WO2021200204A1 - モータ制御装置 - Google Patents

モータ制御装置 Download PDF

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Publication number
WO2021200204A1
WO2021200204A1 PCT/JP2021/011031 JP2021011031W WO2021200204A1 WO 2021200204 A1 WO2021200204 A1 WO 2021200204A1 JP 2021011031 W JP2021011031 W JP 2021011031W WO 2021200204 A1 WO2021200204 A1 WO 2021200204A1
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WO
WIPO (PCT)
Prior art keywords
motor
time
temperature
drive
parameter setting
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2021/011031
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English (en)
French (fr)
Japanese (ja)
Inventor
剛士 川端
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Denso Corp
Original Assignee
Denso Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Denso Corp filed Critical Denso Corp
Priority to CN202180023129.2A priority Critical patent/CN115315896A/zh
Priority to DE112021002088.9T priority patent/DE112021002088T5/de
Publication of WO2021200204A1 publication Critical patent/WO2021200204A1/ja
Priority to US17/956,083 priority patent/US12063006B2/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • 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
    • H02P29/00—Arrangements for regulating or controlling electric motors, appropriate for both AC and DC motors
    • H02P29/60—Controlling or determining the temperature of the motor or of the drive
    • H02P29/64—Controlling or determining the temperature of the winding
    • 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
    • H02P29/00—Arrangements for regulating or controlling electric motors, appropriate for both AC and DC motors
    • H02P29/60—Controlling or determining the temperature of the motor or of the drive
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H61/32—Electric motors , actuators or related electrical control means  therefor
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
    • H02K11/20—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection for measuring, monitoring, testing, protecting or switching
    • H02K11/25—Devices for sensing temperature, or actuated thereby
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
    • H02K11/30—Structural association with control circuits or drive circuits
    • H02K11/33—Drive circuits, e.g. power electronics
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/14—Structural association with mechanical loads, e.g. with hand-held machine tools or fans
    • 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
    • H02P23/00—Arrangements or methods for the control of AC motors characterised by a control method other than vector control
    • H02P23/0004—Control strategies in general, e.g. linear type, e.g. P, PI, PID, using robust control
    • H02P23/0027—Control strategies in general, e.g. linear type, e.g. P, PI, PID, using robust control using different modes of control depending on a parameter, e.g. the speed
    • 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
    • H02P23/00—Arrangements or methods for the control of AC motors characterised by a control method other than vector control
    • H02P23/20—Controlling the acceleration or deceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H61/32—Electric motors , actuators or related electrical control means  therefor
    • F16H2061/326—Actuators for range selection, i.e. actuators for controlling the range selector or the manual range valve in the transmission
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/34—Locking or disabling mechanisms
    • F16H63/3416—Parking lock mechanisms or brakes in the transmission
    • F16H63/3458—Parking lock mechanisms or brakes in the transmission with electric actuating means, e.g. shift by wire
    • F16H63/3466—Parking lock mechanisms or brakes in the transmission with electric actuating means, e.g. shift by wire using electric motors
    • 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
    • H02P23/00—Arrangements or methods for the control of AC motors characterised by a control method other than vector control
    • H02P23/14—Estimation or adaptation of motor parameters, e.g. rotor time constant, flux, speed, current or voltage

Definitions

  • This disclosure relates to a motor control device.
  • a shift range switching device for switching a shift range by controlling the drive of a motor.
  • Patent Document 1 as an energizing method for keeping the number of energizing phases constant during abutting control, the energizing phase of the motor is sequentially switched by a one-phase energizing method or a two-phase energizing method to rotationally drive the motor.
  • An object of the present disclosure is to provide a motor control device capable of appropriately continuing to drive a motor.
  • the motor control device of the present disclosure controls the drive of a motor having a motor winding, and includes a drive control unit and a parameter setting unit.
  • the drive control unit controls the drive of the motor.
  • the parameter setting unit sets the control parameters related to the drive control of the motor so that at least one of the motor torque and the motor speed is variable according to the system temperature. As a result, it is possible to avoid stopping the motor due to insufficient torque and to continue driving the motor appropriately.
