxiliary steering force corresponding to the target auxiliary steering torque Tt based on the steering torque T, and this auxiliary steering force can be transmitted to the steering shaft 2 via the reduction gear 11.
- the driver can lightly steer.
- the duty command value Dj falls below the hysteresis upper limit threshold D, and is 0.
- the motor current Imj flows from the terminal tjb to the terminal tja, and the PWM signal Pbj is negative in the ON section.
- Predetermined value force Decreases with a gradual slope and increases gradually during the off interval
- the motor current Iaj output from the operational amplifier OPj of the motor current detector 117j is shown in Fig. 43 (e).
- the PWM signal Pbj is inverted from the ON state to the OFF state
- the high and the value power corresponding to the absolute value of the motor current Imj increase with respect to the reference voltage Vref in the ON period of the PWM signal Pbj.
- the PWM signal Pbj inverts from the OFF state to the ON state, the voltage symmetric with respect to the voltage at that time starts. Power to start increasing repeat.
- step S31 Since Dj ⁇ D in the current detection process of FIG. 239, step S31
- the motor current Iaj is read from the motor, and AZD conversion processing is performed on the read motor current Iaj to calculate the force net motor current, and this is negatively signed based on the existing position flag FD value. Since the digital motor current Idj is calculated, the digital motor current Idj has a negative value equal to the motor current Imj flowing through the actual armature winding Lj shown in FIG. 43 (d), and this is stored in the RAM 218c.
- the duty command value Dj may be larger than the hysteresis lower limit threshold Dsl and smaller than the hysteresis upper limit threshold D due to the rotation of the motor.
- the duty command value dj exceeds the hysteresis upper limit threshold D.
- step S41 the existence position flag FD is set to “1”. Therefore, the process proceeds to step S33, where the timing for triggering the AZD conversion process in preparation for the case where the motor current Imj is in the negative direction, that is, The sampling timing is changed from the count value N of the PWM pulse generation counter to the maximum value N.
- the digital motor current Idj at this time has a duty ratio in the vicinity of 50%, the timing for reading the motor current Idj can be secured sufficiently, and based on the existing position flag FD value! Since encoding is performed, the motor current Imj is equal again! /, And the digital motor current Idj can be calculated.
- step S41 the existence position flag FD is reset to "0". Therefore, the process proceeds to step S43, and the trigger timing for the AZD conversion processing is the PWM pulse generation counter count value N is "0". It is changed when it becomes, and it is temporarily smaller than the reference voltage Vrof. ⁇ ⁇ ⁇ Value is converted to AZD and the digital motor current Idj is calculated. Force existing position flag Encoding is performed based on the FD value Therefore, the digital motor current Idj, such as the actual motor current, can be calculated.
- the operational amplifier OPj of the motor current detection unit 217j amplifies the voltage across the shunt resistor Rj inserted between the connection point of the switching elements Trj 2 and Trj 4 and the ground to the reference voltage Vref. Since the motor current Iaj output from the operational amplifier OPj does not include information indicating the direction of the current flowing through the armature winding Lj of the unconnected brushless motor 12, since it is detected as a change amount, the operational amplifier The output dynamic range of OPj is a voltage force slightly lower than the reference voltage Vref when the trigger timing of the AZD conversion processing of the reference voltage Vref is changed. The upper and lower margins are added to the voltage range up to the maximum voltage according to the motor maximum current. Motor current amount per bit when performing AZD conversion processing Reduce the bit rate represented by AZbit to double the current detection accuracy. It can be improved in the near future, and an inexpensive microcomputer can be applied.
- the motor is similar to a conventional Y-connection motor or ⁇ -connection motor. Since the excitation coils Lu to Lw forming a three-phase brushless motor are not connected to each other at one end or both ends of the excitation coil, they are wireless brushless motors 12 that are independently mounted without being connected to each other. Since it is possible to individually control energization with each of the exciting coils Lu to Lw, it is possible to energize the pseudo rectangular wave current including the third and fifth harmonics without any limitation. Therefore, the motor current waveform is a quasi-rectangular wave that is wide and rounded with respect to a sine wave similar to the back electromotive voltage waveform.
- the counter electromotive voltage waveform can be a pseudo rectangular wave substantially the same as that of the present embodiment shown in FIG. 46 (c). Since the third-order harmonic component cannot flow, the current waveform becomes a pseudo-rectangular wave having a narrower width than that of the present embodiment shown in FIG. 46 (b), as shown in FIG. As the area becomes smaller, the effective value is better than that of the sine wave, but compared to the present embodiment, the effective value is reduced, and the output is also reduced accordingly.
- inverters 234u, 234v and 234w are connected to both ends of each excitation coil, and both ends of these excitation coils Lu, Lv and Lw are driven in reverse phase.
- the inter-terminal voltages Vuab, Vvab and Vwab of each exciting coil are expressed by the following equations (25), (26) and (27).
- Vun 2XV Xsin ( W t + a) (25)
- Vvn 2XV Xsin (cot— 2 ⁇ 3 + ⁇ ) (26)
- Vwn 2XV Xsin (cot— 2 ⁇ 3 + ⁇ ) (27)
- Vun V Xsin (cot + ⁇ ) (28)
- Vvn VX sin (co t— 2 ⁇ ⁇ 3 + ⁇ ) (29)
- Vwn V X sin (co t— 2 ⁇ ⁇ 3 + ⁇ ) (30)
- the terminal voltage Vua, Vub, terminal voltage ⁇ 11 & 1) of the wireless motor 12 according to the present invention is as shown in FIG. Figure 48 (b) shows the terminal voltage Vu, terminal voltage Vv, terminal voltage Vuv, and neutral point voltage Vn for the motor.
- the inter-terminal voltages Vuab, V vab, ⁇ & 1) of the wireless motor 12 according to the present invention are as shown in FIG. 49 (&), and the voltage across the coil Vun, in the case of the conventional Y-wired motor, Vvn and Vwn are as shown in Fig. 49 (b).
