WO2016098693A1

WO2016098693A1 - Electric power steering device and control device for vehicle-mounted device

Info

Publication number: WO2016098693A1
Application number: PCT/JP2015/084770
Authority: WO
Inventors: 裕幸太田; 杉山　吉隆; 督己加島; 正樹板橋
Original assignee: 日立オートモティブシステムズ株式会社
Priority date: 2014-12-17
Filing date: 2015-12-11
Publication date: 2016-06-23
Also published as: JP2016113111A

Abstract

The purpose of the present invention is to prevent decreases in the precision of torque control that occur when DC bus current is controlled so as to be equal to or less than a desired limit value in an electric power steering device and in a control device for a vehicle-mounted device, and to thereby enable high-precision torque control. When performing drive control of a three-phase brushless motor into which a vehicle-mounted device is incorporated and supplying power from a battery in the electric power steering device of the present invention, a control command value for performing drive control of the three-phase brushless motor on the basis of the operation state of a vehicle is calculated and drive control of the three-phase brushless motor is performed on the basis of the control command value by a control device comprising an inverter. On this occasion, the control device has a limit value for limiting the battery current supplied to the control device from the battery, and said control device corrects the control command value so that the battery current does not surpass the limit value. In addition, a control circuit comprises a correction circuit for performing feedback correction of the control command value on the basis of the battery current. When the battery current is corrected so as not to surpass the limit value, the control circuit performs feedback correction of the corrected control command value on the basis of the battery current and outputs the current command value that has been subjected to feedback correction to the inverter.

Description

Electric power steering device and control device for on-vehicle equipment

The present invention relates to a vehicle-mounted device provided with an electric motor.

Conventionally, the technology described in Patent Document 1 is known as an electric power steering device that is one of the on-vehicle equipment. This publication limits the DC bus current by limiting the AC rotating machine voltage that has a linear relationship with the rotational speed of the AC rotating machine.

JP 2013-162561 A

However, the limitation on the voltage of the AC rotating machine described in Patent Document 1 is that the voltage applied to the AC rotating machine is such that the current command value obtained from the torque command for the AC rotating machine matches the current value supplied to the AC rotating machine. This is done after calculating the command value. In this case, the DC bus current detection value is controlled so as to match the DC bus current command, but the torque command for the AC rotary machine is not adjusted, so the current command obtained from the torque command for the AC rotary machine is changed to the AC rotary machine. There is a risk that the current supplied to As a result, torque according to the torque command is not generated, and the accuracy of torque control is reduced. In addition, since the amplitude of the three-phase AC voltage command applied to the AC rotating machine is limited, there is a possibility that the rectangular wave is distorted from an ideal sine wave, which causes torque ripple.

An object of the present invention is to prevent a reduction in the accuracy of torque control that occurs when an electric power steering device and a control device for on-vehicle equipment are controlled so that the DC bus current is below a desired limit value. It is to enable accurate torque control.

An object of the present invention is to provide an electric power steering apparatus and a vehicle capable of preventing a reduction in accuracy of torque control that occurs when the DC bus current is controlled to be equal to or less than a desired limit value, and capable of highly accurate torque control. It is to provide a control device for on-board equipment.

In order to achieve the above object, the present invention drives and controls a three-phase brushless motor incorporated in a vehicle-mounted device and supplies power from a battery to drive and control the three-phase brushless motor based on the driving state of the vehicle. A control command value is calculated, and a three-phase brushless motor is driven and controlled based on the control command value by a control device including an inverter. At this time, the control device has a control command value limit value for limiting the battery current supplied from the battery to the control device, and corrects the control command value so that the battery current does not exceed the control command value limit value. Furthermore, the control device has a circuit for feedback correcting the control command value based on the battery current, and when the battery current is corrected so as not to exceed the control command value limit value, the corrected control command value is converted into the battery current. Based on the feedback correction, the control command value corrected for feedback is output to the inverter.

1 is a schematic diagram illustrating an electric power steering device according to a first embodiment. 1 is a system diagram illustrating a motor drive system according to a first embodiment. 2 is a control command value limit value calculation map according to the first embodiment. FIG. 3 is a control block diagram illustrating a motor control unit according to the first embodiment. FIG. 3 is a control block diagram illustrating a configuration of a torque command unit according to the first embodiment. It is an operation | movement schematic diagram of the torque instruction part of Example 1. FIG. FIG. 6 is a control block diagram illustrating a configuration of a torque command unit according to a second embodiment. FIG. 6 is a control block diagram illustrating a configuration of a torque command unit according to a third embodiment.

[Example 1]
FIG. 1 is a schematic diagram illustrating the configuration of the electric power steering apparatus according to the first embodiment. The electric power steering apparatus includes a steering wheel 201, a steering shaft (steering shaft) 202, a pinion shaft 203, a rack shaft 204, and a steering mechanism using a rack and pinion mechanism. In this steering mechanism, when the driver rotates the steering wheel 201 left and right, the steering torque is transmitted to the pinion shaft 203 via the steering shaft 202, and the rotational motion of the pinion shaft 203 is converted into the linear motion of the rack shaft 204. Thus, the steered wheels connected to both ends of the rack shaft 204 are steered. The pinion shaft 203 is provided with a steering torque sensor 206 that detects the steering torque of the steering wheel 201, and generates a torque command τ * to the motor 1 that assists the steering torque based on the detected steering torque and vehicle speed information. And the motor 1 is driven. The speed reduction mechanism 205 transmits the torque generated by the motor 1 to the steered wheels to assist the driver's steering. The motor control unit 10 includes an inverter circuit 2, a battery 3, a battery voltage sensor 4, a position sensor 5, a current sensor 6, a battery current detection circuit 7, a control command value limiting unit 8, and a torque command unit 9 (FIG. 2). reference). In the electric power steering apparatus, a torque command generator 30 (to be described later) outputs a torque command τ * to the motor 1 that assists the steering torque based on the steering torque and vehicle speed information detected by the steering torque sensor 206.

