WO2014156633A1 - 負荷制御装置、電動パワーステアリング装置及び負荷制御装置を制御する方法 - Google Patents
負荷制御装置、電動パワーステアリング装置及び負荷制御装置を制御する方法 Download PDFInfo
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- WO2014156633A1 WO2014156633A1 PCT/JP2014/056432 JP2014056432W WO2014156633A1 WO 2014156633 A1 WO2014156633 A1 WO 2014156633A1 JP 2014056432 W JP2014056432 W JP 2014056432W WO 2014156633 A1 WO2014156633 A1 WO 2014156633A1
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- differential amplifier
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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
- B62D5/0463—Controlling the motor calculating assisting torque from the motor based on driver input
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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
- B62D5/0481—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 monitoring the steering system, e.g. failures
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
- G01R1/00—Details of instruments or arrangements of the types included in groups G01R5/00 - G01R13/00 and G01R31/00
- G01R1/20—Modifications of basic electric elements for use in electric measuring instruments; Structural combinations of such elements with such instruments
- G01R1/203—Resistors used for electric measuring, e.g. decade resistors standards, resistors for comparators, series resistors, shunts
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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
- H02P2205/00—Indexing scheme relating to controlling arrangements characterised by the control loops
- H02P2205/05—Torque loop, i.e. comparison of the motor torque with a torque reference
Definitions
- the present invention relates to a load control device, an electric power steering device, and a method for controlling the load control device.
- the electric power steering apparatus includes an inverter circuit interposed between a motor and a power supply, and a controller that controls ON / OFF of a switching element of the inverter circuit. Each switching element switches the connection between the power source and the motor between the ON state and the OFF state based on the PWM signal transmitted from the controller.
- JP2007-189825A in the electric power steering apparatus as described above, a current detection resistor is interposed in series between the power source and the switching element, and a voltage drop caused by the current detection resistor is amplified and detected by a differential amplifier. It is disclosed that a voltage detecting device is provided. The voltage detection device estimates a current value flowing through the inverter circuit based on the detected voltage value.
- the differential amplifier has two input terminals and one output terminal, and outputs a potential difference between the input terminals from the output terminal.
- the voltage detection device acquires the output value of the differential amplifier and stores it as an initial value after the controller power is turned on and no voltage is applied between the input terminals of the differential amplifier. Keep it. Thereafter, when a voltage is applied between the input terminals, the voltage detection device calculates the voltage between the input terminals by comparing the output value of the differential amplifier with the stored initial value.
- the output value of the differential amplifier is a value including the influence of the input offset voltage and the common-mode signal rejection ratio that differ depending on the element due to its characteristics. Therefore, an error occurs between the voltage detected by the voltage detection device and the actual voltage between the input terminals, and there is a possibility that the detection accuracy of the current value of the inverter circuit is lowered.
- An object of the present invention is to provide a load control device capable of accurately detecting a current value in a circuit.
- a load control device includes: a load control unit configured to perform ON / OFF operation based on a PWM signal for switching elements interposed in an upper arm and a lower arm that connect between a power source and a load.
- a current detection resistor connected in series with the load, a differential amplifier that amplifies and outputs the voltage generated in the current detection resistor, and a current that flows through the current detection resistor based on the output value of the differential amplifier.
- the load control means is in a standby state in which one of the switching elements is turned on and the other switching element is turned off, and one of the switching elements is turned off and the other switching element is turned on.
- the current calculation means sets the value output from the differential amplifier as an offset value in the standby state, and detects current based on the value output from the differential amplifier and the offset value in the drive state. Calculate the current flowing through the resistor.
- FIG. 1 is a configuration diagram showing an electric power steering device equipped with a motor control device according to an embodiment of the present invention.
- FIG. 2 is a configuration diagram illustrating the motor control device according to the embodiment of the present invention.
- FIG. 3 is a flowchart showing the processing contents performed by the controller.
- FIG. 4A is a diagram for explaining the input offset voltage.
- FIG. 4B is a diagram for explaining the in-phase signal rejection ratio.
