WO2020137511A1 - Dispositif de commande d'entraînement, dispositif d'entraînement de moteur, et dispositif de direction assistée - Google Patents

Dispositif de commande d'entraînement, dispositif d'entraînement de moteur, et dispositif de direction assistée Download PDF

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Publication number
WO2020137511A1
WO2020137511A1 PCT/JP2019/048244 JP2019048244W WO2020137511A1 WO 2020137511 A1 WO2020137511 A1 WO 2020137511A1 JP 2019048244 W JP2019048244 W JP 2019048244W WO 2020137511 A1 WO2020137511 A1 WO 2020137511A1
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Prior art keywords
motor
drive
frequency
inverter
control
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PCT/JP2019/048244
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English (en)
Japanese (ja)
Inventor
香織 鍋師
北村　高志
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日本電産株式会社
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Priority to CN201980086659.4A priority Critical patent/CN113228497B/zh
Priority to JP2020563032A priority patent/JP7444075B2/ja
Publication of WO2020137511A1 publication Critical patent/WO2020137511A1/fr

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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
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
    • H02M7/42—Conversion of dc power input into ac power output without possibility of reversal
    • H02M7/44—Conversion of dc power input into ac power output without possibility of reversal by static converters
    • H02M7/48—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • 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
    • H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
    • H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
    • H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters
    • H02P27/08—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters with pulse width modulation