FIG. 2 is a system diagram illustrating the motor drive system according to the first embodiment. The motor drive system includes a motor 1, an inverter circuit 2 that drives the motor 1, a battery 3 that supplies power to the inverter circuit 2, and a battery voltage sensor that detects a voltage of the battery 3 that is a supply voltage to the inverter circuit 2. 4, a position sensor 5 that detects the rotor position of the motor 1, a current sensor 6 that detects a three-phase AC current flowing through the motor 1, and a battery current (DC bus current) that is a supply current to the inverter circuit 2. A battery current detection circuit 7 to detect, a control command value limiter 8 that generates a command to limit the battery current, and a torque that generates a torque command so that the battery current detection value IDCfb matches the control command value limit value IDC * A command unit 9 and a motor control unit 10 that performs control for generating torque that matches the torque command are included.

The motor 1 is a three-phase brushless motor, for example, a permanent magnet synchronous motor. The inverter circuit 2 is configured by a switching element such as an FET, and is connected to the motor 1 and the battery 3. Based on the battery voltage detected by the battery voltage sensor 4, the control command value limiting unit 8 sets a control command value limiting value IDC * that limits the battery current supplied to the inverter circuit 2 to a preset value. Output to 9. The torque command unit 9 includes an operation state signal receiving unit that receives a battery voltage VDC, a battery current IDCfb, an environmental temperature signal of the motor 1 and the inverter circuit 2, a command signal from a controller such as a vehicle integrated control device (not shown), and the like. Have. The torque command unit 9 outputs a torque command to the motor control unit 10 so that the control command value limit value IDC * from the control command value limit unit 8 matches the battery current detection value IDCfb detected by the battery current detection circuit 7. To do. The motor control unit 10 controls the torque generated by the motor 1 by driving the inverter circuit 2 based on the torque command τ ** of the torque command unit 9. The control command value limiter 8 obtains a control command value limit value IDC * based on the battery voltage detection value VDC detected by the battery voltage sensor 4. FIG. 3 is a control command value limit value calculation map of the first embodiment. As the battery voltage detection value VDC is lower, the battery current that is the DC bus current is limited to suppress an excessive decrease in the battery voltage that is the DC voltage.

FIG. 4 is a control block diagram showing the motor control unit of the first embodiment. The motor control unit 10 includes a vector controller 20, a dq / three-phase converter 21, a PWM 22, a three-phase / dq coordinate converter 23, a phase calculator 24, and a speed calculator 25. Thereby, a well-known vector control is performed as a method for linearizing the torque of the permanent magnet synchronous motor. The vector controller 20 outputs voltage commands Vd * and Vq * on the dq axis so that the motor 1 generates a torque corresponding to the current command Iq * contributing to the torque of the motor 1. The dq / three-phase converter 21 outputs three-phase AC voltage commands Vu *, Vv *, Vw * based on the voltage commands Vd *, Vq * on the dq axis and the rotor phase θd. The PWM 22 performs pulse width modulation (PWM: Pulse Width Modulation) using the three-phase AC voltage commands Vu *, Vv *, and Vw * as signals for turning on / off the switching elements of the inverter circuit 2, and the pulse width modulated signal. Is output. Based on the three-phase AC currents Iuc, Ivc, Iwc and the rotor phase θd, the three-phase / dq coordinate converter 23 is a current Iqc (q-axis current component) contributing to torque and a current Idc (d-axis) contributing to magnetic flux. Current component). The phase calculator 24 calculates the rotor phase θd from the rotor position detected by the position sensor 5, and outputs it to the dq / three-phase converter 21, the three-phase / dq coordinate converter 23, and the speed calculator 25. . The speed calculator 25 calculates the rotational speed ωrm of the motor 1 from the rotor phase θd and outputs it to the vector controller 20.

Next, the basic operation of the motor control unit 10 will be described. The vector controller 20 generates a current command Iq * contributing to torque and a current command Id * contributing to magnetic flux based on the torque command τ * of the torque command unit 9. However, the current command Id * is normally set to zero if it is a non-salient permanent magnet synchronous motor. In salient-pole permanent magnet synchronous motors, field weakening control and efficiency maximization control, a non-zero command is given as the current command Id *.

In the three-phase / dq coordinate converter 23, the current Iqc (q-axis current component) that contributes to the torque and the magnetic flux are determined based on the three-phase AC Iuc, Ivc, Iwc that are the AC current detection values of the motor 1 and the rotor phase θd. The current Idc (d-axis current component) that contributes is separated. Then, current control is performed so that the detected current values coincide with the current command Iq * contributing to the torque and the current command Id * contributing to the magnetic flux. As a result of the current control, the voltage commands Vd * and Vq * on the dq axis that is the rotation coordinate axis are calculated, and the dq / three-phase converter 21 calculates the three based on the voltage commands Vd * and Vq * and the rotor phase θd. Convert to phase AC voltage command Vu *, Vv *, Vw *. The voltage commands Vd * and Vq * on the dq axis may be calculated by combining the result of current control and the result of non-interference control that compensates for the interference term on the dq axis.