- FIG. 4C is a diagram for explaining the in-phase signal rejection ratio.
- FIG. 5 is a time chart showing the time change of the output value of the differential amplifier.
- FIG. 1 is a configuration diagram showing an electric power steering device 1 equipped with a motor control device according to the present embodiment.
- the electric power steering apparatus 1 is connected to a steering wheel (not shown) to steer a wheel (not shown), a torque sensor 3 that detects an input torque, and gives an assist torque to the steering mechanism 2.
- An electric motor 4 (hereinafter simply referred to as “motor 4”) as a load to be loaded, and a controller 5 as load control means for controlling the output of the motor 4 while receiving a detection signal of the torque sensor 3.
- the steering mechanism 2 includes a steering shaft 6 connected to the steering wheel, a pinion 7 formed on the steering shaft 6, and a rack 8 that meshes with the pinion 7.
- the rack 8 meshing with the pinion 7 moves in the axial direction (the left-right direction of the vehicle), and the wheels are steered via a tie rod (not shown) connected to the rack 8.
- the steering mechanism 2 further includes a worm wheel 9 connected to the steering shaft 6 and a worm 10 that meshes with the worm wheel 9.
- the worm 10 is connected to the output shaft of the motor 4. When the motor 4 rotationally drives the worm 10, the worm wheel 9 is rotationally driven, so that assist torque is applied to the steering shaft 6.
- the torque sensor 3 is interposed in the middle of the steering shaft 6 and detects an input torque applied by the driver to the steering shaft 6 via the steering wheel.
- the controller 5 calculates the assist torque based on the torque detection signal input from the torque sensor 3 and controls the output of the motor 4.
- FIG. 2 is a configuration diagram showing the motor control device 20 in the present embodiment.
- the motor control device 20 as a load control device is interposed in the upper arm 21 and the lower arm 22 that connect the power source 11 and the motor 4, the upper switching element 23 interposed in the upper arm 21, and the lower arm 22.
- the power source 11 is a battery of a vehicle on which the electric power steering device 1 is mounted.
- the motor 4 is a three-phase AC motor. In FIG. 2, only one set of the upper arm 21 and the lower arm 22 is shown for simplification of description, but actually corresponds to the U phase, V phase, and W phase of the stator coil of the motor 4, respectively. Three sets of the upper arm 21 and the lower arm 22 are arranged in parallel to the power supply 11.
- the controller 5 outputs a PWM signal having a predetermined duty ratio to the upper switching element 23 and the lower switching element 24 based on the calculated assist torque.
- the controller 5 includes a standby control that alternately repeats a state in which one of the upper switching element 23 and the lower switching element 24 is turned on and the other is turned off and a state in which one is turned off and the other is turned on, and the upper switching element 23 Further, it is possible to switch between motor drive control for driving the motor 4 by turning on both the lower switching element 24 and the lower switching element 24.
- the motor drive control is performed when it is determined that the assist torque of the motor 4 needs to be applied to the steering shaft 6 because the driver has operated the steering wheel.
- Standby control is performed when the controller 5 is activated with the vehicle ignition switch turned on. That is, standby control is always performed during vehicle operation, and the motor drive control is appropriately switched according to the driver's operation.
- a step voltage having a predetermined cycle is applied to the motor 4, so that the motor 4 can be driven promptly when assist torque by the motor 4 is required thereafter.
- the motor control device 20 further detects, amplifies and outputs a voltage drop generated in the current detection resistor 25 and the current detection resistor 25 interposed between the lower switching element 24 of the lower arm 22 and the motor 4 side.
- a dynamic amplifier 26 is provided.
- the current detection resistor 25 is connected to the motor 4 in series.
- the differential amplifier 26 has a plus input terminal 26 a and a minus input terminal 26 b connected to both ends of the current detection resistor 25, and an output terminal 26 c connected to the controller 5.
- the differential amplifier 26 amplifies the potential difference between the plus input terminal 26a and the minus input terminal 26b and transmits it to the controller 5 via the output terminal 26c.