  • the drawing is It is a perspective view which shows the shift-by-wire system by 1st Embodiment. It is a schematic block diagram which shows the shift-by-wire system by 1st Embodiment. It is a circuit diagram which shows the shift range control apparatus by 1st Embodiment. It is a block diagram which shows the ECU by 1st Embodiment. It is a figure which shows the energization pattern and energization phase by 1st Embodiment. It is a figure which shows the relationship between the electric angle and the motor torque by 1st Embodiment.
  • the shift-by-wire system 1 includes a motor 10, a shift range switching mechanism 20, a parking lock mechanism 30, a shift range control device 40 as a motor control device, and the like.
  • the motor 10 rotates by being supplied with electric power from a battery 90 mounted on a vehicle (not shown), and functions as a drive source for the shift range switching mechanism 20.
  • the motor 10 is, for example, a switched reluctance motor.
  • the motor 10 has a motor winding 11 wound around a salient pole of a stator (not shown).
  • the motor winding 11 has a U-phase winding 111, a V-phase winding 112, and a W-phase winding 113 (see FIG. 3).
  • a rotor By controlling the energization of the motor winding 11, a rotor (not shown) is rotated.
  • the encoder 13 which is a rotation position sensor detects the rotation position of a rotor (not shown) of the motor 10.
  • the encoder 13 is, for example, a magnetic rotary encoder, which is composed of a magnet that rotates integrally with the rotor, a Hall IC for magnetic detection, and the like.
  • the encoder 13 outputs an encoder signal, which is an A-phase and B-phase pulse signal, at predetermined angles in synchronization with the rotation of the rotor.
  • the speed reducer 14 is provided between the motor shaft of the motor 10 and the output shaft 15 to reduce the rotation of the motor 10 and output the speed reducer 14 to the output shaft 15. As a result, the rotation of the motor 10 is transmitted to the shift range switching mechanism 20.
  • the output shaft sensor that detects the angle of the output shaft 15 is omitted.
  • the shift range switching mechanism 20 has a detent plate 21, a detent spring 25, and the like, and applies the rotational driving force output from the speed reducer 14 to the manual valve 28 and the parking lock mechanism 30. Communicate to.
  • the detent plate 21 is fixed to the output shaft 15 and driven by the motor 10.
  • the detent plate 21 is provided with a pin 24 that projects parallel to the output shaft 15.
  • the pin 24 is connected to the manual valve 28.
  • the shift range switching mechanism 20 converts the rotational motion of the motor 10 into a linear motion and transmits it to the manual valve 28.
  • the manual valve 28 is provided on the valve body 29.
  • valleys 211 and 212 are provided on the detent spring 25 side of the detent plate 21.
  • the valley portion 211 corresponds to the P range
  • the valley portion 212 corresponds to the NotP range, which is a range other than the P range.
  • the detent spring 25 is a plate-shaped member that can be elastically deformed, and a detent roller 26 is provided at the tip thereof.
  • the detent spring 25 urges the detent roller 26 toward the center of rotation of the detent plate 21.
  • the detent spring 25 is elastically deformed, and the detent roller 26 moves between the valleys 211 and 212.
  • the swing of the detent plate 21 is regulated, the axial position of the manual valve 28 and the state of the parking lock mechanism 30 are determined, and the automatic transmission is performed.
  • the shift range of the transmission 5 is fixed.
  • the parking lock mechanism 30 has a parking rod 31, a cone 32, a parking lock pole 33, a shaft portion 34, and a parking gear 35.
  • the parking rod 31 is formed in a substantially L shape, and one end 311 side is fixed to the detent plate 21.
  • a cone 32 is provided on the other end 312 side of the parking rod 31.
  • the conical body 32 is formed so that the diameter is reduced toward the other end 312 side.
  • the parking lock pole 33 comes into contact with the conical surface of the conical body 32 and is provided so as to be swingable around the shaft portion 34.
  • a convex portion 331 that can mesh with the parking gear 35 is provided.
  • the parking lock pole 33 is pushed up and the convex portion 331 and the parking gear 35 mesh with each other.
  • the cone 32 moves in the direction of the arrow NotP, the meshing between the convex portion 331 and the parking gear 35 is released.
  • the parking gear 35 is provided on an axle (not shown) so as to be able to mesh with the convex portion 331 of the parking lock pole 33.