Three-phase AC voltage commands Vu *, Vv *, and Vw * are obtained by performing pulse width modulation using PWM22 as a signal for turning on / off the switching element of the inverter circuit 2 and driving the switching element of the inverter circuit 2. Voltages corresponding to the phase AC voltage commands Vu *, Vv *, and Vw * are applied to the motor 1. Then, by sequentially switching energization to each phase of the motor 1, current can be supplied to each phase and the motor 1 can be driven. In some cases, a method may be employed in which the DC bus current is detected without detecting the three-phase AC current, and the phase current is reproduced and calculated inside the controller. There is a known technique for reproducing and calculating a three-phase alternating current (phase current) from the direct current bus current, and it is omitted because it is not a main part of the present invention.

FIG. 5 is a control block diagram illustrating the configuration of the torque command unit according to the first embodiment. The torque command unit 9 includes a torque command generator 30, a deviation calculator 31, an integrator 32, a limit processor 33, and an adder 34. The torque command generator 30 which is a control command value calculation unit generates a torque command τ * to the motor 1. The deviation calculator 31 calculates the deviation between the control command value limit value IDC * output from the control command value limiter 8 and the battery current detection value IDCfb output from the battery current detection circuit 7. The integrator 32 integrates the deviation output from the deviation calculator 31 and outputs a torque command correction amount Δτ *. The limit processor 33 limits the torque command correction amount Δτ * output from the integrator 32. The adder 34 adds the torque command to the motor 1 output from the torque command generator 30 and the torque command correction amount Δτ * limited by the limit processor 33, and calculates the corrected torque command τ **. Output.

Next, the operation of the torque command unit 9 which is a characteristic part of the present invention will be described. FIG. 6 is a schematic operation diagram of the torque command unit according to the first embodiment. A torque command τ * from the torque command generator 30 to the motor 1 is generated. Based on this torque command τ *, the motor control unit 10 controls the torque generated by the motor 1. However, here, the DC voltage and the rotational speed ωrm of the motor 1 are constant for easy understanding. Suppose that the battery current detection value IDCfb flows as the battery current before correction in FIG. 4 based on the torque command τ *. At this time, the torque command unit 9 calculates a deviation (IDC * −IDCfb) in the IDC * and IDCfb deviation calculator 31 so that the battery current detection value IDCfb matches the control command value limit value IDC *. The deviation in this case is a negative value because the battery current detection value IDCfb exceeds the control command value limit value IDC *. The deviation obtained by the deviation calculator 31 is multiplied by an integral gain K to perform an integral calculation (or proportional calculation + integral calculation), and a torque command correction amount Δτ * is created and output to the limit processor 33.

The limit processor 33 limits the torque command correction amount Δτ * from zero or less to a value obtained by multiplying the torque command τ * by −1. Therefore, the maximum value of the torque command correction amount Δτ * is zero, and the minimum value is a negative value obtained by multiplying the torque command τ * by −1. If the torque command correction amount Δτ * is less than or equal to the value obtained by multiplying the torque command τ * by −1, the torque command correction amount Δτ * is limited to a value obtained by multiplying the torque command τ * by −1. Is limited to zero. When the torque command correction amount Δτ * is between the minimum value and the maximum value, there is no limitation. Further, the limit processor 33 has a minimum value that varies according to the torque command τ *. When the torque command is a negative value, the maximum value of the torque command correction amount Δτ * is zero, and the minimum value that becomes a positive value obtained by multiplying the torque command τ * by −1 is zero. The operation is the same as when the torque command τ * is a positive value, but the sign of the maximum value and the minimum value that are limited is different.

In the adder 34, the torque command correction amount Δτ * that has passed through the limit processor 33 is added to the torque command τ * to calculate a new torque command τ **. The corrected new torque command τ ** does not become larger than the torque command τ *. This is because when the torque command τ * is positive, the torque command correction amount Δτ * is limited to zero or a negative value obtained by multiplying the torque command τ * by −1 by the limit processor 33. Similarly, when the torque command τ * is negative, the torque command correction amount Δτ * is limited to zero or a positive value obtained by multiplying the torque command τ * by −1. τ ** does not become smaller than the torque command τ *.

As described above, when the torque generated by the motor 1 is controlled based on the corrected new torque command τ **, the battery current becomes smaller than when the control is performed based on the torque command τ * before correction. Then, by constructing such a feedback loop, the torque command τ * can be corrected online, so that the battery command detected value IDCfb becomes the torque command τ * that matches the control command value limit value IDC *. The generated torque of the motor 1 can be controlled.

Next, an example of how to obtain the integral gain K of the integrator 32 of the torque command unit 9 which is a characteristic part of the present invention will be described. Regarding the relationship between the battery voltage VDC of the inverter circuit 2 and the battery current detection value IDCfb, the relationship of the following expression (1) is established with respect to power. [Expression (1)] VDC × IDCfb = τ * × ωrm + R * × (Idc ² + Iqc ² ) + Ploss Here, the first term on the right side represents the mechanical output of the motor 1. The second term represents the copper loss of the motor 1. R * is the phase resistance setting value of the motor 1. The third term represents loss including iron loss of the motor 1 and the like.