- the unconnected motor 12 when comparing the voltage amplitudes that can be applied to both ends of the exciting coil, the unconnected motor 12 is the same as when the Y-connected motor is driven with twice the power supply voltage. The same effect can be obtained. Therefore, when the knottery voltage Vb is the same, the drive voltage of the exciting coils Lu to Lw can be improved with a wireless motor. Smooth power can be steered by generating auxiliary force.
- a hysteresis characteristic for changing the trigger timing of the AZD conversion process is set based on the duty command values Du to Dw.
- it is stored in RA M218c !, and is set with "0" between the digital currents Idu to Idw calculated in the previous process.
- Hysteresis lower limit threshold—Ih and hysteresis upper limit threshold + Ih may be used to provide hysteresis characteristics.
- the current detection process executed by the central processing unit 218a of the microcomputer 218 may be changed as shown in FIG. That is, in the current detection process of FIG. 51, the processes of steps S31 and S40 are omitted in the process of FIG. 39 described above, and instead, the digital motor calculated during the previous current detection process stored in the RAM 218c.
- step S39 It is determined whether or not the digital motor current Idj exceeds the hysteresis upper threshold + Ih. If Idj ⁇ + Ih, step S39 is entered. If Idj> + Ih, step S52 is provided to move to step S42, and the same processing as in FIG. 39 is performed except that step S52 is performed. A detailed description is omitted.
- the motor current detection unit 217j also reads the motor current Iaj and performs AZD conversion processing, calculates the net motor current, adds a positive / negative sign to it, and stores it in the RAM 218c as the digital motor current Idj. Conversely, when the motor current Idj stored in the RAM 218c exceeds the hysteresis upper limit threshold + Ih, the presence position flag FD is set to "1" and the count value N of the counter for generating the PWM pulse is set to the minimum value 0. After reading the motor current Iaj from the motor current detection unit 217j and performing AZD conversion processing, the net motor current is calculated, and a positive / negative sign is applied to this to store it as digital motor current Idj in RAM218c.
- step S41 when the motor current Idj stored in the RAM 218c is —Ih ⁇ Idj ⁇ + Ih, the process proceeds to step S41, and when the existence position flag FD is reset to “0”, the process proceeds to step S43.
- the existence position flag FD is set to "1" the process proceeds to step S33.
- the force described for the case where the motor current detectors 217u to 217w are provided between the connection points of the switching elements Trj2 and Trj4 in each inverter 234u to 234w and the ground is not limited to this.
- Inverters that will not be able to do 2 34 ⁇ ! ⁇ 234w Insert a shunt resistor Ru ⁇ Rw between the connection point of the switching elements Trj l and Trj3 and the positive side of the battery 16 and detect the voltage across this shunt resistance Ru ⁇ Rw with operational amplifiers OPu ⁇ OPw Even if it does in this way, the effect similar to the said 8th Embodiment can be acquired.
- the PWM pulse is generated by the FET gate drive circuit 219.
- the power described in the case where the generation up / down counter is configured as a software counter is not limited to this. It is possible to use a PWM pulse generation up / down counter configured by hardware, or a triangular wave. It is possible to apply a triangular wave generator having another configuration having a configuration capable of notifying the upper and lower vertices to the central processing unit 218a of the microcomputer 18.
- the processing device 218a may have the function of the FET gate drive circuit 219.
- the induced voltage waveform and the drive current waveform of the wireless motor are the same pseudo-rectangular waveform, but the induced voltage waveform is not limited to this.
- the same effect as that of the above embodiment can be obtained by changing only the amplitude of the drive current waveform without changing the phase and shape.
- the force described in the case where the pseudo rectangular wave is formed by superimposing the third and fifth harmonics on the sine wave is not limited to this.
- the phase current calculation map can be used as a three-phase sine wave. It can be a wave.
- the force described when the drive control circuit 15 has a simple configuration is used.
- the vector control d, q using the excellent characteristics of the vector control is not limited to this.
- the current command value is converted into each phase current command value corresponding to each exciting coil Lu to Lw, and the phase current target values I *, 1 * and I * are calculated. You can do it all, and everything is done with vector control.
- the force described in the case where the present invention is applied to a non-wired three-phase brushless motor is not limited to this, and there are a plurality of N (N is an integer of 3 or more) phases. It can also be applied to other brushless motors or other motors.
- a drive control unit such as an inverter has a switching element ON abnormality, a motor harness power supply fault, a ground fault, etc., these are accurately detected. Even if the drive control unit such as an inverter detects a switching element ON error, a motor harness power supply fault, or a ground fault, the brushless motor may continue to be driven to generate a predetermined torque. It is something that can be done.
- the configuration of the electric power steering device and the configuration of the wireless motor have the same configurations as those of the above-described eighth embodiment, but as shown in FIG.
- Motor harness that connects between 134 and each armature winding of Lu to Lw of wireless brushless motor 12 tua to twb Voltage of MH1 to MH6, that is, voltage across wireless brushless motor 12 is detected individually
- An abnormality detection circuit 341 is provided, and an abnormality detection signal AS output from the abnormality detection circuit 341 is input to the drive control circuit 15.
- the abnormality detection circuit 341 includes an adder circuit 34 2u configured by connecting the other ends of resistors R1 and R2 having one ends connected to the motor harnesses MH1 and MH2, and a motor An adder circuit 342v configured by connecting the other ends of the resistors R3 and R4 having one ends connected to the harnesses MH3 and MH4 and the other ends of the resistors R5 and R6 having one ends connected to the motor harnesses MH5 and MH6 to each other
- the connected adder circuit 34 2w and the resistance R1 to R6 of each adder circuit 342u to 342w and the motor harness MH1 to MH6 are connected to the motor voltage MH1 to MH6.
- the added output that is output With pressure, is composed of a minute cum filter circuit 344 is constituted by the parallel circuit of the connected resistor Rd and a capacitor Cf between the ground and the addition output to filter, Ru.