  • the rotation of the axle is restricted.
  • the shift range is the NotP range
  • the parking gear 35 is not locked by the parking lock pole 33, and the rotation of the axle is not hindered by the parking lock mechanism 30.
  • the shift range is the P range
  • the parking gear 35 is locked by the parking lock pole 33, and the rotation of the axle is restricted.
  • the shift range control device 40 includes a drive circuit unit 41, a current detection unit 45, a shift-by-wire ECU 50, and the like.
  • the drive circuit unit 41 has three switching elements 411, 412, and 413.
  • the drive circuit unit 41 is provided between the windings 111 to 113 of each phase and the ground.
  • the switching elements 411 to 413 are provided corresponding to the windings 111 to 113 of each phase, and switch the energization of the corresponding phase.
  • the switching elements 411 to 413 of this embodiment are MOSFETs, but may be IGBTs or the like.
  • the windings 111 to 113 of the motor winding 11 are connected by the connection portion 115. Power is supplied to the connection portion 115 from the battery 90 via the power supply line 901.
  • the power supply line 901 is provided with a relay unit 91, and when the relay unit 91 is turned on, power is supplied to the connection unit 115.
  • the current detection unit 45 is provided in the collective wiring 451 connecting the source and the ground of the switching elements 411 to 413, and detects the collective current Ia, which is the sum of the currents flowing in the windings 111 to 113.
  • the shift-by-wire ECU 50 is internally provided with a CPU, ROM, RAM, I / O, and a bus line connecting these configurations, which are not shown.
  • Each process in the ECU 50 may be a software process by executing a program stored in advance in a physical memory device such as a ROM (that is, a readable non-temporary tangible recording medium) on the CPU, or a dedicated process. It may be hardware processing by an electronic circuit. The same applies to the transmission ECU 61, the engine ECU 62, and the air conditioner ECU 63.
  • the shift-by-wire ECU 50 is provided so as to be able to communicate with the transmission ECU 61, the engine ECU 62, the air conditioner ECU 63, etc. via the vehicle communication network 65 such as CAN (Controller Area Network).
  • the ECU 50 will be referred to as “SBW-ECU 50” or simply “ECU 50”
  • the transmission ECU 61 will be referred to as “TM-ECU 61”.
  • the SBW-ECU 50 controls the switching of the shift range by controlling the drive of the motor 10 based on the shift signal according to the driver required shift range, the signal from the brake switch, the vehicle speed, and the like. ..
  • the TM-ECU 61 controls the drive of the shift hydraulic control solenoid 6 based on the vehicle speed, the accelerator opening degree, the driver required shift range, and the like.
  • the shift stage is controlled by controlling the shift hydraulic control solenoid 6.
  • the number of shift hydraulic control solenoids 6 is provided according to the number of shift stages and the like.
  • the SBW-ECU 50 and the TM-ECU 61 are configured as separate ECUs, but they may be configured as one ECU.
  • the drive control of the motor 10 will be mainly described.
  • the SBW-ECU 50 has a drive control unit 51, a parameter setting unit 55, and the like.
  • the drive control unit 51 commands the energizing phase based on the encoder count value Cent according to the encoder signal from the encoder 13, and controls the energization of the motor winding 11.
  • the encoder count value Cen is counted up or down each time the edge of the encoder signal is detected. In the present embodiment, the encoder count value Cen is counted up at the time of forward rotation and is counted down at the time of reverse rotation. Further, the current is limited so that the gathering current Ia does not exceed the current limit value.
  • the parameter setting unit 55 acquires the transmission oil temperature thto from the TM-ECU 61, acquires the engine oil temperature there and the engine cooling water temperature see from the engine ECU 62, acquires the outside temperature thg from the air conditioner ECU 63, and performs low temperature determination processing ( (See FIG. 4). Further, the parameter setting unit 55 sets the parameters related to the drive control of the motor 10 according to the determination result. Details of the low temperature determination process and the parameter setting process will be described later.
  • the relationship between the energization pattern number and the energization phase is stored in a storage unit (not shown).
  • the drive control unit 51 changes the energization pattern by +1 during forward rotation and -1 during reverse rotation each time the pulse edge of the encoder signal is detected.