For example, when losses such as copper loss and iron loss of the motor 1 can be ignored, the expression (1) can be expressed as the following expression (2). From the equation (2), in the battery current feedback control system in which the operation amount is the torque command τ *, the control target can be expressed as ωrm / VDC. [Expression (2)] VDC × IDCfb = τ * × ωrm Therefore, the input can be expressed as a transfer function of the torque command τ * and the output as the battery current detection value IDCfb.

Here, the integral gain K of the torque command section 9 is set as shown in equation (3). [Expression (3)] K = (VDC / ωrm) × 2π × FC where FC is a control response frequency [Hz] of the battery current feedback control system.

The battery current control response from the control command value limit value IDC * to the battery current detection value IDCfb can be defined by a first-order lag system as shown in Equation (4), and a theoretical control system can be constructed. . [Expression (4)] IDCfb / τ * = 1 / (1 + 1 / (2π × FC) × s) where s is a Laplace operator.

In the first embodiment, the copper loss and iron loss of the motor 1 are ignored, but the same can be considered in the same manner by considering copper loss or losses such as copper loss and iron loss. In this case, the responsiveness of the feedback control system and the control stability with respect to the control response frequency are further improved. In the first embodiment, since the battery current that is the DC bus current is limited without waste, it is possible to provide an electric power steering apparatus that can make maximum use of the power supplied by the battery 3. Further, by varying the control command value limit value IDC * based on the voltage VDC supplied by the battery 3, appropriate power control can be performed according to the state of the battery, preventing early deterioration of the battery 3, Failure or breakage of components connected between the battery 3 and the inverter circuit 2 or heat generation due to path resistance can be suppressed.

Further, as shown in Expression (1), the integral gain K is affected by the battery voltage detection value VDC, the motor rotation speed ωrm, and Ploss. In Ploss, copper loss is represented by R × I ² . (I: Motor phase current value (either command current or actual current may be used) R: Resistance of motor circuit (winding, etc.).) Iron loss includes hysteresis loss and eddy current loss. Hysteresis loss is expressed as Ph = kh * f * Bm ^1.6 . (Ph: hysteresis loss, f: frequency, Bm: maximum magnetic flux density, kh: proportional constant). The eddy current loss is expressed by Pe = ke * (t * f / Bm) ² / ρ. (Pe: eddy current loss, t: iron plate thickness, f: frequency, Bm: maximum magnetic flux density, ρ: resistivity of magnetic material, ke: proportional constant). Therefore, the battery voltage signal, the motor rotation number signal, the motor loss signal that is a signal related to copper loss and iron loss are generated, and the integrator 32 is provided with a voltage signal reception unit, a rotation number signal reception unit and a motor loss signal reception unit. As a result, the responsiveness of the feedback control system and the control stability with respect to the control response frequency are further improved.

As described above, in Example 1, the following effects can be obtained. (1-1) Electric power is supplied from the steering mechanism that steers the steered wheels according to the steering operation of the steering wheel 201, the motor 1 (three-phase brushless motor) that applies steering force to the steering mechanism, and the battery 3. A motor control unit 10 (control device) that controls the drive of the motor 1, and a torque command τ * and a torque that are provided in the motor control unit 10 and are control command values for controlling the drive of the motor 1 based on the driving state of the vehicle A torque command unit 9 (control command value calculation unit) that calculates the command τ **, an inverter circuit 2 that is provided in the motor control unit 10 and controls the drive of the motor 1 based on the torque command τ **, and the motor control unit 10 Provided with a control command value limit value IDC * (limit value: equivalent to the control command value limit unit 8) that limits the battery current IDCfb that is a current supplied from the battery 3 to the motor control unit 10 The torque command unit 9 (control command) having a deviation calculator 31, an integrator 32, a limit processor 33, and an adder 34 for correcting the torque command τ * so that the battery current IDCfb does not exceed the control command value limit value IDC *. Value limiting unit), a battery current detection circuit 7 provided in the motor control unit 10 for detecting or estimating the battery current, and a circuit provided in the motor control unit 10 for feedback correction of the control command value based on the battery current. When the torque command τ * is corrected by the torque command unit 9, the torque command τ ** corrected by the torque command unit 9 is feedback-corrected and the feedback-corrected torque command τ ** is output to the inverter circuit 2. And an electric power steering device characterized by having a current feedback circuit. When feedback correction is performed on a voltage command on the dq axis or a three-phase AC voltage command that is output based on the torque command τ * that has not been corrected by the torque command unit 9, the difference between the torque command τ * and the torque generated by the motor is Since it becomes large, feedback control may diverge. On the other hand, in the first embodiment, the above-described problem can be suppressed by performing feedback correction of the torque command τ ** already corrected by the torque command unit 9. In the first embodiment, the torque command generator 30 in the torque command unit 9 calculates the torque command τ * based on the steering torque. However, the torque command τ is not limited to the steering torque but is considered in consideration of the vehicle speed, the steering speed, and the like. * May be calculated. The torque commands τ * and τ ** may be current commands that contribute to torque, or torque command values for calculating current commands that contribute to torque.