- the reason why the abnormality detection circuit 141 can detect the ON abnormality of the switching elements Trul to Trw4 of the inverters 234u to 234w and the abnormality of the motor harnesses MH1 to MH6 is, for example, normal as described later.
- the PWM signal Pwl supplied to the switching elements Trwl and Trw4 of the inverter 234w and the PWM signal Pw2 supplied to the switching elements Trw2 and Trw3 are in the ON state as shown in FIGS. 55 (b) and (c).
- the PWM signal Pw2 is in the OFF state, and a dead time Td is provided between the two signals to avoid the ON state at the same time.
- the duty ratio of the PWM signals Pwl and Pwu2 is as shown in FIGS. 55 (b) and (c).
- Pwl> Pw2 the inverter 234 has the duty ratio of the battery 16 as shown in FIG.
- the positive terminal force also flows to the ground via the switching element Trwl, terminal twa, exciting coil Lw, terminal twb, and switching element Trw4.
- the terminal voltage Vwa at the terminal twa of the exciting coil Lw of the wireless brushless motor 12 detected by the motor harness MH5 is PW M signal Pwl is turned on as shown in Fig. 55 (d).
- the voltage Vb—Ron X Im is obtained by subtracting the voltage Ron X Im obtained by multiplying the on-resistance Ron of the switching element Trul by the motor current Im from the battery voltage Vb, and the PWM signal Pwl Vf becomes a slightly negative value during the dead time Td interval when the signal is switched from the on state to the off state, and approximately 0 [V] in the interval in which the subsequent PWM signal Pw2 maintains the on state—Ron X Im Then, it becomes negative again in the next dead time Td interval—when it becomes Vf and the PWM signal Pwl returns to the ON state, it repeats again about the battery voltage Vb, precisely Vb—Ron X lm.
- the terminal voltage Vwb at the terminal twb of the exciting coil Lw of the unconnected brushless motor 12 detected by the motor harness MH6 is the PWM signal Pw2 turned on as shown in Fig. 55 (e).
- the battery voltage is approximately the battery voltage Vb
- the PW M signal Pw2 is switched to the on-state force-off state.
- the dead time Td interval it becomes a value obtained by adding a small voltage Vf to the battery voltage Vb, and after that, in the interval in which the PWM signal Pwl maintains the on state, it is approximately 0 [V], precisely Ron X Im.
- the switching elements Trwl to Trw4 are normal, and the motor harness MH5 and In normal state where no ground fault or ground fault occurs in MH6, the terminal voltage Vwa and Vwb are added by the adder circuit 342w and the added voltage Vws output from the abnormality detection circuit 341 is as shown in Fig. 55 (f). As shown, it matches the battery voltage Vb regardless of the duty ratio of the PWM signals Pwl and Pw2.
- Fig. 56 (a) when an on abnormality occurs in which the switching element Trw4 of the inverter 234w continues to be on, the switching element Trwl is normal with respect to the terminal voltage Vwa. As shown in Fig. 56 (d), the voltage changes alternately between approximately battery voltage Vb [V] and approximately 0 [V] as in Fig. 55 (d). As shown in 56 (e), it is fixed at approximately 0 [V].
- the terminal voltage Vwa appears as it is for the divided voltage Vws output from the adder circuit 342w and divided.
- the drive control circuit 15 includes a microcomputer 218 having an AZD conversion input terminal for performing AZD conversion on an input signal, and a PWM duty command value output from the microcomputer 218.
- PWM duty command values Duul, Dv, and Dw for each inverter 234u, 234v, and 234w switching elements Trul to Trw4 when Du, Dv, and Dw are input PWM signals Pul, Pvl, Pwl, and their on 'It consists of a FET gate drive circuit 219 that outputs PWM signals Pu2, Pv2, and Pw2 with OFF turned off.
- the microcomputer 218 receives the motor currents Idu to Idw detected by the motor current detection units 217u to 217w at its AZD conversion input terminals, and also detects the steering torque detection value T and the output from the steering torque sensor 3. Addition voltages Vus to Vws output from the abnormality detection circuit 341 are input. Further, the vehicle speed detection value V detected by the vehicle speed sensor 18 and the phase detection signal detected by the phase detection unit 35 are converted into the electrical angle ⁇ by the electrical angle conversion unit 250 and input to the other input terminals of the microcomputer 218. At the same time, the motor angular velocity ⁇ calculated by differentiating the electrical angle ⁇ by the motor angular velocity converting unit 251 as the rotation speed detecting unit is input. [0249] Then, the microcomputer 218 executes the steering assist control process shown in Fig. 57 and also executes the abnormality detection process shown in Fig. 58.
- the abnormality assist control process is provided after the step S16, as shown in FIG.
- the processing similar to that in FIG. 36 is performed, and the processing corresponding to that in FIG. 36 is assigned the same step number, and detailed description thereof is omitted.
- step S16 the process proceeds from step S16 to step S61, and whether or not the abnormality flag AF set in the abnormality detection process described later is set to a value other than "0".
- the abnormality flag AF is set to "0"
- step S62 where the duty instruction values Du to Dw calculated in step S16 are output to the gate drive circuit 219, and the force is also returned to step S1.
- step S61 when the judgment result force abnormality flag AF in step S61 is "1" to "3 '" other than "0", inverters 234u to 234w, motor harnesses MH1 to MH6, armature feeder It is determined that an abnormality has occurred in the motor drive system of Lu to Lw, the process proceeds to step S63, and when the abnormality flag AF force is “1”, it is determined that the U-phase drive system is abnormal, and U A PWM signal output stop command to stop the output of phase PWM signals Pul and Pu2 is output to the gate drive circuit 219, and the process proceeds to step S64.
- step S64 the absolute value of the motor angular velocity ⁇
- the duty command value set in step S16 for two phases is output to the gate drive circuit 219 and the force returns to step S1, and I ⁇ I> co s, it is assumed that it is in the high speed steering region.