  • the motor 10 is rotated by switching the energizing phase according to the energizing pattern.
  • the phases to be energized in each energization pattern are indicated by circles for one cycle in which the energization patterns P0 to P11 correspond to one electric angle cycle.
  • the description of the symbol "P" indicating the pattern number is omitted, and only the number is described.
  • the motor 10 is rotated by repeating the two-phase energization that energizes the two phases of the windings 111 to 113 without using the one-phase energization that energizes the one phase of the windings 111 to 113.
  • the horizontal axis represents the electric angle and the vertical axis represents the motor torque, and the motor torque corresponding to the energized phase for one cycle of the electric angle is shown. The motor torque is described assuming that each phase current is constant.
  • the torque generated during one-phase energization is indicated by a one-dot chain line
  • the torque generated during two-phase energization is indicated by a two-dot chain line
  • the encoder edge generation location is indicated by a triangular mark
  • the energization pattern is also shown.
  • the symbols indicating the locations where the encoder edges are generated the locations where the energizing phase is switched are hatched.
  • the switching elements 411 and 413 are turned on to energize the WU phase, and when the encoder edge is detected in the energization pattern P2, the switching elements 411 and 412 are turned on. And switch to UV phase energization.
  • UV phase energization is continued.
  • the switching elements 412 and 413 are turned on to switch to VW phase energization.
  • VW phase energization is continued.
  • the encoder edge is detected in the energization pattern P10, the energization is switched to WU phase energization.
  • the motor torque tends to drop near the angle at which the energizing phase is switched.
  • the sliding resistance inside and outside the actuator increases, so that the motor torque further decreases. If the motor 10 stops at an angle at which the motor torque decreases, the motor 10 may not be restarted due to insufficient torque.
  • the detent roller 26 is learned by using the wall portion of the valley portion 211 opposite to the valley portion 212 (hereinafter referred to as “P wall”) as the drive limit position of the motor and the P wall position as the reference position.
  • the notP wall which is the wall portion of the valley portion 212 on the opposite side of the valley portion 211, may be set as the "drive limit position", and the notP wall position may be used as the reference position for learning.
  • the rotation speed of the motor 10 is suppressed in consideration of durability.
  • the output shaft sensor is not provided as in the present embodiment, it is not possible to determine whether the detent roller 26 is located in the valleys 211 or 212 when the SBW-ECU 50 is started. Therefore, when the reference position learning is performed by the P wall pad, if the detent roller 26 is located in the valley portion 212, it is necessary to overcome the mountain portion 215 between the valley portions 211 and 212, and the motor 10 may stop due to the detent load. There is.
  • the term "low speed” as used herein means an increase in friction at a low temperature (for example, 0 ° C. or lower, preferably -20 ° C. or lower), and a drop in torque near the energization phase switching timing during two-phase energization.
  • the speed is set so that the unit 215 cannot be overcome (for example, 500 [rpm] or less).
  • the motor 10 is prevented from stopping by changing the control parameters so that the drive torque of the motor 10 becomes large or the brake torque becomes small at a low temperature.
  • step S101 is omitted and simply referred to as the symbol “S”. The same applies to the other steps.
  • the ECU 50 determines whether or not there is a motor drive request. If it is determined that there is no motor drive request (S101: NO), the processing after S102 is skipped. When it is determined that there is a motor drive request (S101: YES), the process proceeds to S102. In S102, the ECU 50 performs a low temperature determination process.
  • the parameter setting unit 55 acquires the temperature of each unit from the ECUs 61 to 63.
  • the parameter setting unit 55 determines whether or not the transmission oil temperature thto acquired from the TM-ECU 61 is normal. When it is determined that the transmission oil temperature thto is normal (S202: YES), the system shifts to S203 and the system temperature thsys is set to the transmission oil temperature thto. When it is determined that the transmission oil temperature thto is not normal (S202: NO), the process proceeds to S204.
  • transmission oil temperature thto is not normal includes not only the case where the acquired value is abnormal but also the case where the temperature information cannot be acquired. The same applies to other temperatures.