(2-2) In the electric power steering device described in (1-1) above, the torque command unit 9 corrects the torque command τ * so that the battery current IDCfb approaches the control command value limit value IDC *. An electric power steering device. Since the torque command unit 9 corrects the torque command τ * so as to be as high as possible, the deterioration of the steering feeling can be suppressed within the range of the control command value limit value IDC *.

(3-3) In the electric power steering apparatus described in (1-1) above, the control command value limiting unit 8 includes a driving state signal receiving unit to which a driving state signal that is a signal indicating the driving state of the vehicle is input. An electric power steering apparatus comprising: a control command value limit value IDC * variably adjusted based on an operation state signal. By variably controlling the control command value limit value IDC * according to the driving state, it is possible to widen the application range of steering force application (size of steering torque, length of time) and improve steering feeling. . In the first embodiment, it is variable based on the battery voltage detection value VDC, but may be variable based on other signals, for example, the temperature of the motor 1 or the inverter circuit 2, a command signal from the vehicle integrated control device, or the like.

(4-4) In the electric power steering device described in (3-3) above, the control command value limiting unit 8 is configured to control the control command value limit value IDC based on the voltage of the battery 3 that supplies power to the motor control unit 10. An electric power steering device characterized by variably adjusting *. Therefore, when the battery voltage is lowered, the battery can be protected by setting the control command value limit value IDC * lower.
(5-5) In the electric power steering apparatus described in (1-1) above, the torque command unit 9 is an input to which a battery voltage detection value VDC that is a signal indicating a voltage value input to the inverter circuit 2 is input. A voltage signal receiving unit and a rotation number signal receiving unit to which a rotation number signal indicating the rotation number ωrm of the motor 1 is input, and a torque command τ * is corrected based on the input voltage signal and the rotation number signal. An electric power steering device. Therefore, the response of the battery current feedback control system can be set to a desired value.

(6-6) In the electric power steering apparatus described in (5-5) above, the torque command unit 9 is a motor loss signal receiving unit to which a motor loss signal that is a signal related to copper loss or iron loss of the motor 1 is input. And a torque command τ * is corrected based on Ploss which is a motor loss signal. Therefore, the responsiveness of the battery current feedback control system and the control stability with respect to the control response frequency can be further improved.

[Example 2] Next, Example 2 will be described. Since the basic configuration is the same as that of the first embodiment, only different points will be described. FIG. 7 is a control block diagram illustrating the configuration of the torque command unit according to the second embodiment. In the first embodiment, the integral gain K is determined as [Equation (3)] so as to be the control response frequency Fc of the battery current feedback control system. Furthermore, when the copper loss is taken into consideration with respect to the integral gain K, the control stability with respect to the control response frequency is further improved. The copper loss is obtained from the phase resistance set value R * and the dq axis current detection value (may be a dq axis current command) as shown in [Expression (1)]. When the environmental temperature of the motor control unit changes as the phase resistance setting value R * increases or decreases, the actual phase resistance of the motor 1 also changes. Therefore, an environmental temperature detection unit 35 that detects or estimates the environmental temperature around the motor 1 and outputs an environmental temperature signal is provided. The integrator 32 includes an environmental temperature signal receiving unit that receives an environmental temperature signal. The integrator 32 corrects the phase resistance set value R * based on the received environmental temperature signal. Thereby, the stability of control with respect to the control response frequency can be maintained even when the environmental temperature changes.

Hereinafter, technical ideas that can be grasped from Example 2 will be described. (7-7) The motor control unit 10 includes a temperature signal receiving unit that receives an environmental temperature signal that is a signal related to the environmental temperature around the motor 1, and the torque command unit 9 is based on the environmental temperature signal to generate a torque command τ * An electric power steering device characterized by correcting the above. Since the parameters for calculating copper loss and iron loss change depending on the environmental temperature, the control of the response and control response frequency of the battery current feedback control system can be achieved by correcting the torque command τ * with further consideration of the environmental temperature. Can be further improved.

Example 3
Next, Example 3 will be described. FIG. 8 is a control block diagram illustrating the configuration of the torque command unit according to the third embodiment. In Example 1, the example which applied this invention to the electric power steering apparatus was shown. On the other hand, Example 3 is adopted for other on-vehicle equipment. In the first embodiment, as shown in FIG. 5, the torque command τ * and the torque command correction amount Δτ * are added to create a corrected new torque command τ **. On the other hand, in Example 3, the torque command correction amount Δτ * is directly used as the torque command τ ** without adding the torque command τ * shown in FIG. Further, the restriction processor 33 shown in FIG. 5 is deleted. For example, when a vehicle-mounted device such as an electric pump or an electric compressor performs control, the same effect as that of the first embodiment can be obtained by changing the configuration of the torque command unit 9 as shown in FIG. The generated torque of the motor 1 can be controlled without the value IDCfb overshooting the control command value limit value IDC *.