Definitions

  • the present invention relates to a drive control device, a motor drive device, and a power steering device.
  • connectionless motor having n-phase windings (coils) and no connection between the coils.
  • a driving system called a full bridge in which an inverter is connected to both ends of each phase coil.
  • two inverters are normally driven and one inverter can be switched to the neutral point to perform three-phase control when an abnormality occurs.
  • a structure in which two inverters are controlled by two control circuits is known.
  • the first control unit controls the driving of the first inverter
  • the second control unit controls the driving of the second inverter.
  • the independent drive in which there is no circuit portion shared by the control circuits.
  • the frequency synchronization of the signals of the PMW carrier in each control circuit is deviated, the torque ripple of the motor deteriorates, which causes problems such as noise and vibration. Therefore, one of the purposes of the present invention is to reduce inconveniences due to torque ripple while ensuring the independence of each control circuit.
  • One aspect of a drive control device is a drive control device that controls drive of a motor, and is connected to a first inverter connected to one end of a winding of the motor and to the other end of the one end.
  • the frequency of the PWM control carrier signal has a frequency difference equal to or more than the product of the maximum rotation speed of the motor and the number of pole pairs.
  • An aspect of the motor drive device includes the drive control device and a motor whose drive is controlled by the drive control device. ..
  • an aspect of a power steering device includes the drive control device, a motor whose drive is controlled by the drive control device, and a power steering mechanism driven by the motor.
  • FIG. 1 is a diagram schematically showing a typical block configuration of a motor drive unit according to this embodiment.
  • FIG. 2 is a diagram schematically showing a typical circuit configuration of the motor drive unit according to the present embodiment.
  • FIG. 3 is a diagram showing a current value flowing in each coil of each phase of the motor.
  • FIG. 4 is a diagram schematically showing a voltage application state in a switching operation under PWM control.
  • FIG. 5 is a diagram schematically showing a state in which the application is stopped in the switching operation under the PWM control.
  • FIG. 6 is a diagram showing a PWM signal.
  • FIG. 7 is a graph showing the results of the first to fourth tests.
  • FIG. 8 is a graph showing the results of the 5th to 11th tests.
  • FIG. 9 is a diagram showing a circuit configuration of a motor drive unit in a modified example in which circuit wiring is different.
  • FIG. 10 is a diagram schematically showing the configuration of the electric power steering device according to the present embodiment.
  • FIG. 1 is a diagram schematically showing a block configuration of a motor drive unit 1000 according to this embodiment.
  • the motor drive unit 1000 includes inverters 101 and 102, a motor 200, and control circuits 301 and 302.
  • a motor drive unit 1000 including a motor 200 as a constituent element will be described.
  • the motor drive unit 1000 including the motor 200 corresponds to an example of the drive device of the present invention.
  • the motor drive unit 1000 may be a device for driving the motor 200, in which the motor 200 is omitted as a constituent element.
  • the motor drive unit 1000 in which the motor 200 is omitted corresponds to an example of the drive control device of the present invention. ..
  • the motor drive unit 1000 uses the two inverters 101 and 102 to convert the electric power from the power supply (403 and 404 in FIG. 2) into the electric power supplied to the motor 200.
  • the inverters 101 and 102 can convert DC power into three-phase AC power that is a U-phase, V-phase, and W-phase pseudo sine wave.
  • the two inverters 101 and 102 include current sensors 401 and 402, respectively. ..
  • the motor 200 is, for example, a three-phase AC motor.
  • the motor 200 has U-phase, V-phase, and W-phase coils.
  • the winding method of the coil is, for example, concentrated winding or distributed winding. ..
  • the first inverter 101 is connected to one end 210 of the coil of the motor 200 and applies a drive voltage to the one end 210
  • the second inverter 102 is connected to the other end 220 of the coil of the motor 200 and connected to the other end 220. Apply drive voltage.
  • connection between parts (components) means electrical connection unless otherwise specified. ..
  • the control circuits 301 and 302 include microcontrollers 341 and 342, etc., which will be described in detail later.
  • the control circuits 301 and 302 control the drive voltage of the inverters 101 and 102 based on the input signals from the current sensors 401 and 402 and the angle sensors 321 and 322.
  • a control method of the inverters 101 and 102 by the control circuits 301 and 302 for example, a control method selected from vector control and direct torque control (DTC) is used.
  • DTC direct torque control
  • FIG. 2 is a diagram schematically showing a circuit configuration of the motor drive unit 1000 according to the present embodiment. ..