  • the parameter setting unit 55 determines whether or not the engine water temperature the acquired from the engine ECU 62 is normal. When it is determined that the engine water temperature thew is normal (S204: YES), the process proceeds to S205, and the system temperature thsys is set to the engine water temperature thtw. When it is determined that the engine water temperature the is not normal (S204: NO), the process proceeds to S206.
  • the parameter setting unit 55 determines whether or not the engine oil temperature theo acquired from the engine ECU 62 is normal. When it is determined that the engine oil temperature theo is normal (S206: YES), the process proceeds to S207, and the system temperature thsys is set to the engine oil temperature theo. When it is determined that the engine oil temperature theo is not normal (S206: NO), the process proceeds to S208.
  • the parameter setting unit 55 determines whether or not the outside air temperature thg acquired from the air conditioner ECU 63 is normal. When it is determined that the outside air temperature thg is normal (S208: YES), the system shifts to S209, and the system temperature thsys is set to the outside air temperature thg. When it is determined that the outside air temperature thg is not normal (S208: NO), the system shifts to S210 and the system temperature thsys is set to the fail temperature tfile.
  • the fail temperature tfail is an arbitrary design value and may be set to the worst condition or a standard temperature. In the processes of S202 to S210, the temperature at a location as close as possible to the shift-by-wire system 1 is selected as the system temperature thsys.
  • the parameter setting unit 55 determines whether or not the system temperature thsys is equal to or higher than the low temperature determination value thr.
  • the process of S212 is skipped and the low temperature flag flg is not turned on. If the low temperature flag flg is on, it is turned off.
  • the process proceeds to S212 and the low temperature flag flg is turned on.
  • the state in which the low temperature flag flg is on is referred to as “low temperature”
  • the state in which the low temperature flag is off is referred to as “normal temperature”.
  • the ECU 50 performs the parameter setting process.
  • the parameter setting process will be described with reference to the flowchart of FIG.
  • the drive control unit 51 determines whether or not the motor speed SP of the motor 10 is smaller than the target speed SP *. When it is determined that the motor speed SP is equal to or higher than the target speed SP * (S301: NO), the process proceeds to S305. When it is determined that the motor speed SP is smaller than the target speed SP * (S301: YES), the process proceeds to S302.
  • S302 is a step of shifting when an acceleration request is made
  • S305 is a step of shifting when a deceleration request is made.
  • the parameter setting unit 55 determines whether or not the low temperature flag flg is off.
  • the process shifts to S303, and the target current I * is set to the normal temperature acceleration target value I1 (for example, 6.5 [A]).
  • the process shifts to S304, and the target current I * is set to the low temperature acceleration target value I2 (for example, 7.5 [A]).
  • the low temperature acceleration target value I2 is larger than the normal temperature acceleration target value I1. That is, I1 ⁇ I2.
  • the parameter setting unit 55 determines whether or not the low temperature flag flg is off.
  • the process shifts to S306, and the target current I * is set to the room temperature deceleration target value I3 (for example, 6.5 [A]).
  • the process shifts to S307, and the target current I * is set to the low temperature deceleration target value I4 (for example, 5.5 [A]).
  • the low temperature deceleration target value I4 is smaller than the normal temperature deceleration target value I3. That is, I3> I4. Further, the normal temperature acceleration target value I1 and the normal temperature deceleration target value I3 may be equal to or different from each other.
  • the drive control unit 51 controls the drive of the motor 10 by two-phase energization in the direction in which the detent roller 26 faces the wall on the valley portion 211 side. do. At this time, the collective current Ia is controlled to be the target current I *.
  • the drive control unit 51 determines whether or not the drive of the motor 10 is completed.
  • the reference position learning when the state in which the encoder count value Cen does not change continues for the wall contact determination time Xth or more, it is considered that the detent roller 26 is in contact with the P wall portion, and it is determined that the driving of the motor 10 is completed. .. Further, learning is performed using the encoder count value Cent at this time as a reference position.
  • the detent roller 26 returns to the bottom of the valley portion 211 by the spring force of the detent spring 25. Further, in order to return the detent roller 26 to the bottom of the valley portion 211, a return energization process may be performed. If it is determined that the driving of the motor 10 is not completed (S105: NO), the process returns to S103. When it is determined that the driving of the motor 10 is completed (S105: YES), the motor driving process is terminated.