- step S66 where the normal two-phase duty command value is limited to a range of symmetric duty command values DL to DH across 50% corresponding to the vicinity of the maximum speed in the low-speed steering area.
- the processing of step S1 to step S16 and step S62 corresponds to the drive control unit
- the processing of steps S61 and S63 to S66 corresponds to the control unit for abnormality
- steps S64 and S66 corresponds to the motor speed suppression unit.
- the microcomputer 218 executes the abnormality detection processing shown in FIG. 58 for detecting abnormalities caused by switching elements in the inverters 234u to 234w, power supply faults in the motor harnesses MH1 to MH6 and armature feeder wires Lu to Lw, and ground faults. To do.
- this abnormality detection process is executed as a timer interrupt process for a predetermined time, for example, every 10 msec.
- step S71 the current added voltage Vus output from the abnormality detection circuit 341 is displayed. (n) to Vws (n) are read, and then the process proceeds to step S72. Based on the read addition voltages Vus (n) to Vws (n)! /, the following equations (31) to (33) The moving average value Vusm (n) to Vwsm (n) is calculated by performing the moving average calculation.
- Vusm (n) (1-a) Vusm (n-l) + a-Vus (n) (31)
- Vvsm (n) (1-a) Vvsm (n-l) + a-Vvs (n) (32)
- Vwsm (n) (, 1— a) Vwsm (n-l) + aVws (n) (33)
- a the data weighting factor, 0 ⁇ a ⁇ 1
- Vusm ( n-1) is the previous moving average.
- step S73 the process moves to step S73, and the absolute value of the value obtained by subtracting the moving average value Vusm (n) force battery voltage Vb (Vusm (n) — Vb) exceeds the preset threshold Vms.
- the switching abnormality element Trul to Tru4 of the inverter 234u is fixed to the ON state in the U phase, the motor harness MH1, MH2 and armature feeder line Lu have a sky or ground fault Judged as an abnormality in the U-phase drive system, the process proceeds to step S74, and the abnormality flag AF indicates an abnormality in the U-phase "1" After the timer is set, the timer interrupt process is terminated and the program returns to the specified main program.
- step S73 If the determination result in step S73 is I Vusm (n) — Vb I ⁇ Vms, it is determined that the U-phase drive system is normal, the process proceeds to step S75, and the moving average value Vvsm (n ) Is subtracted from battery voltage Vb (Vvsm (n) -Vb) to determine whether the absolute value exceeds the preset threshold Vms. If I Vvsm (n) -Vb
- Data harnesses MH3, MH4 and armature feeder line Lv are judged to have a fault in the V-phase drive system where a ground fault or ground fault has occurred and the process moves to step S76 to indicate that the fault flag AF is a V-phase fault. " Set to 2 "to finish the force timer interrupt process and return to the specified main program.
- step S75 when the determination result in step S75 is I Vvsm (n) —Vb I ⁇ Vms, it is determined that the V-phase drive system is normal, the process proceeds to step S77, and the moving average value Vwsm (n ) Minus the knottery voltage Vb (Vwsm (n)-Vb) determines whether the absolute value exceeds a preset threshold Vms, and I Vwsm (n) -Vb
- the abnormality flag AF is set to “3” indicating that
- step S77 when the determination result in step S77 is I Vwsm (n) —Vb I ⁇ Vms, it is determined that all of the U-phase drive system to the W-phase drive system are normal, and step S79 Then, the abnormal flag AF is reset to “0”, the timer interrupt processing is ended, and the program returns to the predetermined main program.
- the processing of FIG. 58 and the abnormality detection circuit 341 correspond to the abnormality detection unit. Next, the operation of the ninth embodiment will be described.
- the vehicle is stopped and the unconnected motor 12 is also stopped, the steering wheel 1 is not being steered, and the steering torque detection value detected by the steering torque sensor 3 is the voltage. Suppose that it is V.
- phase current command values Iu, Iv, and Iw are multiplied by the steering assist command value I to obtain the phase current.
- the on / off ratios of the PWM signals Pul, Pvl, Pwl and Pu2, Pv2, Pw2 output from the gate drive circuit 219 are substantially equal.
- the switching element Trul and Since the time when the Tru4 is turned on and the time when the switching elements Tru2 and Tru3 are turned on are equal and alternately performed, no current flows through the electronic wiring Lu, and the other inverters 234v and 234w Similarly, since no current flows through the armature windings Lv and Lw, the non-connection type brushless motor 12 maintains the stopped state.
- Stop state force of the unconnected brushless motor 12 when the vehicle is stopped When the driver performs a so-called stationary operation in which the steering wheel 1 is steered, for example, to the right, the driver from the steering torque sensor 3 responds accordingly.
- the steering torque Ts becomes a positive large value.
- the steering assist command value I calculated with reference to the steering assist command value calculation map in FIG. 37 becomes a relatively large positive value, and the steering assist compensation value obtained by adding the compensation values I, I, and Ir thereto.
- T ′ is calculated (step S8), and this is multiplied by the positive phase current command values Iu, Iv and Iw calculated by referring to the phase current calculation map shown in FIGS. 38 (a) to (c). Therefore, the phase current target values I 1 * and I * having the amplitude as the steering assist command value I are calculated (step Sll).
- the current is 120 ° phase from switching element Trj l to terminal t, armature feeder Lj, terminal tjb, and switching element Trj4. Is different, and a pseudo-rectangular wave current in a trapezoidal wave state with rounded corners in which the third and fifth harmonics are superimposed on a sine wave equal to the induced voltage waveform of the wireless brushless motor 12 flows.
- the connection-type brushless motor 12 is driven to rotate clockwise, for example. For this reason, the wireless motor 12 generates an auxiliary steering force corresponding to the target auxiliary steering torque Tt based on the steering torque T, and this auxiliary steering force can be transmitted to the steering shaft 2 via the reduction gear 11.