  • the motor drive unit 1000 is connected to a first power source 403 and a second power source 404, which are independent of each other.
  • the power supplies 403 and 404 generate a predetermined power supply voltage (for example, 12V).
  • a DC power supply is used as the power supplies 403 and 404.
  • the power supplies 403 and 404 may be AC-DC converters or DC-DC converters, or batteries (storage batteries).
  • the first power supply 403 for the first inverter 101 and the second power supply 404 for the second inverter 102 are shown as an example, but the motor drive unit 1000 is common to the first inverter 101 and the second inverter 102. May be connected to a single power source. Further, the motor drive unit 1000 may include a power source inside. ..
  • the motor drive unit 1000 includes a first system corresponding to the one end 210 side of the motor 200 and a second system corresponding to the other end 220 side of the motor 200.
  • the first system includes the first inverter 101 and the first control circuit 301.
  • the second system includes the second inverter 102 and the second control circuit 302. Electric power is supplied from the first power supply 403 to the inverter 101 and the control circuit 301 of the first system.
  • the second inverter 102 and the control circuit 302 are supplied with power from the second power supply 404. ..
  • the first inverter 101 includes a bridge circuit having three legs. Each leg of the first inverter 101 includes a high side switch element connected between the power supply and the motor 200 and a low side switch element connected between the motor 200 and the ground. Specifically, the U-phase leg includes a high-side switch element 113H and a low-side switch element 113L. The V-phase leg includes a high side switch element 114H and a low side switch element 114L. The W-phase leg includes a high side switch element 115H and a low side switch element 115L.
  • the switch element for example, a field effect transistor (MOSFET or the like) or an insulated gate bipolar transistor (IGBT or the like) is used. When the switch element is an IGBT, a diode (free wheel) is connected in antiparallel with the switch element. ..
  • the first inverter 101 includes, for example, shunt resistors 113R, 114R, and 115R as current sensors 401 (see FIG. 1) for detecting currents flowing in windings of U-phase, V-phase, and W-phase, respectively. Prepare for each leg.
  • the current sensor 401 includes a current detection circuit (not shown) that detects a current flowing through each shunt resistor.
  • the shunt resistor may be connected between the low side switch elements 113L, 114L and 115L and the ground.
  • the resistance value of the shunt resistor is, for example, about 0.5 m ⁇ to 1.0 m ⁇ . ..
  • the number of shunt resistors may be other than three.
  • two shunt resistors 113R and 114R for U phase and V phase, two shunt resistors 114R and 115R for V phase and W phase, or two shunt resistors 113R and 115R for U phase and W phase are used. May be The number of shunt resistors used and the arrangement of shunt resistors are appropriately determined in consideration of product cost, design specifications and the like. ..
  • the second inverter 102 includes a bridge circuit having three legs. Each leg of the second inverter 102 includes a high side switch element connected between the power supply and the motor 200 and a low side switch element connected between the motor 200 and the ground. Specifically, the U-phase leg includes a high side switch element 116H and a low side switch element 116L. The V-phase leg includes a high side switch element 117H and a low side switch element 117L. The W-phase leg includes a high side switch element 118H and a low side switch element 118L. Similar to the first inverter 101, the second inverter 102 includes, for example, shunt resistors 116R, 117R and 118R. ..
  • the motor drive unit 1000 includes capacitors 105 and 106.
  • the capacitors 105 and 106 are so-called smoothing capacitors, and absorb the circulating current generated in the motor 200 to stabilize the power supply voltage and suppress the torque ripple.
  • the capacitors 105 and 106 are, for example, electrolytic capacitors, and the capacity and the number of capacitors used are appropriately determined according to design specifications and the like. ..
  • the control circuits 301 and 302 include, for example, power supply circuits 311, 312, angle sensors 321, 322, input circuits 331, 332, microcontrollers 341, 342, drive circuits 351, 352, and ROMs 361, 362. ..
  • the control circuits 301 and 302 are connected to the inverters 101 and 102. Then, the first control circuit 301 controls the first inverter 101, and the second control circuit 302 controls the second inverter 102. ..
  • the control circuits 301 and 302 can realize the closed loop control by controlling the target position (rotation angle), rotation speed, current, and the like of the rotor.
  • the rotation speed is obtained, for example, by differentiating the rotation angle (rad) with time, and is represented by the number of rotations (rpm) at which the rotor rotates in a unit time (for example, 1 minute).
  • the control circuits 301 and 302 can also control the target motor torque.