  • the motor drive process of this embodiment will be described with reference to FIG. 9, and the motor drive process of the reference example will be described with reference to the time chart of FIG.
  • the detent roller 26 is in the valley portion 212 and the wall contact is performed on the valley portion 211 side, and the actuator temperature tact is lower than the low temperature determination value thr.
  • 9 and 14 show the control mode, the encoder count value, the rotation speed of the motor 10, the phase shift amount, the motor torque, and the target current from the top.
  • the target current I * at low temperature is shown by a solid line
  • the target current I * at normal temperature is shown by a alternate long and short dash line.
  • Time x93 to time x95 are the time when deceleration is requested.
  • the target current I * is set to a value that allows wall contact control over the mountain portion 215 at room temperature.
  • Time x10 to time x11, time x12 to time x13, time x14 to time x15, time x16 to time x17 when the motor speed SP is smaller than the target speed SP * are acceleration requests, and the motor speed SP is equal to or higher than the target speed SP *.
  • a certain time x11 to time x12, time x13 to time x14, and time x15 to time x16 are deceleration request times.
  • the target current I * When acceleration is requested, the target current I * is set to the low temperature acceleration target value I2, which is larger than the normal temperature acceleration target value I1, and when deceleration is requested, the target current I * is set to the low temperature deceleration target, which is smaller than the normal temperature deceleration target value I3.
  • the value is I4.
  • the target current I * is not increased during acceleration or the brake torque during deceleration is not suppressed.
  • the torque is possible to prevent a decrease in durability in wall contact control due to unnecessarily increasing torque at room temperature.
  • the shift range control device 40 controls the drive of the motor 10 having the motor winding 11, and includes a drive control unit 51 and a parameter setting unit 55.
  • the drive control unit 51 controls the drive of the motor 10.
  • the parameter setting unit 55 sets the control parameters related to the drive control of the motor 10 so that at least one of the motor torque and the motor speed is variable according to the system temperature thsys. Thereby, the drive of the motor 10 can be appropriately controlled according to the system temperature thsys.
  • the parameter setting unit 55 sets the control parameter so that the brake torque at the time of requesting deceleration becomes smaller than that at room temperature when the system temperature thsys is determined to be low temperature.
  • the control parameter in the present embodiment is the target current I *
  • the parameter setting unit 55 makes the target current I * at the time of deceleration request smaller than that at room temperature when the low temperature is determined.
  • the brake torque is reduced by reducing the target current I * at the time of deceleration request at the time of low temperature determination.
  • the parameter setting unit 55 sets the control parameter so that the drive torque at the time of requesting acceleration becomes larger than that at room temperature when the system temperature thsys is determined to be low temperature.
  • the control parameter of the present embodiment is the target current I *
  • the parameter setting unit 55 makes the target current I * at the time of requesting acceleration larger than that at room temperature when the low temperature is determined.
  • the drive torque is increased by increasing the target current I * at the time of requesting acceleration at the time of determining the low temperature.
  • the drive torque during acceleration is increased, and by passing the motor angle at which the torque tends to drop with inertia, it is possible to prevent the motor 10 from stopping at an unintended location, and the motor 10 can be continued to be driven appropriately. can.
  • the shift range control device 40 is applied to the shift-by-wire system 1.
  • the parameter setting unit 55 performs a learning process of learning the P wall position by the P wall pad as the drive limit position of the motor 10 without using the information related to the position of the output shaft 15 through which the rotation of the motor 10 is transmitted.
  • control parameters are set according to the system temperature thsys.
  • the information related to the position of the output shaft 15 is, for example, the detected value of the output shaft sensor.
  • the ECU 50 cannot determine whether the detent roller 26 is located in the valley portion 211 or 212 when the start switch is turned on.
  • the learning process it is preferable to perform the learning process at a low speed and a low torque from the viewpoint of durability.
  • factors such as a two-phase drive in which the torque tends to drop near the angle at which the energizing phase is switched and an increase in sliding reduction due to a low temperature overlap, and the motor 10 stops. , There is a risk that the vehicle cannot be restarted due to insufficient torque and cannot overcome the mountain part 215.
  • FIGS. 10 and 11 A second embodiment is shown in FIGS. 10 and 11.