- the driver can lightly steer.
- Duty command values Du, Dv, and Dw calculated in 16 are less than 50% and close to 0%, and the current flowing through the excitation coils Lu to Lw flows in the opposite direction to that described above. 12 is driven in reverse rotation, for example, counterclockwise.
- the abnormality detection circuit 341 compares the impedance of the energization control system from the bias circuit 342 when the vehicle is stationary and the ignition key 17 is in the initial state.
- the high bias voltage VbZ2 of the battery voltage Vb as the power supply voltage is applied between the adder circuits 342u to 342w and the motor harnesses MH1 to MH6, so that the inverters 234u to 234w are connected to the gate drive circuit 219
- the PWM signals from Pul to Pw2 are all turned off, when the wireless brushless motor 12 is rotated by external force and an induced voltage is generated, each phase coil Lu to Lw Centered on bias voltage VbZ2 at both ends It is generated as a terminal voltage with a reverse phase.
- the sum of the voltages across the phase coils Lu to Lw is a constant value that is twice the bias voltage.
- the phase coils Lu to Lw calculated in step S72 are applied.
- the moving average value Vusm (n) to Vwsm (n) of the corresponding added voltage Vus to Vuw is also substantially the battery voltage Vb.
- any of the adder circuits 342u to 342w Is connected to the ground through the switching element, so that any one of the addition circuits 342u to 342w becomes the ground potential, and any addition voltage of the addition circuits 342u to 342w becomes VbZ2.
- Vsjm of the adder circuit 343 ⁇ 4 where an error has occurred becomes VbZ2, and
- the switching elements Trul, Tru2-Trwl, Trw2 on the battery power supply side of the inverters 234u-234w are abnormally turned on, or a rain failure has occurred in the motor harnesses MH1-MH6 phase coils Lu-Lw. If the error occurs, the adder circuit on the abnormal side 34 2 ⁇ ! ⁇
- the terminal voltage supplied to 342w is approximately the battery voltage Vb.
- Addition voltage Vjs of arithmetic circuit 342j becomes 3VbZ4, its moving average value Vjsm (n) also becomes 3VbZ4, and I Vjsm (n) —Vb I> Vms, and the corresponding abnormal flag AF force:! " ⁇ " It is set to 3 "so that the occurrence of an abnormality can be accurately detected.
- the average values Vusm (n) to Vwsm (n) are calculated, and when the inverters 234u to 2234w, the motor harnesses MH1 to MH6 and the excitation coils Lu to Lw are normal, as described above,
- the terminal voltages Vja and Vjb of the inverter 234j are alternately turned on and off alternately at a duty ratio according to the duty command values Du to Dw, and the added value of both terminal voltages Vja and Vjb is as shown in Figure 550 (f). In addition, it almost matches the battery voltage Vb regardless of the duty ratio of the PWM signals Pj l and Pj2.
- step S73 the process proceeds from step S73 to step S75 and step S77 to step S79, and the abnormality flag AF is set. Reset to "0" indicating normal.
- the terminal voltage Vwb is always approximately ground potential, that is, the potential obtained by multiplying the on-resistance R of the switching element Trw4 by the motor current Im.
- the added voltage Vws output from the adder circuit 342w of the anomaly detection circuit 341 repeats approximately battery voltage Vb and approximately zero ground voltage as shown in Fig. 56 (f). Therefore, the moving average value Vwsm (n) of the added voltage Vws is significantly lower than the battery voltage Vb by / J. Therefore, in step S73 of FIG. 58, I Vusm (n) ⁇ Vb
- step S61 the process proceeds from step S61 to step S63, and the PWM that stops the output of the PWM signals Pwl and Pw2 for driving the U-phase inverter 234w to the gate drive circuit 219 is stopped. Outputs a signal output stop command. For this reason, the drive of the inverter 234w is stopped, and the energization control for the exciting coil Lw is stopped. However, for the remaining two normal V-phase and W-phase inverters 234u and 234v, the duty command values Du and Output of PWM signals Pul, Pu2 and Pvl, ⁇ 2 based on Dv is continued.
- the U-phase current, V-phase current, and W-phase current that are energized to the excitation coils Lu to Lw at this time are sine waves for the sake of simplicity.
- the W-phase current where the abnormality occurred is a flywheel diode in parallel with the switching element Trw2.
- the motor braking torque generated in the abnormal W-phase is shown by the curve L a in Fig. 59 (b).
- the motor drive torque generated in the normal U phase and V phase pulsates as shown by the curve Ln in Fig. 59 (b), but the electrical angle section where no drive torque can be generated is steering.
- the wheel 1 vibrates, the steering assist force can be sufficiently exerted.
- the switching element Trw4 in the W-phase inverter 234w becomes on-abnormal as in the above case.
- the W-phase current based on the induced electromotive force generated by the closed loop formed in the inverter 234w has a large negative amplitude, as shown in Fig. 60 (a).
- Fig. 4 there is an electrical angle section in which the motor braking torque due to the W phase increases, and thus the motor driving torque generated by the normal U phase and V phase cancels out and the driving torque cannot be exhibited.
- the steering wheel 1 has a feeling of catching force, which makes the driver feel uncomfortable.
- the motor angular speed ⁇ of the wireless brushless motor 12 is detected, and the absolute value of the motor angular speed ⁇ is set to the set value os corresponding to the motor angular speed near the upper limit of the low-speed turning region. If exceeded, in the process of FIG.
- the normal U-phase and V-phase duty command values Du and Dv at that time are changed to the duty command value that becomes the motor angular velocity near the upper limit of the low-speed steering region, and the symmetric duty across 50%.
- the wireless brushless motor 12 is prevented from rotating in the high-speed turning region, and is driven in the low-speed turning region to continue the generation state of the steering assist force.
- the inverters 234u to 234w are stopped, that is, the phase Even if the coil is energized, the inverters 234u to 234w are turned on abnormally, the motor harnesses MH1 to MH6 and the phase coils Lu to Lw are faulty, and ground faults can be detected reliably.