  • the control circuits 301 and 302 may include a torque sensor for torque control, but torque control is possible even if the torque sensor is omitted. Further, a sensorless algorithm may be provided instead of the angle sensors 321 and 322.
  • the power supply circuits 311 and 312 generate DC voltages (for example, 3V and 5V) required for each block in the control circuits 301 and 302. ..
  • the angle sensors 321 and 322 are resolvers or Hall ICs, for example.
  • the angle sensors 321 and 322 are also realized by a combination of an MR sensor having a magnetoresistive (MR) element and a sensor magnet.
  • the angle sensors 321 and 322 detect the rotation angle of the rotor of the motor 200 and output a rotation signal representing the detected rotation angle to the microcontrollers 341 and 342.
  • the angle sensors 321 and 322 may be omitted depending on the motor control method (for example, sensorless control). ..
  • the input circuits 331 and 332 receive the motor current value detected by the current sensors 401 and 402 (hereinafter, referred to as “actual current value”).
  • the input circuits 331 and 332 convert the level of the actual current value into the input level of the microcontrollers 341 and 342 as necessary, and output the actual current value to the microcontrollers 341 and 342.
  • the input circuits 331 and 332 are analog-digital conversion circuits. ..
  • the microcontrollers 341 and 342 receive the rotation signal of the rotor detected by the angle sensors 321 and 322 and the actual current value output from the input circuits 331 and 332.
  • the microcontrollers 341 and 342 set a target current value according to the actual current value and the rotation signal of the rotor, generate a PWM signal, and output the generated PWM signal to the drive circuits 351 and 352.
  • the microcontrollers 341 and 342 generate PWM signals for controlling the switching operation (turn-on or turn-off) of each switch element in the inverters 101 and 102. ..
  • Each microcontroller 341, 342 is equipped with an internal clock 371, 372. Generation of the PWM signal in each of the microcontrollers 341 and 342 is executed according to the clock signal from the internal clocks 371 and 372. That is, each of the microcontrollers 341 and 342 frequency-converts the clock signals obtained from the oscillators of the internal clocks 371 and 372 to generate PWM-controlled carrier signals. ..
  • the basic frequency of the PWM signal generated by each of the microcontrollers 341 and 342 (that is, the frequency of the carrier signal in the PWM control) has a frequency difference of 1 kHz between the microcontrollers 341 and 342.
  • the drive circuits 351 and 352 are typically gate drivers.
  • the drive circuits 351 and 352 generate a control signal (for example, a gate control signal) that controls the switching operation of each switch element in the first inverter 101 and the second inverter 102 according to the PWM signal, and generate the control signal to each switch element.
  • the microcontrollers 341 and 342 may have the functions of the drive circuits 351 and 352. In that case, the drive circuits 351 and 352 are omitted. ..
  • the ROMs 361 and 362 are, for example, writable memories (for example, PROM), rewritable memories (for example, flash memory), or read-only memories.
  • the ROMs 361 and 362 store control programs including instruction groups for causing the microcontrollers 341 and 342 to control the inverters 101 and 102.
  • the control program is once expanded in the RAM (not shown) at boot time.
  • the control circuits 301 and 302 drive the motor 200 by performing three-phase energization control using both the first inverter 101 and the second inverter 102. Specifically, the control circuits 301 and 302 perform three-phase energization control by switching-controlling the switch element of the first inverter 101 and the switch element of the second inverter 102.
  • FIG. 3 is a diagram showing a current value flowing in each coil of each phase of the motor 200. ..
  • FIG. 3 is a current obtained by plotting current values flowing in the U-phase, V-phase, and W-phase coils of the motor 200 when the first inverter 101 and the second inverter 102 are controlled according to the three-phase energization control.
  • a waveform (sine wave) is illustrated.
  • the horizontal axis of FIG. 3 represents the motor electrical angle (deg), and the vertical axis represents the current value (A).
  • Ipk represents the maximum current value (peak current value) of each phase.
  • the inverters 101 and 102 can drive the motor 200 by using, for example, a rectangular wave in addition to the sine wave illustrated in FIG. ..
  • the current waveform illustrated in FIG. 3 is generated when a voltage having a waveform corresponding to the current waveform is applied to the motor 200. Then, such a voltage is generated by the switching element of the first inverter 101 and the switching element of the second inverter 102 switching by PWM control at a high speed such as 20 kHz.
  • 4 and 5 are diagrams schematically showing a switching operation under PWM control.
  • FIG. 4 shows a state of voltage application
  • FIG. 5 shows a state of application stop. ..