  • the parameter setting process is different from that of the above embodiment, and the phase shift amount is changed as a control parameter.
  • the phase shift amount is defined as an advance amount when the value is positive, a retardation amount when the value is negative, and an absolute value as the shift width from the reference value.
  • the driving torque is increased by increasing the amount of advance angle during acceleration at low temperature as compared with that at room temperature.
  • the amount of retard angle during deceleration is made smaller than at room temperature to reduce the braking torque and prevent the brakes from being applied too hard.
  • the parameter change process will be described based on the flowchart of FIG.
  • the processing of S321 and S322 is the same as the processing of S301 and S302 in FIG.
  • the low temperature flag flg is off (S322: YES)
  • the phase shifts to S323, and the phase shift amount is set to the room temperature acceleration advance amount F1 (for example, 0). do.
  • the process proceeds to S324, and the phase shift amount is set to the low temperature acceleration advance angle amount F2 (for example, +1). If the advance angle amount at the time of requesting acceleration is not changed depending on the temperature, the processes of S321 to S324 may be omitted.
  • the process of S325 that shifts to the deceleration request (S321: NO) is the same as the process of S305 in FIG. 8, and when it is determined that the low temperature flag flg is off (S325: YES), that is, at room temperature. , S326, and the phase shift amount is set to the deceleration retard angle amount F3 (for example, -2) at room temperature.
  • the phase shift amount is set to the low temperature deceleration retard amount F4 (for example, -1).
  • FIG. 11 shows the motor drive process of this embodiment.
  • the time chart a case where the advance angle amount is set to 0 during acceleration will be described as an example regardless of whether the temperature is normal temperature or low temperature.
  • the phase shift amount at low temperature is shown by a solid line
  • the phase shift amount at room temperature is shown by a alternate long and short dash line.
  • the drive mode is set to the feedback mode, and the motor 10 is driven by two-phase energization.
  • time x20 to time x21, time x22 to time x23, time x24 to time x25, time x26 to time x27 are when acceleration is requested, and the motor speed SP is equal to or higher than the target speed SP *.
  • a certain time x21 to time x22, time x23 to time x24, and time x25 to time x26 are deceleration request times.
  • the amount of retard angle at low temperature is smaller than that at room temperature.
  • control parameter is a retard angle amount
  • the parameter setting unit 55 makes the retard angle amount at the time of deceleration request smaller than that at room temperature when the low temperature is determined.
  • the brake torque is reduced by reducing the amount of retard angle when deceleration is requested. As a result, it is possible to prevent the motor 10 from stopping at an unintended location due to sudden deceleration when a deceleration request is made, and it is possible to appropriately continue driving the motor 10.
  • control parameter is the advance angle amount
  • the parameter setting unit 55 makes the advance angle amount at the time of requesting acceleration larger than that at room temperature when the low temperature is determined.
  • the drive torque is increased by increasing the amount of advance angle when acceleration is requested.
  • the drive torque during acceleration is increased, and by passing the motor angle at which the torque tends to drop with inertia, it is possible to prevent the motor 10 from stopping at an unintended location, and the motor 10 can be continued to be driven appropriately. can.
  • the same effect as that of the above-described embodiment is obtained.
  • FIGS. 12 and 13 A third embodiment is shown in FIGS. 12 and 13.
  • the parameter setting process is different from that of the above embodiment, and the target speed SP * is changed as a control parameter.
  • the target speed SP * is made larger than at room temperature so that the motor speed SP is about the same as at room temperature.
  • the parameter change process will be described with reference to the flowchart of FIG. S341 is the same as the processing of S302 in FIG. 8, and when it is determined that the low temperature flag flg is off (S341: YES), the process proceeds to S342, and the target speed SP * is changed to the target speed SP * at room temperature . It is set to 1 (for example, 300 [rpm]). When it is determined that the low temperature flag flg is on (S341: NO), the process proceeds to S343, and the target speed SP * is set to the low temperature target speed SP * 2 (for example, 350 [rpm]).
  • the motor drive process of this embodiment is shown in FIG.
  • the drive mode is set to the feedback mode, and the motor 10 is driven by two-phase energization.
