WO2022030423A1 - Système d'entraînement de moteur multiple - Google Patents

Système d'entraînement de moteur multiple Download PDF

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Publication number
WO2022030423A1
WO2022030423A1 PCT/JP2021/028541 JP2021028541W WO2022030423A1 WO 2022030423 A1 WO2022030423 A1 WO 2022030423A1 JP 2021028541 W JP2021028541 W JP 2021028541W WO 2022030423 A1 WO2022030423 A1 WO 2022030423A1
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WIPO (PCT)
Prior art keywords
motor
current path
phase
noise suppression
motors
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Application number
PCT/JP2021/028541
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English (en)
Japanese (ja)
Inventor
春樹 天野
崇志 鈴木
淳 藤井
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株式会社デンソー
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Publication of WO2022030423A1 publication Critical patent/WO2022030423A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D1/00—Steering controls, i.e. means for initiating a change of direction of the vehicle
    • B62D1/02—Steering controls, i.e. means for initiating a change of direction of the vehicle vehicle-mounted
    • B62D1/16—Steering columns
    • B62D1/18—Steering columns yieldable or adjustable, e.g. tiltable
    • B62D1/185—Steering columns yieldable or adjustable, e.g. tiltable adjustable by axial displacement, e.g. telescopically
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D1/00—Steering controls, i.e. means for initiating a change of direction of the vehicle
    • B62D1/02—Steering controls, i.e. means for initiating a change of direction of the vehicle vehicle-mounted
    • B62D1/16—Steering columns
    • B62D1/18—Steering columns yieldable or adjustable, e.g. tiltable
    • B62D1/187—Steering columns yieldable or adjustable, e.g. tiltable with tilt adjustment; with tilt and axial adjustment
    • 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
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P5/00—Arrangements specially adapted for regulating or controlling the speed or torque of two or more electric motors
    • H02P5/46—Arrangements specially adapted for regulating or controlling the speed or torque of two or more electric motors for speed regulation of two or more dynamo-electric motors in relation to one another
    • H02P5/50—Arrangements specially adapted for regulating or controlling the speed or torque of two or more electric motors for speed regulation of two or more dynamo-electric motors in relation to one another by comparing electrical values representing the speeds

Definitions

  • This disclosure relates to a multi-motor drive system.
  • the motor control device disclosed in Patent Document 1 drives a three-phase AC motor and two DC motors by one three-phase inverter drive circuit.
  • this motor control device is used as a vehicle steering device, and drives a three-phase motor for electric power steering (EPS), a direct current motor for tilting, and a direct current motor for telescopic. This reduces the number of switching elements required to drive each motor.
  • EPS electric power steering
  • a direct current motor for tilting a direct current motor for tilting
  • a direct current motor for telescopic This reduces the number of switching elements required to drive each motor.
  • An object of the present disclosure is to provide a multi-motor drive system capable of simultaneously driving a multi-phase motor and a DC motor and suppressing electromagnetic noise generated by energization of the DC motor.
  • the multi-motor drive system of the present disclosure includes one or more multi-phase motors having one or more multi-phase winding sets, one or more DC motors, and a multi-phase inverter circuit and an H-bridge circuit.
  • the multi-phase inverter circuit is a power conversion circuit that converts DC power and supplies it to a multi-phase winding set, and is a power conversion circuit that converts DC power and supplies it to a DC motor.
  • a set of upper and lower arm switching elements connected in series in a multi-phase inverter circuit and an H-bridge circuit is a leg
  • at least one multi-phase inverter circuit and an H-bridge circuit are the one-phase leg and H of the multi-phase inverter circuit. It forms an integrated power conversion circuit that shares with one leg of the bridge circuit.
  • the first terminal provided at one end is connected to the one-phase phase current path of the multi-phase winding set via the first DC current path, and the second terminal provided at the other end is connected. It is connected to the switching connection point of the upper and lower arm elements in the leg on the non-shared side of the H-bridge circuit via the second DC current path.
  • N units (N ⁇ 1) of “noise suppression target DC motors” are selected.
  • the part connected to the first terminal in the first DC current path and the part connected to the second terminal in the second DC current path are N lines each, for a total of 2 N lines. It is configured as.