  • the U-phase leg includes the high-side switch element 113H and the low-side switch element 113L on the first inverter 101 side, and the high-side switch element 116H and the low-side switch element 116L on the second inverter 102 side. ..
  • the high-side switch element 113H and the low-side switch element 113L on the side of the first inverter 101 are not turned on at the same time, and when one is turned on, the other is turned off. Similarly, the high-side switch element 116H and the low-side switch element 116L on the second inverter 102 side are not turned on at the same time. ..
  • the high side switch elements 113H and 116H are turned on in one of the two inverters 101 and 102 (the second inverter 102 in the case of FIG. 4) and the other (FIG. In the case of 4, the first inverter 101) turns on the low-side switch elements 113L and 116L. As a result, a current flows from the one side to the other side as indicated by the arrow in the figure. ..
  • FIG. 6 is a diagram showing a PWM signal. ..
  • the PWM signal is a binary pulse signal, and a first value representing voltage application and a second value representing application stop occur alternately.
  • the pulse of the PWM signal is repeated at a cycle T0, and the cycle T0 is divided into a first value duration T1 and a second value duration T2. ..
  • the PWM signal is a high frequency signal of, for example, 20 kHz, so the cycle T0 is a short cycle of, for example, 50 ⁇ sec. Therefore, the effective voltage (effective voltage) applied to the motor 200 becomes a voltage leveled in the cycle T0, and the ratio (duty) between the cycle T0 and the duration T1 of the first value is the power supply voltage and the effective voltage. Equal to the ratio of.
  • the effective voltage is a voltage that changes with time corresponding to a changing current value as shown in the current waveform of FIG. 3, for example. Such time change of the effective voltage is realized by controlling the duty of the PWM signal by the microcontrollers 341 and 342. ..
  • Each of the two microcontrollers 341 and 342 generates a carrier signal having a period T0 and generates a PWM signal based on the carrier signal.
  • the periods T0 do not match between the microcontrollers 341 and 342, and the frequencies of the PWM signals are out of synchronization.
  • Such a synchronization shift causes a torque ripple in the motor 200.
  • Table 1 shows the test conditions from the first test to the fourth test. ..
  • the frequency (frequency of the first system) of the PWM signal generated by the microcontroller 341 of the first control circuit 301 for driving the first inverter 101 is fixed to 20 kHz. Then, the frequency (frequency of the second system) of the PWM signal generated by the microcontroller 342 of the second control circuit 302 for driving the second inverter 102 is changed.
  • the frequency of the second system is set to 19.95 kHz, and the frequency difference between the first system and the second system is 50 Hz.
  • the frequency of the second system is set to 19.995 kHz, and the frequency difference between the first system and the second system is 5 Hz.
  • FIG. 7 is a graph showing the results of the first to fourth tests. A three-dimensional graph is shown in FIG. 7, where the height axis represents the torque intensity, the left back direction axis represents the frequency, and the right back direction axis represents the test number. The large peak near 500 Hz in the graph is the peak of the frequency component corresponding to the motor speed, not the torque ripple. ..
  • both the frequency of the first system and the frequency of the second system are set to the fundamental frequency of 20.0 kHz, and the frequency difference between the first system and the second system is 0 Hz. That is, the frequencies of the PWM signals are completely synchronized between the first system and the second system. ..
  • the frequency of the first system is set to 21.0 kHz, which is +1000 Hz of the basic frequency
  • the frequency of the second system is set to 20.0 kHz, the basic frequency. ..
  • the frequency of the first system is set to 20.0 kHz, which is the basic frequency
  • the frequency of the second system is set to 19.0 kHz, which is -1000 Hz with respect to the basic frequency. ..
  • the frequency of the first system is set to 20.5 kHz, which is +500 Hz of the basic frequency
  • the frequency of the second system is set to 20.0 kHz, the basic frequency. ..
  • the frequency of the first system is set to 20.0 kHz, which is the basic frequency
  • the frequency of the second system is set to 19.5 kHz, which is -500 Hz with respect to the basic frequency. ..
  • the frequency of the first system is set to 20.1 kHz, which is +100 Hz with respect to the basic frequency
  • the frequency of the second system is set to 20.0 kHz, which is the basic frequency. ..
  • FIG. 8 is a graph showing the results of the 5th to 11th tests.
  • a three-dimensional graph is also shown in Fig. 8, where the height axis represents the torque intensity, the left back direction axis represents the frequency, and the right back direction axis represents the test number.
  • the large peak near 500 Hz in the graph is the peak of the frequency component corresponding to the rotation speed of the motor, not the torque ripple.