- the controller 5 as current calculation means estimates the value of the current flowing through the current detection resistor 25 based on the value received from the differential amplifier 26.
- the current value is estimated based on a map that defines the relationship between the output value of the differential amplifier 26 and the current value, which has been obtained in advance through experiments or the like.
- the controller 5 feedback-controls the duty ratio of the PWM signal so that the current value estimated as described above becomes the target value of the motor current value necessary for the motor 4 to exert the assist torque.
- FIG. 3 is a flowchart showing the processing contents of the controller 5.
- step S1 the controller 5 determines whether or not the controller 5 is powered on. When it is determined that the controller 5 is powered on, the process proceeds to step S2, and when it is determined that the controller 5 is OFF, this step is performed again. When the driver turns on the ignition switch of the vehicle and activates the controller 5, it is determined that the controller 5 is powered on.
- step S2 the controller 5 performs standby control. That is, the controller 5 alternately repeats a state where one of the upper switching element 23 and the lower switching element 24 is turned on and the other is turned off, and a state where one is turned off and the other is turned on.
- step S3 the controller 5 acquires an offset value from the differential amplifier 26.
- the offset value is the output value of the differential amplifier 26 at this time.
- step S2 When the standby control is started in step S2, a step voltage having a predetermined cycle is applied to the motor 4. In the standby control, the upper switching element 23 and the lower switching element 24 are not turned on at the same time, so that no current flows as much as the motor 4 is driven.
- the output value of the differential amplifier 26 is a value including the influence of the input offset voltage and the common-mode signal rejection ratio.
- FIG. 4A is a diagram for explaining the input offset voltage, where the horizontal axis indicates the input voltage and the vertical axis indicates the output offset value.
- the input voltage is a potential difference between the positive input terminal 26a and the negative input terminal 26b of the differential amplifier 26, and the output offset value is a deviation from the input voltage.
- the output value of the differential amplifier 26 is output as a value obtained by adding the output offset value to the input voltage. Therefore, the output value of the differential amplifier 26 includes a minute error according to the input voltage.
- 4B and 4C are diagrams for explaining the in-phase signal rejection ratio, and in each figure, the upper stage shows the time change of the input voltage, and the lower stage shows the time change of the output voltage.
- the output value of the differential amplifier 26 fluctuates up and down and noise is output.
- the output value of the differential amplifier 26 fluctuates up and down and noise is output.
- the noise of the differential amplifier 26 is a value that changes in accordance with the frequency of the step voltage. The higher the frequency, the greater the influence of the noise.
- the output value of the differential amplifier 26 is the input value corresponding to the influence of the input offset voltage and the common-mode signal rejection ratio. Offset from. A value including this offset amount corresponds to the aforementioned offset value.
- step S3 the controller 5 acquires, as an offset value, a value output from the differential amplifier 26 when a step voltage is applied although no current flows through the current detection resistor 25.
- FIG. 5 is a time chart showing the time change of the output value of the differential amplifier 26 during standby control.
- the waveform of the output value of the differential amplifier 26 is a rectangular wave such as a step voltage. Instead, the output value rises stepwise when a voltage is applied, and then gradually decreases.
- the cycle in which the controller 5 obtains the output value from the differential amplifier 26 is equal to the cycle of the step voltage, so it is acquired during standby control.
- the offset value is almost constant regardless of the acquisition timing.
- step S4 the controller 5 determines whether or not the assist torque of the motor 4 is necessary. If it is determined that the assist torque is necessary, the process proceeds to step S5. If it is determined that the assist torque is not necessary, the process proceeds to step S6. When the driver needs to apply the assist torque to the steering shaft 6 by operating the steering wheel, it is determined that the assist torque is necessary.
- step S5 the controller 5 performs motor drive control. That is, the controller 5 drives both the upper switching element 23 and the lower switching element 24 to drive the motor 4.
- the target value of the motor current value necessary for the motor 4 to exert the assist torque is equal to the current value calculated by the controller 5 based on the value output from the differential amplifier 26.