The technical ideas that can be grasped from Example 3 are listed below.
(8-15) A control device for a vehicle-mounted device that drives and controls a three-phase brushless motor incorporated in a vehicle-mounted device, and that drives the three-phase brushless motor based on the driving state of the vehicle. A control command value calculation unit for calculating a control command value for controlling, an inverter circuit for driving and controlling the three-phase brushless motor based on the control command value, and a battery that is a current supplied from the battery to the control device A torque command unit that has a control command value limit value that limits current and corrects the control command value so that the battery current does not exceed the control command value limit value; and a battery current that detects or estimates the battery current A detection circuit; and a circuit for feedback-correcting the control command value based on the battery current, wherein the control command value is the torque A current feedback circuit that, when corrected by the command unit, feedback-corrects the control command value corrected by the torque command unit and outputs the feedback-corrected control command value to the inverter circuit; A control device for on-vehicle equipment.
When feedback correcting a voltage command on the dq axis or a three-phase AC voltage command that is output based on a control command value that is not corrected by the torque command unit, a difference in generated torque from the control command value increases. There is a possibility that feedback control may diverge. On the other hand, in this invention, the said subject can be suppressed by carrying out feedback correction of the control command value already corrected by the torque command part.

(9-16) In the control device for on-vehicle equipment described in (6-15) above, the torque command unit sets the control command value limit value within a range in which the battery current does not exceed the control command value limit value. A control device for a vehicle-mounted device, wherein the control command value is corrected so as to approach the vehicle.
Since the torque command unit corrects the control command value to be as high as possible, it is possible to suppress the deterioration of the steering feeling within the range of the control command value limit value.
(10-17) In the control device for on-vehicle equipment described in (8-15) above, the control command value limiter receives an operating state signal to which an operating state signal that is a signal indicating the operating state of the vehicle is input. And a control command value or a control command limit value is corrected based on the driving state signal.
By correcting the control command value or the control command limit value according to the driving state, it is possible to widen the application range of the steering force application (the magnitude of the steering torque, the length of time) and improve the steering feeling. .

(11-18) In the vehicle mounted device control device according to (10-17), the control command value limiting unit is configured to control the control command value limit value based on a voltage of a battery that supplies power to the control device. A device for controlling a vehicle-mounted device, wherein the vehicle is variably adjusted.
When the battery voltage is lowered, the battery can be protected by setting the limit value lower.

(12-19) In the vehicle mounted device control apparatus according to (8-15), the torque command unit is an input to which an input voltage signal that is a signal indicating a voltage value input to the inverter circuit is input. A voltage signal receiving unit; and a rotation number signal receiving unit to which a rotation number signal that is a signal indicating the rotation number of the three-phase brushless motor is input, and the control command is based on the input voltage signal and the rotation number signal. A control apparatus for a vehicle-mounted device, wherein the value is corrected.
Therefore, the response of the battery current feedback control system can be set to a desired value.
(13-20) In the vehicle mounted device control apparatus according to (12-19) above,
The torque command unit includes a motor loss signal receiving unit to which a motor loss signal that is a signal related to copper loss or iron loss of the three-phase brushless motor is input, and corrects the control command value based on the motor loss signal. A control device for a vehicle-mounted device.
Therefore, the responsiveness of the battery current feedback control system and the control stability with respect to the control response frequency can be further improved.

(Other Embodiments) The present invention is not limited to the above-described embodiments, and includes various modifications. For example, the above-described embodiments have been described in detail for easy understanding of the present invention, and are not necessarily limited to those having all the configurations described. Further, a part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of one embodiment. Furthermore, it is possible to add, delete, and replace other configurations for a part of the configuration of each embodiment.

The technical ideas that can be grasped from the above embodiments are listed below.
(14-8) a steering mechanism for turning the steered wheels according to the steering operation of the steering wheel;
A three-phase brushless motor that applies steering force to the steering mechanism;
A control device which is supplied with electric power from a battery and drives and controls the three-phase brushless motor;
A calculation unit that is provided in the control device and calculates a control command value for driving and controlling the three-phase brushless motor based on a driving state of the vehicle, and is a current supplied from the battery to the control device. A control command value calculation unit that calculates the control command value so that the battery current does not exceed a control command value limit value for limiting the battery current;
An inverter circuit provided in the control device for driving and controlling the three-phase brushless motor based on the control command value;
A battery current detection circuit provided in the control device for detecting or estimating the battery current;
A current feedback circuit provided in the control device, which feedback-corrects the control command value based on the battery current and outputs the control command value feedback-corrected to the inverter circuit;
An electric power steering apparatus comprising:
When feedback correction is performed on a voltage command on the dq axis or a three-phase AC voltage command that is output based on a control command value that has not been corrected by the control command value calculation unit, the difference between the control command value and the torque generated by the motor is large. Therefore, the feedback control may diverge. On the other hand, in this invention, the said subject can be suppressed by carrying out the feedback correction | amendment of the control command value corrected by the control command value calculating part.

(15-9) In the electric power steering device according to (14-8), the control command value calculation unit calculates the control command value so that a battery current approaches the limit value. Electric power steering device. Since the control command value calculation unit corrects the control command value so as to be as high as possible, it is possible to suppress the deterioration of the steering feeling within the limit value range.
(16-10) In the electric power steering apparatus according to (14-8), the control command value calculation unit includes a driving state signal receiving unit to which a driving state signal that is a signal indicating a driving state of the vehicle is input. An electric power steering apparatus comprising: correcting the control command value or the control command limit value based on the driving state signal.
By correcting the control command value according to the driving state, it is possible to widen the application range of the steering force application (the magnitude of the steering torque, the length of time) and improve the steering feeling.
(17-11) In the electric power steering device according to (16-10), the control command value calculation unit variably adjusts the limit value based on a voltage of a battery that supplies power to the control device. An electric power steering device.
When the battery voltage is lowered, the battery can be protected by setting the limit value lower.