  • the graph showing the results of the 5th test does not show any particular peak in the frequency range of several hundred Hz. Therefore, it can be seen that torque ripple does not occur if the frequencies are synchronized. ..
  • the graphs showing the results of the 10th test and the 11th test have many peaks in the frequency region of several hundred Hz, and the peak at the position of 200 Hz corresponding to twice the frequency difference is particularly large. It can be seen that under the conditions of the 10th test and the 11th test, a large torque ripple corresponding to this large peak occurs. ..
  • the rotation speed of the motor 200 changes depending on the situation. If the rotation speed of the motor 200 changes and the vibration frequency of the torque ripple overlaps as a result of the change in the rotation speed of the motor as described above, the drive control of the motor may be disturbed. ..
  • the frequency of the PWM control carrier signal When the frequency of the PWM control carrier signal has a frequency difference equal to or more than the product of the maximum rotation speed of the motor 200 and the number of pole pairs, the frequency difference becomes 2n times (n is a natural number) between the first system and the second system.
  • the frequency of the generated torque ripple deviates from the rotation speed of the motor 200 and also deviates from the human sense range. As a result, problems such as noise, vibration and control disturbance due to the torque ripple are suppressed. ..
  • the frequency difference between the carrier signals in the PWM control is a value excluding 3n times (n is a natural number) the product in mechanical angle. Even when the frequencies of the carrier signals in the first system and the second system are completely synchronized, a 6n-order torque ripple is generated in the motor 200. When the frequency difference of the carrier signals is 3n times the product in terms of mechanical angle, it is possible to prevent the torque ripple due to the frequency difference from overlapping with the torque ripple of the 6nth order. There are two possible configurations for obtaining the frequency difference between carrier signals. ..
  • the first configuration is a configuration in which, as the two internal clocks 371 and 372 shown in FIG. 1, clock elements whose clock signal frequencies are different from each other by, for example, about 5% are used.
  • the same program can be used as a drive control program (particularly a carrier signal generation and PWM control program) in the two microcontrollers 341 and 342. ..
  • the microcontrollers 341, 3 having two frequency conversion coefficients are used. 42 is different from each other by, for example, about 5%. This conversion coefficient is used when the two microcontrollers 341 and 342 frequency-convert the clock signals from the internal clocks 371 and 372 to generate a carrier signal for PWM control.
  • the microcontroller 341 of the first control circuit 301 frequency-converts at a first conversion ratio
  • the microcontroller 342 of the second control circuit 302 frequency-converts at a second conversion ratio different from the first conversion ratio. To do.
  • clock elements having the same frequency can be adopted as the internal clocks 371 and 372, and each carrier signal having a desired frequency difference can be easily obtained by the conversion coefficient.
  • the clock element having the same frequency is, for example, a clock element in which a crystalline lens of the same standard is built in, and an increase in the kinds of parts can be avoided.
  • the internal clocks 371 and 372 may have individual differences. That is, in the case of a lens of the same standard, an individual difference of about 50 Hz may occur as described above, but if the conversion coefficient differs by about 5%, a frequency difference far exceeding such an individual difference occurs, so that there is no individual difference. It doesn't matter. ..
  • FIG. 9 is a diagram showing a circuit configuration of a motor drive unit 1000 in a modified example in which circuit wiring is different. In the modification shown in FIG. 9, the ground ends of the first inverter 101 and the second inverter 102 are separated.
  • Vehicles such as automobiles generally include a power steering device.
  • the power steering device generates an assist torque for assisting a steering torque of a steering system generated by a driver operating a steering wheel.
  • the auxiliary torque is generated by the auxiliary torque mechanism, and the driver's operation load can be reduced.
  • the auxiliary torque mechanism is composed of a steering torque sensor, an ECU, a motor, a speed reduction mechanism, and the like.
  • the steering torque sensor detects a steering torque in the steering system.
  • the ECU generates a drive signal based on the detection signal of the steering torque sensor.
  • the motor generates an auxiliary torque according to the steering torque based on the drive signal, and transmits the auxiliary torque to the steering system via the speed reduction mechanism. ..
  • the motor drive unit 1000 of the above embodiment is preferably used for a power steering device.
  • FIG. 10 is a diagram schematically showing the configuration of the electric power steering device 2000 according to the present embodiment.