  • "one or more noise suppression components that suppress electromagnetic noise generated by energization” is the first DC current path or the second. It is provided on at least one of the DC current paths.
  • the “noise suppression target DC motor” does not necessarily have to be selected from the viewpoint of the DC motor.
  • the target for which noise suppression is required for the leg of the power conversion circuit that is the noise source and the wiring that is the noise emitting part is selected, and the DC motor corresponding to that leg and wiring is selected as the "noise suppression target DC motor”.
  • arithmetic numbers are used for “1 set”, “1 unit”, “2 units” and the like.
  • Chinese numerals are used for "one phase”, “three phase”, “one”, “two”, etc. in a multi-phase motor.
  • a polyphase motor and a DC motor can be driven at the same time. Further, for example, in a configuration in which one DC motor is connected to the one-phase current path of a multi-phase motor, energization can be switched by at least two switching elements constituting the non-shared leg. The number of switches can be reduced as compared with the prior art of Patent Document 1.
  • electromagnetic noise can be suppressed by noise suppression components for one or more noise suppression target DC motors. As a result, it is possible to prevent malfunction, vibration, noise, etc. of the DC motor and stabilize the operation.
  • the multi-motor drive system of the present disclosure is applied to a vehicle steering system.
  • the polymorphic motor is a steering assist motor in an electric power steering system or a reaction force motor in a steer-by-wire system.
  • the noise suppression target DC motor includes at least one of a steering lock motor, a tilt motor, and a telescopic motor.
  • FIG. 1 is a diagram of a column type EPS system to which a multi-motor drive system is applied.
  • FIG. 2 is a diagram of a rack type EPS system to which a multi-motor drive system is applied.
  • FIG. 3 is a diagram of an SBW system to which a plurality of motor drive systems are applied.
  • FIG. 4A is a schematic diagram illustrating the tilt operation.
  • FIG. 4B is a schematic diagram illustrating the telescopic operation.
  • FIG. 5 is a system configuration diagram of the first embodiment provided with the common mode choke coil.
  • FIG. 6 is a system configuration diagram of the second embodiment provided with the common mode choke coil.
  • FIG. 5 is a system configuration diagram of the first embodiment provided with the common mode choke coil.
  • FIG. 7 is a system configuration diagram of a third embodiment provided with a common mode choke coil.
  • FIG. 8 is a system configuration diagram of a fourth embodiment provided with a common mode choke coil.
  • FIG. 9 is a system configuration diagram of a fifth embodiment provided with a common mode choke coil.
  • FIG. 10 is a system configuration diagram of a sixth embodiment provided with a common mode choke coil.
  • FIG. 11 is a system configuration diagram of a seventh embodiment provided with a common mode choke coil.
  • FIG. 12 is a system configuration diagram of an eighth embodiment provided with a common mode choke coil.
  • FIG. 13 is a system configuration diagram of a ninth embodiment provided with a shielded wire or a twisted wire.
  • FIG. 14 is a system configuration diagram of a tenth embodiment provided with a shielded wire or a twisted wire.
  • FIG. 15 is a system configuration diagram of the eleventh embodiment provided with a shielded wire or a twisted wire.
  • FIG. 16 is a system configuration diagram of a twelfth embodiment provided with a shielded wire or a twisted wire.
  • FIG. 17 is a system configuration diagram of the thirteenth embodiment provided with a shielded wire or a twisted wire.
  • FIG. 18 is a system configuration diagram of the 14th embodiment provided with a shielded wire or a twisted wire.
  • FIG. 19 is a system configuration diagram of the fifteenth embodiment provided with ferrite beads.
  • FIG. 20 is a system configuration diagram of the 16th embodiment provided with ferrite beads.
  • FIG. 21 is a system configuration diagram of the 17th embodiment provided with a motor-side capacitor.
  • FIG. 22 is a system configuration diagram of the 18th embodiment provided with a motor-side capacitor.
  • FIG. 23 is a system configuration diagram of the 19th embodiment provided with a motor-side capacitor.
  • FIG. 24 is a system configuration diagram of the twentieth embodiment provided with a motor-side capacitor.
  • FIG. 25 is a system configuration diagram of another embodiment including a DC motor that is not covered.
  • FIG. 26 is a system configuration diagram of another embodiment including a DC motor that is not covered.