(18-12) In the electric power steering device according to (14-8), the control command value calculation unit is an input to which an input voltage signal that is a signal indicating a voltage value input to the inverter circuit is input. A voltage signal receiving unit; and a rotation number signal receiving unit to which a rotation number signal that is a signal indicating the rotation number of the three-phase brushless motor is input, and the control command is based on the input voltage signal and the rotation number signal. An electric power steering apparatus characterized by correcting a value.
The response of the battery current feedback control system can be set to a desired value.
(19-13) In the electric power steering device according to (18-12), the control command value calculation unit receives a motor loss signal that is a signal relating to copper loss or iron loss of the three-phase brushless motor. An electric power steering apparatus comprising a motor loss signal receiving unit and correcting the control command value based on the motor loss signal.
Therefore, the responsiveness of the battery current feedback control system and the control stability with respect to the control response frequency can be further improved.
(20-14) In the electric power steering device according to (19-13), the control device includes a temperature signal receiving unit that receives an environmental temperature signal that is a signal related to an environmental temperature around the three-phase brushless motor. The electric power steering apparatus, wherein the control command value calculation unit corrects the control command value based on the environmental temperature signal.
Since the parameters for calculating copper loss and iron loss change depending on the environmental temperature, the control command value is corrected with further consideration of the environmental temperature, so that the control of the responsiveness and control response frequency of the battery current feedback control system can be achieved. Stability can be further improved.

According to each of the above embodiments, the difference between the control command value and the generated torque of the motor is reduced by feedback correcting the control command value that has been corrected so that the battery current does not exceed the control command value limit value. And control divergence can be suppressed.

Although only a few embodiments of the present invention have been described above, various modifications or improvements can be made to the illustrated embodiments without substantially departing from the novel teachings and advantages of the present invention. Will be easily understood by those skilled in the art. Therefore, it is intended that the embodiment added with such changes or improvements is also included in the technical scope of the present invention.
The embodiments of the present invention have been described above based on some examples. However, the above-described embodiments of the present invention are for facilitating understanding of the present invention and do not limit the present invention. . The present invention can be changed and improved without departing from the gist thereof, and the present invention naturally includes equivalents thereof. In addition, any combination or omission of each constituent element described in the claims and the specification is possible within a range where at least a part of the above-described problems can be solved or a range where at least a part of the effect is achieved. It is.

The present application claims priority based on Japanese Patent Application No. 2014-255454 dated December 17, 2014. The entire disclosure including the specification, claims, drawings and abstract of Japanese Patent Application No. 2014-255454 dated December 17, 2014 is incorporated herein by reference in its entirety.
The entire disclosure including the specification, claims, drawings, and abstract of JP2013-162561A is incorporated herein by reference in its entirety.

1 Motor 2 Inverter circuit 3 Battery 4 Battery voltage sensor 5 Position sensor 6 Current sensor 7 Battery current detection circuit 8 Control command value limiter 9 Torque command unit 10 Motor controller 20 Vector controller 21 dq / three-phase coordinate converter 22 PWM23 Three-phase / dq coordinate converter 24, phase calculator 25, speed calculator 30, torque command generator 31, deviation calculator 32, integrator 33, limit processor 34, adder 35, environmental temperature detector 201, steering wheel 202, steering shaft 203, pinion shaft 204, rack Shaft 205 Deceleration mechanism 206 Steering torque sensor