  • the electric power steering device 2000 includes a steering system 520 and an auxiliary torque mechanism 540. ..
  • the steering system 520 includes, for example, a steering handle 521, a steering shaft 522 (also referred to as “steering column”), universal shaft couplings 523A and 523B, and a rotary shaft 524 (also referred to as “pinion shaft” or “input shaft”). ). ..
  • the steering system 520 includes, for example, a rack and pinion mechanism 525, a rack shaft 526, left and right ball joints 552A and 552B, tie rods 527A and 527B, knuckles 528A and 528B, and left and right steering wheels (for example, left and right front wheels) 529A, 529B. ..
  • the steering handle 521 is connected to the rotating shaft 524 via the steering shaft 522 and the universal shaft couplings 523A and 523B.
  • a rack shaft 526 is connected to the rotating shaft 524 via a rack and pinion mechanism 525.
  • the rack and pinion mechanism 525 has a pinion 531 provided on the rotating shaft 524 and a rack 532 provided on the rack shaft 526.
  • the right steering wheel 529A is connected to the right end of the rack shaft 526 through a ball joint 552A, a tie rod 527A, and a knuckle 528A in this order.
  • the left steering wheel 529B is connected to the left end of the rack shaft 526 via a ball joint 552B, a tie rod 527B, and a knuckle 528B in this order.
  • the right side and the left side correspond to the right side and the left side as seen from the driver sitting in the seat, respectively. ..
  • steering torque is generated by the driver operating the steering wheel 521, and is transmitted to the left and right steering wheels 529A and 529B via the rack and pinion mechanism 525. This allows the driver to operate the left and right steering wheels 529A and 529B. ..
  • the auxiliary torque mechanism 540 includes, for example, a steering torque sensor 541, an ECU 542, a motor 543, a speed reduction mechanism 544, and a power supply device 545.
  • the auxiliary torque mechanism 540 applies an auxiliary torque to the steering system 520 extending from the steering wheel 521 to the left and right steering wheels 529A and 529B.
  • the auxiliary torque may be referred to as "additional torque”. ..
  • the ECU 542 for example, the control circuits 301 and 302 shown in FIG. 1 and the like are used. Further, as the power supply device 545, for example, the inverters 101 and 102 shown in FIG. 1 and the like are used. As the motor 543, for example, the motor 200 shown in FIG. 1 or the like is used.
  • the ECU 542, the motor 543, and the power supply device 545 may form a unit generally referred to as a "mechanical integrated motor". Of the elements shown in FIG. 10, the mechanism including the elements other than the ECU 542, the motor 543, and the power supply device 545 corresponds to an example of a power steering mechanism driven by the motor 543. ..
  • the steering torque sensor 541 detects the steering torque of the steering system 520 provided by the steering handle 521.
  • the ECU 542 generates a drive signal for driving the motor 543 based on the detection signal from the steering torque sensor 541 (hereinafter referred to as “torque signal”).
  • the motor 543 generates an auxiliary torque according to the steering torque based on the drive signal.
  • the auxiliary torque is transmitted to the rotary shaft 524 of the steering system 520 via the speed reduction mechanism 544.
  • the reduction mechanism 544 is, for example, a worm gear mechanism.
  • the auxiliary torque is further transmitted from the rotary shaft 524 to the rack and pinion mechanism 525. ..
  • the power steering device 2000 is classified into a pinion assist type, a rack assist type, a column assist type, and the like, depending on the location where the auxiliary torque is applied to the steering system 520.
  • FIG. 10 shows a pinion assist type power steering device 2000.
  • the power steering device 2000 is also applied to a rack assist type, a column assist type and the like. ..
  • the microcontroller of the ECU 542 can PWM-control the motor 543 based on the torque signal, the vehicle speed signal, and the like. ..
  • the ECU 542 sets the target current value based on at least the torque signal. It is preferable that the ECU 542 set the target current value in consideration of the vehicle speed signal detected by the vehicle speed sensor, and further in consideration of the rotor rotation signal detected by the angle sensor.
  • the ECU 542 can control the drive signal of the motor 543, that is, the drive current so that the actual current value detected by the current sensor (see FIG. 1) matches the target current value. ..
  • the left and right steered wheels 529A and 529B can be operated by the rack shaft 526 using a composite torque obtained by adding the assist torque of the motor 543 to the steering torque of the driver.
  • problems such as noise and vibration due to torque ripple are reduced, and smooth power assist is realized. ..
  • the power steering device is mentioned here as an example of the drive control device of the present invention and the method of use in the drive device, the use method of the drive control device and drive device of the present invention is not limited to the above, and a pump, a compressor It can be used in a wide range. ..