  • Time x30 to time x31, time x32 to time x33, time x34 to time x35, time x36 to time x37 are acceleration requests, and time x31 to time x32, time x33 to time x34, time x35 to time x36 are deceleration requests. It's time.
  • the drive mode is set to the feedback mode, and the motor 10 is driven by two-phase energization.
  • the target speed SP * 2 at low temperature is made larger than the target speed SP * 1 at room temperature so that the motor speed SP becomes equivalent to that at room temperature.
  • the control parameter is the target speed SP * of the motor 10
  • the parameter setting unit 55 makes the target speed SP * larger than at room temperature when the system temperature thsys is determined to be low temperature.
  • the shift-by-wire system 1 corresponds to the "power transmission switching system”
  • the shift range control device 40 corresponds to the "motor control device”
  • the shift-by-wire ECU 50 corresponds to the "control unit”.
  • the power transmission switching system is a shift range switching system, but in a broad sense, it may be a system that switches a power transmission state including switching of a drive source in a hybrid vehicle, for example.
  • the target current is changed as a control parameter in the first embodiment
  • the retard amount and the phase shift amount which are the advance angles
  • the target speed is changed in the third embodiment. change.
  • a plurality of embodiments may be combined.
  • the target current, the amount of phase shift, and the target speed may all be changed.
  • control parameters other than the target current, the amount of phase shift, and the target speed may be changed.
  • the control parameter is changed at low temperature in the reference position learning with two-phase energization.
  • the reference position learning may be another energization pattern, such as one-phase energization.
  • the control parameter is not changed depending on the temperature when the reference position is learned by wall contact to the side where it is not necessary to get over the mountain part, and the output is output when the output shaft sensor is abnormal. If the detection value of the axis sensor is not available, the control parameter may be changed at low temperature. Furthermore, the control parameters may be changed at a low temperature when the motor is driven other than the reference position learning.
  • the motor is a switched reluctance motor.
  • the motor may be a motor other than the switched reluctance motor, such as a DC brushless motor, and the number of magnetic poles and the like can be arbitrarily set.
  • the rotation position sensor is an encoder. In other embodiments, the rotation position sensor may be something other than an encoder, such as a resolver.
  • the detent plate is provided with two recesses. In other embodiments, the number of recesses is not limited to two, and recesses may be provided for each range, for example. Further, the shift range switching mechanism, the parking lock mechanism, and the like may be different from those in the above embodiment.
  • a speed reducer is provided between the motor shaft and the output shaft.
  • the details of the speed reducer are not mentioned in the above embodiment, but for example, cycloid gears, planetary gears, spur gears that transmit torque from a speed reduction mechanism substantially coaxial with the motor shaft to the drive shaft, and these. Any configuration may be used, such as a combination of the above.
  • the speed reducer between the motor shaft and the output shaft may be omitted, or a mechanism other than the speed reducer may be provided.
  • the motor control device is applied to the shift range switching system. In other embodiments, the motor control device may be applied to devices other than the shift range switching system.
  • the controls and methods thereof described in the present disclosure are realized by a dedicated computer provided by configuring a processor and memory programmed to perform one or more functions embodied by a computer program. May be done.
  • the controls and methods thereof described in the present disclosure may be implemented by a dedicated computer provided by configuring the processor with one or more dedicated hardware logic circuits.
  • the control unit and method thereof described in the present disclosure may be a combination of a processor and memory programmed to perform one or more functions and a processor composed of one or more hardware logic circuits. It may be realized by one or more dedicated computers configured.
  • the computer program may be stored in a computer-readable non-transitional tangible recording medium as an instruction executed by the computer.
  • the present disclosure is not limited to the above-described embodiment, and can be implemented in various forms without departing from the spirit of the present embodiment.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Gear-Shifting Mechanisms (AREA)
  • Control Of Electric Motors In General (AREA)
  • Control Of Transmission Device (AREA)
PCT/JP2021/011031 2020-04-01 2021-03-18 モータ制御装置 Ceased WO2021200204A1 (ja)

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DE112021002088.9T DE112021002088T5 (de) 2020-04-01 2021-03-18 Motorsteuervorrichtung
US17/956,083 US12063006B2 (en) 2020-04-01 2022-09-29 Motor control device

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US12063006B2 (en) 2024-08-13

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