- the ignition key 17 is turned on, an initial diagnosis can be made and an abnormality in the energization control system can be detected accurately in a short time.
- the abnormality detection circuit 341 calculates the voltage Vua, Vub to Vwa, Vw b across the phase coils Lu to Lw with the calculation circuit 342u to 342w, so the AZD conversion of the microcomputer 218
- the sensor input supplied to the input terminal is just the same as the conventional three-phase brushless motor, and an inexpensive microcomputer can be applied.
- the force described in the bias circuit 343 applies a bias voltage VbZ2 that is half the battery voltage Vb between the adder circuits 342u to 342w and the motor harnesses MH1 to MH6. If an abnormality is not detected during the initial diagnosis, the bias circuit 343 may be omitted.
- the bias voltage need not be strictly set to VbZ2. It may be set to a nearby value, but if it is too low or too high for the noise voltage force S battery voltage Vb, the motor terminal voltage due to the induced voltage will be clamped at the ground potential or battery potential, and the added value Therefore, it is preferable to set the bias voltage to about half of the notch voltage Vb.
- the sum of the voltage across the phase coils Lu to Lw during the energization control of the inverters 234u to 234w is the notch voltage Vb, so a failure determination is made depending on whether the energization control of the inverters 234u to 234w is in progress.
- the present invention is not limited to this, and the addition circuits 342u to 342w
- a low-pass filter for calculating an average value may be provided on the output side, and the average value output of this low-pass filter may be input to the microcomputer 218.
- the drive of the wireless brushless motor 12 is continued to generate a steering assist force.
- the steps S61, S63 to S66 are omitted in the steering assist control process of FIG. 57, and instead of these steps, a step for immediately turning off the relay circuit RY is provided.
- the output of the PWM signal from the 234w may be stopped to stop the rotational drive of the wireless brushless motor 12.
- the relay circuit RY Either turn off the PWM signal or turn off the PWM signals Pul to Pw2.
- a three-phase brushless motor is formed in which the motor is not one in which one end or both ends of the exciting coil are connected to each other like a conventional Y-connection motor or a ⁇ -connection motor. Since each excitation coil Lu ⁇ Lw is a non-wired brushless motor 12 that is independently mounted without being connected to each other, it is possible to control energization individually for each excitation coil Lu ⁇ Lw. Therefore, the pseudo square wave current including the 3rd and 5th harmonics can be energized without any restrictions. Therefore, the motor current waveform is a quasi-rectangular wave that is wide and rounded with respect to a sine wave similar to the back electromotive voltage waveform.
- the counter electromotive voltage waveform can be a pseudo-rectangular wave substantially the same as that of the present embodiment. Since the component cannot flow, the current waveform becomes a narrow pseudo-rectangular wave as shown in Fig. 46 (a), and the area force and the effective value are better than the sine wave. In comparison, it will decrease, and the output will decrease accordingly.
- the back electromotive force of the exciting coils Lu to Lw of the wireless motor 12 is as follows. Both the pressure waveform and the drive current waveform can be made into a pseudo-rectangular wave including the third harmonic, and the effective value can be improved to obtain a large output.
- the third harmonic has the next largest coefficient after the first-order component when the pseudo-square wave is expanded in the Fourier series.
- inverters 234u, 234v, and 234w are connected to both ends of each excitation coil, and both ends of these excitation coils Lu, Lv, and Lw are driven in reverse phase. Therefore, as described above, the inter-terminal voltages Vuab, Vvab, and Vwab of each exciting coil are expressed by the following equations (34), (35), and (36).
- Vun 2XV Xsin (cot + ⁇ ) (34)
- Vvn 2XV Xsin (cot— 2 ⁇ 3 + ⁇ ) (35)
- Vwn 2XV Xsin (cot— 2 ⁇ 3 + ⁇ ) (36)
- the equivalent circuit has a neutral point voltage Vn at which one end of each excitation coil Lu, Lv, and Lw is connected to each other.
- Vun V Xsin (cot + ⁇ ) (37)
- Vvn V Xsin (cot— 2 ⁇ 3 + ⁇ ) (38)
- Vwn V Xsin (cot— 2 ⁇ 3 + ⁇ ) (39)
- the terminal voltages Vua and Vub and the terminal voltage Vuab of the wireless motor 12 according to the present invention are as shown in FIG.
- the terminal voltage Vu, terminal voltage Vv, inter-terminal voltage Vuv, and neutral point voltage Vn for the motor are as shown in Fig. 48 (b).
- the voltage Vuab, Vvab, Vwab between the terminals of the wireless motor 12 according to the present invention is as shown in FIG. 49 (a)
- the voltage across the coil Vun, in the case of a conventional Y-wired motor, Vvn and Vwn are as shown in Fig. 49 (b).
- the equivalent circuit is as shown in FIG. 12 in the first embodiment described above, and the terminal voltages Vuv, Vvw, and Vwu are the same as those of the Y-connection motor.
- the current between terminals is 1Z3, but the coil current of the excitation coil Lu to Lw of the wireless motor 12 according to the present invention effectively uses the specified current as shown in Fig. 13 (a).
- the coil currents Iuv, Ivw, Iwu and phase currents Iu, Iv, Iw of the ⁇ connection motor are as shown in Fig. 13 (b), and each phase current Iu, Iv, Iw is 1Z of the specified current.
- the wireless motor 12 has the same effect as a delta-wired motor with three times the motor current.
- the wireless motor can increase the coil current of the exciting coil, so that a high torque can be achieved.
- the motor output and current characteristics are the motor constants of the Y-connection motor.
- the motor output characteristics of the non-wired motor are regulated by the maximum current as shown by the solid line. As the torque decreases from the maximum torque, the increase in the rotational speed increases, and the rotational speed can be improved.