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Ac Motors In General (AREA)
  • Inverter Devices (AREA)
  • Power Steering Mechanism (AREA)

Abstract

Un mode de réalisation de ce dispositif de commande d'entraînement est un dispositif de commande d'entraînement qui commande l'entraînement d'un moteur, le dispositif de commande d'entraînement comprenant : un premier onduleur connecté à une première extrémité d'un enroulement du moteur ; un second onduleur connecté à l'autre extrémité correspondant à la première extrémité ; un premier circuit de commande qui effectue une commande PWM sur le premier onduleur ; et un second circuit de commande qui effectue une commande PWM sur le second onduleur. Entre le premier circuit de commande et le second circuit de commande, la fréquence du signal de porteuse dans la commande PWM a une différence de fréquence qui est égale à au moins le produit de la vitesse de moteur maximale et du nombre de paires de pôles.
PCT/JP2019/048244 2018-12-28 2019-12-10 Dispositif de commande d'entraînement, dispositif d'entraînement de moteur, et dispositif de direction assistée WO2020137511A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN201980086659.4A CN113228497B (zh) 2018-12-28 2019-12-10 驱动控制装置、马达驱动装置及助力转向装置
JP2020563032A JP7444075B2 (ja) 2018-12-28 2019-12-10 駆動制御装置、モータ駆動装置およびパワーステアリング装置

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JP2018248223 2018-12-28
JP2018-248223 2018-12-28

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WO2020137511A1 true WO2020137511A1 (fr) 2020-07-02

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JP (1) JP7444075B2 (fr)
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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008220152A (ja) * 2007-02-05 2008-09-18 Seiko Epson Corp 回転機器の回転数測定方法及び装置
WO2009040884A1 (fr) * 2007-09-25 2009-04-02 Mitsubishi Electric Corporation Contrôleur pour moteur électrique
JP2016073097A (ja) * 2014-09-30 2016-05-09 株式会社日本自動車部品総合研究所 駆動装置
JP2017158233A (ja) * 2016-02-29 2017-09-07 株式会社Ｓｏｋｅｎ 電力変換装置
WO2017150641A1 (fr) * 2016-03-04 2017-09-08 日本電産株式会社 Dispositif de conversion de puissance, dispositif d'attaque de moteur, et dispositif de direction assistée électrique

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102934355B (zh) * 2010-06-07 2015-07-08 丰田自动车株式会社 电力控制器的控制装置以及控制方法
CN103003090B (zh) * 2010-07-14 2014-06-11 丰田自动车株式会社 车辆的控制装置

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008220152A (ja) * 2007-02-05 2008-09-18 Seiko Epson Corp 回転機器の回転数測定方法及び装置
WO2009040884A1 (fr) * 2007-09-25 2009-04-02 Mitsubishi Electric Corporation Contrôleur pour moteur électrique
JP2016073097A (ja) * 2014-09-30 2016-05-09 株式会社日本自動車部品総合研究所 駆動装置
JP2017158233A (ja) * 2016-02-29 2017-09-07 株式会社Ｓｏｋｅｎ 電力変換装置
WO2017150641A1 (fr) * 2016-03-04 2017-09-08 日本電産株式会社 Dispositif de conversion de puissance, dispositif d'attaque de moteur, et dispositif de direction assistée électrique

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JP7444075B2 (ja) 2024-03-06
JPWO2020137511A1 (ja) 2021-11-11
CN113228497A (zh) 2021-08-06
CN113228497B (zh) 2024-04-16

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