- the duty ratio of the PWM signal is feedback controlled.
- the controller 5 calculates a current value during motor drive control based on a value obtained by subtracting the offset value acquired in step S3 from the value output from the differential amplifier 26.
- step S6 the controller 5 determines whether or not the controller 5 is powered off. If it is determined that the power of the controller 5 is OFF, the process ends. If it is determined that the controller 5 is ON, the process returns to step S4. When the driver turns off the ignition switch of the vehicle, it is determined that the controller 5 is powered off.
- the output value of the differential amplifier 26 is acquired as an offset value after standby control is started. Thereafter, the standby control is continued, and the motor drive control is performed only when the assist torque of the motor 4 is required.
- the current value at the time of motor drive control is calculated based on a value obtained by subtracting the offset value from the value output from the differential amplifier 26.
- the current value can be calculated in consideration of the output error of the differential amplifier 26, the current value flowing through the current detection resistor 25 can be detected with high accuracy. Therefore, the feedback control of the duty ratio of the PWM signal can be performed with high accuracy, and an appropriate assist torque can be applied to the steering shaft 6.
- the value output from the differential amplifier 26 during standby control is acquired as an offset value, and the current flowing through the current detection resistor 25 is determined based on the value output from the differential amplifier 26 during motor drive control and the offset value. Since the calculation is performed, the current flowing through the current detection resistor 25 can be calculated in consideration of the error in the detection value due to the characteristics of the differential amplifier 26 that occurs when the step voltage is applied by the standby control. Therefore, the current value in the circuit of the motor control device 20 can be detected with high accuracy.
- the controller 5 calculates the current flowing through the current detection resistor 25 based on a value obtained by subtracting the offset value from the value output from the differential amplifier 26 when the motor is in a driving state.
- the current flowing through the current detection resistor 25 can be calculated with reference to the output value of the differential amplifier 26 when is applied. Therefore, the current value in the circuit of the motor control device 20 can be detected with higher accuracy.
- the motor 4 is used as an assist motor for the electric power steering apparatus 1, a more appropriate assist torque can be applied to the steering shaft 6 by improving the detection accuracy of the current value in the circuit of the motor control apparatus 20. Can do.
- the motor control device 20 is exemplified, but the motor control device 20 may be applied to a load control device such as a solenoid instead of the motor 4.
- the controller 5 calculates the current value at the time of motor drive control based on the value obtained by subtracting the offset value from the value output from the differential amplifier 26.
- the current value may be calculated based on the output of the differential amplifier 26 with reference to a map prepared for each offset value.
- the controller 5 controls the output of the motor 4 and estimates the current value.
- a motor control controller and a current value estimation controller may be provided separately.