- the motor output characteristics when the motor constant of the ⁇ connection motor is changed to a non-connection motor is as shown in Fig. 15 described above, with respect to the torque characteristics of the ⁇ connection motor indicated by the broken line.
- the increase in torque increases as the rotation speed decreases and the maximum rotation force also decreases, and the torque can be improved accordingly.
- the motor output characteristics when the motor is changed to a non-wired motor with an intermediate motor constant between the Y-connected motor and ⁇ -connected motor, as shown in Fig. 16 above, is the rotational speed characteristic of the conventional motor shown in the broken line.
- both rotational speed and torque can be improved as shown by the solid line.
- the force described in the case where the excitation coils Lu to Lw of the wireless brushless motor 12 are energized and controlled using the inverters 234u to 234w is not limited to this. As shown in FIG. 61, even if the inverters 234a and 234b are individually connected to both ends of the exciting coils Lu to Lw, the same operation and effect as in the above embodiment can be obtained.
- the addition circuits 342u to 342w, the bias circuit 343, and the voltage divider / filter circuit 344 are provided as the abnormality detection circuit 341 has been described.
- the voltage divider / filter circuit 344 may be omitted, and the value of the threshold value Vms of the abnormality detection process shown in FIG. 58 may be changed in place of this.
- the bypass circuit 343 may be omitted.
- the amount of change for each timer interrupt cycle (sampling cycle) of the added voltage Vjs is calculated without calculating the average value, and this amount of change is a predetermined value. When it is above, it may be determined that there is an abnormality.
- the present invention is not limited to this. Even if the phase and shape of the induced voltage waveform or the drive current waveform are not changed, but only the amplitude is changed, the same effect as the fourth embodiment can be obtained.
- the force described in the case where the pseudo-rectangular wave is formed by superimposing the third and fifth harmonics on the sine wave is not limited to this.
- the phase current calculation map can be changed to a three-phase sine wave. That's fine.
- the present invention uses the excellent characteristics of vector control. After determining the current command value of the vector control d and q components, the current command value is converted into each phase current command value corresponding to each excitation coil Lu to Lw, so that the phase current target value I * ,
- I * and I * may be calculated, or all may be performed by vector control.
- the force described in the case where the present invention is applied to a non-wired three-phase brushless motor is not limited to this.
- a plurality of N N is 3 or more).
- (Integer) phase brushless motor or other motors In the ninth embodiment, the case where the present invention is applied to an electric power steering apparatus has been described. However, the present invention is not limited to this, and the present invention is applied to any apparatus having another drive motor. can do.
- the average value of the addition voltages output from the addition circuits 342u to 342w is calculated.
- 34 1 makes it possible to detect anomalies more quickly.
- Circuit 3 41j is provided, and an edge detection circuit 361j is provided on the output side of the voltage dividing / filter circuit 144j of the abnormality detection circuit 141j.
- the microcomputer 218 uses the edge detection signal of this edge detection circuit 361j as the abnormality detection signal ASj.
- the external interrupt terminal and the drive stop input terminal of the gate drive circuit 219 are supplied to the microcomputer 218. When the abnormality detection signal becomes low level, the microcomputer 218 executes the external interrupt process, and the steering shown in FIG.
- the gate drive circuit 219 is configured to stop the output of the PWM signals Pul to Pw2 when the abnormality detection signal becomes low level.
- Fig. 54 in the embodiment Have the same configuration, the same reference numerals are given to the corresponding parts in FIG. 54, the details Explanation will be omitted this.
- the edge detection circuit 361j includes a high-pass filter HF including a capacitor Cel and a resistor Rel, a switching transistor ST to which a differential signal output from the high-pass filter HF is input, and the switching transistor ST.
- the transistor ST includes a pull-up resistor Rep connected between the collector and the power source, and a charge / discharge capacitor Ce2 connected between the connection point between the pull-up resistor Rep and the collector and the ground.
- the addition voltage output from the addition circuit 342w of the abnormality detection circuit 341w is as shown in FIG. 55 (f) described above. Since the battery voltage Vb is continuously maintained, the output of the high-pass filter HF continues to be at a low level. For this reason, since the switching transistor ST is maintained in the OFF state, the charge / discharge capacitor Ce2 is maintained in the charged state, and a high-level edge detection signal is input to the microcomputer 218 and the gate drive circuit 219, and the microcomputer 57, the steering assist control process of FIG.
- the output of the HF becomes a high level, and as a result, the switching transistor ST is turned on, and the charge of the charge / discharge capacitor Ce2 is rapidly discharged through the switching transistor ST.
- the interruption terminal becomes low level, the external interruption process is started, and the steering assist control process of FIG. 57 is stopped.
- the abnormality detection circuit 341 as the abnormality detection unit in the tenth embodiment described above is added to the detection of the ground fault and the power fault, and the motor harnesses MH1 to MH6 and the phase coils Lu to An open error due to Lw disconnection can also be detected.
- one of the bias voltages VbZ2 applied to both terminal voltages of the phase coils Lu to Lw in the tenth embodiment is omitted. Except for this, it has the same configuration as that of FIG. 62, and the same reference numerals are given to corresponding parts to those of FIG. 62, and the detailed description thereof will be omitted.
- the inverters 234u to 234w, the motor harnesses MH1 to MH6, and the phase coils Lu to Lw are normal with the drive of the inverters 234u to 234w stopped.
- the bias voltage VbZ2 applied to one terminal voltage side is also applied to the other terminal voltage side through the phase coils Lu to Lw, and the bias voltage is applied to both terminal voltages of the phase coils Lu to Lw.
- the abnormality detection signal maintains a high level as in the tenth embodiment described above.
- the energization control process for the phase coil Lj in which an abnormality has occurred can be stopped, or the energization control process for all the phase coils Lu to Lw can be stopped.
- the present invention is not limited to this, as shown in FIG. 61 described above, even if the inverter circuits 234a and 234b are individually connected to the both ends of the excitation coils Lu to Lw, The same effect as the embodiment can be obtained.