Claims

An electric power steering device,
A steering mechanism for turning the steered wheels according to the steering operation of the steering wheel;
A three-phase brushless motor that applies steering force to the steering mechanism;
A control device which is supplied with electric power from a battery and drives and controls the three-phase brushless motor;
A control command value calculation unit that is provided in the control device and calculates a control command value for driving and controlling the three-phase brushless motor based on a driving state of the vehicle;
An inverter that is provided in the control device and that drives and controls the three-phase brushless motor based on the control command value;
The control device has a limit value that limits a battery current that is a current supplied from the battery to the control device, and corrects the control command value so that the battery current does not exceed the limit value. A control command value limiter;
A battery current detection circuit provided in the control device for detecting or estimating the battery current;
A correction circuit provided in the control device and feedback-correcting the control command value based on the battery current, and when the control command value is corrected by the control command value limiting unit, the control command value limiting unit A current feedback correction circuit for feedback-correcting the corrected control command value based on the battery current and outputting the control command value corrected for feedback to the inverter;
An electric power steering apparatus.
2. The electric power steering apparatus according to claim 1, wherein the control command value limiter corrects the control command value so that the battery current approaches the limit value.
2. The electric power steering apparatus according to claim 1, wherein the control command value limiting unit includes a driving state signal receiving unit to which a driving state signal that is a signal indicating a driving state of the vehicle is input, based on the driving state signal. An electric power steering device that variably adjusts the limit value.
4. The electric power steering apparatus according to claim 3, wherein the control command value limiter variably adjusts the limit value based on a voltage of a battery that supplies power to the control apparatus.
2. The electric power steering apparatus according to claim 1, wherein the control command value limiting unit includes an input voltage signal receiving unit to which an input voltage signal that is a signal indicating a voltage value input to the inverter circuit is input, and the 3 An electric power steering apparatus including a rotation speed signal receiving unit to which a rotation speed signal that is a signal indicating the rotation speed of the phase brushless motor is input, and correcting the control command value based on the input voltage signal and the rotation speed signal .
6. The electric power steering apparatus according to claim 5, wherein the control command value limiting unit includes a motor loss signal receiving unit to which a motor loss signal that is a signal related to copper loss or iron loss of the three-phase brushless motor is input. An electric power steering apparatus that corrects the control command value based on the motor loss signal.
The electric power steering device according to claim 6, wherein the control device includes a temperature signal receiving unit that receives an environmental temperature signal that is a signal related to an environmental temperature around the three-phase brushless motor,
The control command value limiter corrects the control command value based on the environmental temperature signal.
An electric power steering device,
A steering mechanism for turning the steered wheels according to the steering operation of the steering wheel;
A three-phase brushless motor that applies steering force to the steering mechanism;
A control device which is supplied with electric power from a battery and drives and controls the three-phase brushless motor;
An arithmetic unit provided in the control device for calculating a control command value for driving and controlling the three-phase brushless motor based on a driving state of the vehicle, and the control command value is supplied from the battery to the control device. A control command value calculation unit that calculates the control command value so that a battery current that is a current that does not exceed a limit value for limiting the battery current;
An inverter that is provided in the control device and that drives and controls the three-phase brushless motor based on the control command value;
A battery current detection circuit provided in the control device for detecting or estimating the battery current;
A current feedback correction circuit provided in the control device, which feedback-corrects the control command value based on the battery current and outputs the control command value feedback-corrected to the inverter;
An electric power steering apparatus.
9. The electric power steering apparatus according to claim 8, wherein the control command value calculation unit calculates the control command value so that the battery current approaches the limit value.
9. The electric power steering apparatus according to claim 8, wherein the control command value calculation unit includes a driving state signal receiving unit to which a driving state signal that is a signal indicating a driving state of the vehicle is input, and based on the driving state signal. An electric power steering device that variably adjusts the limit value.
11. The electric power steering device according to claim 10, wherein the control command value calculation unit variably adjusts the limit value based on a voltage of a battery that supplies power to the control device.
The electric power steering apparatus according to claim 8, wherein the control command value calculation unit includes an input voltage signal receiving unit to which an input voltage signal that is a signal indicating a voltage value input to the inverter circuit is input, and the 3 An electric power steering apparatus including a rotation speed signal receiving unit to which a rotation speed signal that is a signal indicating the rotation speed of the phase brushless motor is input, and correcting the control command value based on the input voltage signal and the rotation speed signal .
13. The electric power steering apparatus according to claim 12, wherein the control command value calculation unit includes a motor loss signal receiving unit to which a motor loss signal that is a signal related to copper loss or iron loss of the three-phase brushless motor is input. An electric power steering apparatus that corrects the control command value based on the motor loss signal.
The electric power steering apparatus according to claim 13, wherein the control device includes a temperature signal receiving unit that receives an environmental temperature signal that is a signal related to an environmental temperature around the three-phase brushless motor,
The control command value calculation unit is an electric power steering device that corrects the control command value based on the environmental temperature signal.
A control device for a vehicle-mounted device that controls driving of a three-phase brushless motor incorporated in the vehicle-mounted device and is supplied with power from a battery,
A control command value calculation unit that calculates a control command value for driving and controlling the three-phase brushless motor based on a driving state of the vehicle;
An inverter that drives and controls the three-phase brushless motor based on the control command value;
A control command value limiting unit that has a limit value that limits a battery current that is a current supplied from the battery to the control device, and that corrects the control command value so that the battery current does not exceed the limit value;
A battery current detection circuit for detecting or estimating the battery current;
A correction circuit that feedback-corrects the control command value based on the battery current, and the control command value corrected by the control command value calculation unit when the control command value is corrected by the control command value calculation unit A current feedback correction circuit for performing feedback correction on the basis of the battery current and outputting the control command value corrected for feedback to the inverter;
A control apparatus for a vehicle-mounted device having:
16. The control apparatus for a vehicle-mounted device according to claim 15, wherein the control command value limiter corrects the control command value so that the battery current approaches the limit value.
16. The control apparatus for a vehicle-mounted device according to claim 15, wherein the control command value limiting unit includes a driving state signal receiving unit to which a driving state signal that is a signal indicating a driving state of the vehicle is input, and the driving state signal And a control device for on-vehicle equipment that variably adjusts the limit value.
The control device for a vehicle-mounted device according to claim 17, wherein the control command value limiter variably adjusts the limit value based on a voltage of a battery that supplies power to the control device. .
The control apparatus for a vehicle-mounted device according to claim 15, wherein the control command value limiting unit is an input voltage signal receiving unit to which an input voltage signal that is a signal indicating a voltage value input to the inverter circuit is input; On-vehicle mounting that includes a rotation speed signal receiving unit to which a rotation speed signal that is a signal indicating the rotation speed of the three-phase brushless motor is input, and that corrects the control command value based on the input voltage signal and the rotation speed signal. Equipment control device.
20. The control apparatus for a vehicle-mounted device according to claim 19, wherein the control command value limiting unit includes a motor loss signal receiving unit to which a motor loss signal that is a signal related to copper loss or iron loss of the three-phase brushless motor is input. And a controller for a vehicle-mounted device that corrects the control command value based on the motor loss signal.