- a three-phase AC motor is exemplified as the motor, but other types of motors may be used.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Power Steering Mechanism (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Measurement Of Current Or Voltage (AREA)
- Control Of Ac Motors In General (AREA)
Abstract
Description
Claims (4)
- 負荷制御装置であって、
電源と負荷との間を接続する上アーム及び下アームにそれぞれ介装されるスイッチング素子をPWM信号に基づいてON/OFF動作させる負荷制御手段と、
前記負荷に直列に接続される電流検出用抵抗と、
前記電流検出用抵抗に生じる電圧を増幅して出力する差動アンプと、
前記差動アンプの出力値に基づいて前記電流検出用抵抗に流れる電流を演算する電流演算手段と、
を備え、
前記負荷制御手段は、前記スイッチング素子の一方をONにして前記スイッチング素子の他方をOFFにする状態と、前記スイッチング素子の一方をOFFにして前記スイッチング素子の他方をONにする状態と、を交互に繰り返すスタンバイ状態と、前記スイッチング素子の両方をONにして前記負荷に電流を流す駆動状態と、を切り換え可能であり、
前記電流演算手段は、前記スタンバイ状態である場合に前記差動アンプから出力された値をオフセット値として設定し、前記駆動状態である場合に前記差動アンプから出力された値と前記オフセット値とに基づいて前記電流検出用抵抗に流れる電流を演算する、
負荷制御装置。 - 請求項1に記載の負荷制御装置であって、
前記電流演算手段は、前記駆動状態である場合に前記差動アンプから出力された値から前記オフセット値を減算した値に基づいて前記電流検出用抵抗に流れる電流を演算する、
負荷制御装置。 - 請求項1に記載の負荷制御装置を備える電動パワーステアリング装置であって、
ステアリングシャフトの回転に伴って車輪を操舵させる操舵機構と、
前記操舵機構にアシストトルクを付与する電動モータと、
を備え、
前記負荷制御装置の前記負荷は前記電動モータである、
電動パワーステアリング装置。 - 電源と負荷との間を接続する上アーム及び下アームにそれぞれ介装されるスイッチング素子をPWM信号に基づいてON/OFF動作させる負荷制御装置を制御する方法であって、
前記負荷制御装置は、前記負荷に直列に接続される電流検出用抵抗と、前記電流検出用抵抗に生じる電圧を増幅して出力する差動アンプと、を備え、
前記スイッチング素子の一方をONにして前記スイッチング素子の他方をOFFにする状態と、前記スイッチング素子の一方をOFFにして前記スイッチング素子の他方をONにする状態と、を交互に繰り返すステップと、
前記差動アンプから出力された値をオフセット値として設定するステップと、
前記スイッチング素子の両方をONにして前記負荷に電流を流すことで前記負荷を駆動するステップと、
前記差動アンプから出力された値と前記オフセット値とに基づいて前記電流検出用抵抗に流れる電流を演算するステップと、
を含む負荷制御装置を制御する方法。
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
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US14/772,250 US9403553B2 (en) | 2013-03-26 | 2014-03-12 | Load control device, electric power steering device, and method for controlling load control device |
CN201480017835.6A CN105051553B (zh) | 2013-03-26 | 2014-03-12 | 负载控制装置、电动动力转向装置以及负载控制装置的控制方法 |
CA2907510A CA2907510C (en) | 2013-03-26 | 2014-03-12 | Load control device, electric power steering device, and method for controlling load control device |
EP14772617.8A EP2982995B1 (en) | 2013-03-26 | 2014-03-12 | Load control device, electric power steering apparatus, and method for controlling load control device |
KR1020157024008A KR101665904B1 (ko) | 2013-03-26 | 2014-03-12 | 부하 제어 장치, 전동 파워 스티어링 장치 및 부하 제어 장치를 제어하는 방법 |
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JP2013064418A JP5674845B2 (ja) | 2013-03-26 | 2013-03-26 | 負荷制御装置、電動パワーステアリング装置及び負荷制御装置を制御する方法 |
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EP (1) | EP2982995B1 (ja) |
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JP6485375B2 (ja) * | 2016-01-22 | 2019-03-20 | 株式会社デンソー | 電流補正回路 |
EP3691956B1 (en) | 2017-10-02 | 2022-02-16 | thyssenkrupp Presta AG | Steer-by-wire steering system with a feedback actuator having redundant sleep-mode rotor position sensors |
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- 2014-03-12 CN CN201480017835.6A patent/CN105051553B/zh active Active
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- 2014-03-12 EP EP14772617.8A patent/EP2982995B1/en active Active
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JP2014192961A (ja) | 2014-10-06 |
EP2982995B1 (en) | 2018-02-28 |
US20160001812A1 (en) | 2016-01-07 |
CA2907510C (en) | 2017-10-17 |
EP2982995A1 (en) | 2016-02-10 |
CN105051553B (zh) | 2017-08-08 |
EP2982995A4 (en) | 2017-05-03 |
CA2907510A1 (en) | 2014-10-02 |
US9403553B2 (en) | 2016-08-02 |
KR101665904B1 (ko) | 2016-10-12 |
KR20150116454A (ko) | 2015-10-15 |
JP5674845B2 (ja) | 2015-02-25 |
CN105051553A (zh) | 2015-11-11 |
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