- the addition circuits 342u to 342w, the bias circuit 343, and the voltage divider / filter circuit 344 are provided as the abnormality detection circuit 341 .
- the circuit 344 may be omitted, and the threshold value Vms value in the abnormality detection process of FIG. 58 may be changed instead.
- the bias circuit 343 Let's omit it.
- the rotor includes a permanent magnet and a stator in which a plurality of N-phase armature windings are disposed independently of each other. Since at least one of the back electromotive voltage waveform and drive current waveform is a pseudo-rectangular wave on the armature winding, it is impossible to achieve with a connection motor. A pseudo square wave drive current with superimposed current can be applied, and the effective value can be actively improved to obtain a large output (power). Further, by applying a pseudo-rectangular wave including harmonics to both the back electromotive voltage waveform and the drive current waveform, the effective value can be increased and a larger output can be obtained.
- the drive control device that drives the wireless motor is connected to the armature winding so that the drive current waveform of the armature winding is in a quasi-rectangular wave state including harmonics by the drive control circuit. Because the inverter circuit is driven, the wired motor is set to the effective value. It can be driven with a large output.
- the drive control device that drives the wireless motor calculates the N-phase current command value reference command value with the same waveform as the induced voltage waveform of the pseudo-rectangular wave shape including harmonics, and based on this, the current feedback control is performed. By doing this, it is possible to provide a drive control device for a wireless motor with a small brushless DC motor, a small torque ripple, and a large output.
- armature wires having a predetermined number of phases are arranged independently of each other on the stator, and a drive signal is individually supplied to each independent armature wire.
- a non-wired motor configured as described above and a pair of inverter circuits connected to both ends of each armature winding can be provided, and the drive control of the pair of inverter circuits can be performed by a single drive control circuit. There is an effect that the circuit configuration can be simplified.
- the drive control circuit can be configured to adjust the voltage between terminals of each armature winding, so that any voltage between terminals can be generated, and the output characteristics of the wireless motor can be adjusted. If you can do it!
- the drive control device that drives the wireless motor calculates the current command value for each phase based on vector control, and also uses current feedback control to reduce the size, torque ripple force, and power output. The effect that a drive control apparatus of a motor can be provided is obtained.
- the unconnected bra has a rotor in which permanent magnets are disposed and a stator in which a plurality of N-phase armature windings are independently disposed without being connected to each other.
- Current detection of each armature feeder of the Siles motor is performed by current detection means provided on either the power supply side or ground side of the inverter circuit individually connected to both ends of each armature feeder.
- current detection means provided on either the power supply side or ground side of the inverter circuit individually connected to both ends of each armature feeder.
- the ninth embodiment of the present invention there is no wire connection having a rotor in which permanent magnets are provided and a stator in which a plurality of N-phase armature windings are provided independently without being connected to each other.
- an abnormality detection circuit detects an abnormal current of each electronic device wire of a brushless motor individually and detects a current or voltage abnormality such as a power fault or ground fault on one electric device wire, it controls when an abnormality occurs.
- the wire-less brushless motor is driven while suppressing the braking force due to the current that flows due to the induced electromotive force generated in the armature winding that caused each current / voltage abnormality. Even in the state, the driving torque can be output.
- the rotational speed of the wireless brushless motor is suppressed when the rotational speed of the wireless brushless motor is equal to or higher than the set speed, thereby reducing the braking force due to the induced electromotive force.
- production can be suppressed and a drive torque can be ensured.
- the abnormality determination unit can simplify the abnormality determination process with a small number of AZD variables by using the sum of the voltages at both ends as a determination criterion.
- the initial diagnosis can be performed accurately when the inverter circuit is stopped.
- a noise circuit force bias voltage only to the voltage it is possible to determine an open circuit fault in addition to a power fault and a ground fault.
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Power Steering Mechanism (AREA)
- Control Of Motors That Do Not Use Commutators (AREA)
Abstract
Description
Claims
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
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EP05809520A EP1826899A1 (en) | 2004-11-24 | 2005-11-24 | Non-connection motor, its drive control device and mortorized power steering device using drive control device of non-connection motor |
US11/664,605 US20080067960A1 (en) | 2004-11-24 | 2005-11-24 | Unconnected Motor, Drive Control Device Thereof, And Electric Power Steering Device Using Drive Control Device Of Unconnected Motor |
Applications Claiming Priority (8)
Application Number | Priority Date | Filing Date | Title |
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JP2004-338744 | 2004-11-24 | ||
JP2004338743A JP2006149145A (ja) | 2004-11-24 | 2004-11-24 | 無結線式モータの駆動制御装置及び無結線式モータの駆動制御装置を使用した電動パワーステアリング装置 |
JP2004-338743 | 2004-11-24 | ||
JP2004338744A JP2006149146A (ja) | 2004-11-24 | 2004-11-24 | 無結線式モータの駆動制御装置及び無結線式モータの駆動制御装置を使用した電動パワーステアリング装置 |
JP2004-352841 | 2004-12-06 | ||
JP2004352841A JP2006160030A (ja) | 2004-12-06 | 2004-12-06 | 電動パワーステアリング装置 |
JP2004379613A JP2006182254A (ja) | 2004-12-28 | 2004-12-28 | 電動パワーステアリング装置 |
JP2004-379613 | 2004-12-28 |
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WO2006057317A1 true WO2006057317A1 (ja) | 2006-06-01 |
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PCT/JP2005/021615 WO2006057317A1 (ja) | 2004-11-24 | 2005-11-24 | 無結線式モータ、その駆動制御装置及び無結線式モータの駆動制御装置を使用した電動パワーステアリング装置 |
Country Status (3)
Country | Link |
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US (1) | US20080067960A1 (ja) |
EP (1) | EP1826899A1 (ja) |
WO (1) | WO2006057317A1 (ja) |
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Also Published As
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EP1826899A1 (en) | 2007-08-29 |
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