  • FIG. 27 is a system configuration diagram of another embodiment including a three-phase motor having a two-system configuration.
  • the multi-motor drive system of each embodiment is applied to a vehicle electric power steering system (hereinafter “EPS system”) or a steer-by-wire system (hereinafter “SBW system”).
  • EPS system vehicle electric power steering system
  • SBW system steer-by-wire system
  • the ECU which is a control device for a plurality of motor drive systems, functions as an EPS-ECU or an SBW-ECU.
  • each embodiment described later is collectively referred to as "the present embodiment". Substantially the same configurations in a plurality of embodiments are designated by the same reference numerals and description thereof will be omitted.
  • FIGS. 1 to 4B show an EPS system 901 in which a steering mechanism and a steering mechanism are mechanically connected.
  • FIG. 1 shows a column type
  • FIG. 2 shows a rack type EPS system 901.
  • the code of the column type EPS system is described as 901C
  • the code of the rack type EPS system is described as 901R.
  • FIG. 3 shows the SBW system 902 in which the steering mechanism and the steering mechanism are mechanically separated. In FIGS. 1 to 3, only one side of the tire 99 is shown, and the tire on the opposite side is not shown.
  • the EPS system 901 includes a steering wheel 91, a steering shaft 92, an intermediate shaft 95, a rack 97, and the like.
  • the steering shaft 92 is included in the steering column 93, and the steering wheel 91 is connected to one end and the intermediate shaft 95 is connected to the other end.
  • a rack 97 is provided that converts rotation into reciprocating motion by a rack and pinion mechanism and transmits it.
  • the rack 97 reciprocates, the tire 99 is steered via the tie rod 98 and the knuckle arm 985.
  • universal joints 961 and 962 are provided in the middle of the intermediate shaft 95. As a result, the displacement caused by the tilting operation and the telescopic operation of the steering column 93 is absorbed.
  • a three-phase motor 800 as a "multi-phase motor” is provided in the steering column 93, and the output torque of the three-phase motor 800 is transmitted to the steering shaft 92.
  • the torque sensor 94 is provided in the middle of the steering shaft 92, and detects the steering torque Ts of the driver based on the torsional displacement of the torsion bar.
  • a three-phase motor 800 as a "multi-phase motor” is mounted on the rack 97.
  • the reciprocating motion of the rack 97 is assisted by the output torque of the three-phase motor 800.
  • the torque sensor 94 detects the steering torque Ts transmitted to the rack 97.
  • the ECU 10 controls the drive of the three-phase motor 800 based on the steering torque Ts detected by the torque sensor 94 and the vehicle speed V detected by the vehicle speed sensor 14, and outputs a desired steering assist torque.
  • the steering assist motor that outputs the steering assist torque is used as the "polyphase motor”.
  • Each signal to the ECU 10 is communicated by using CAN, serial communication, or the like, or is sent as an analog voltage signal.
  • FIG. 1 and 2 show a configuration including three DC motors, a steering lock motor 710, a tilt motor 720, and a telescopic motor 730, as typical examples.
  • a configuration example including three DC motors a configuration example including a steering lock motor 710 as one DC motor, and a tilt motor 720 and a telescopic motor 730 as two DC motors.
  • the configuration example provided with is shown.
  • the steering lock motor 710 drives the lock device 20 to mechanically regulate the rotation of the steering shaft 92, thereby locking the steering wheel 91 so that it does not rotate when parking or the like.
  • the ECU 10 instructs the steering lock motor 710 to release or re-lock the steering lock based on the ON / OFF signal of the vehicle switch 11.
  • the vehicle switch 11 corresponds to an ignition switch or a push switch of an engine vehicle, a hybrid vehicle, or an electric vehicle.
  • the tilt motor 720 and the telescopic motor 730 are provided on the steering column 93.
  • the ECU 10 instructs the tilt motor 720 to perform a tilt operation.
  • the tilt motor 720 adjusts the tilt angle and moves the steering wheel 91 up and down.
  • the vehicle switch 11 is turned on and the vehicle is started, the vehicle moves to a driving position stored in advance, and when the vehicle switch 11 is turned off and the vehicle is stopped, the driver moves to the side where the space becomes wider.
  • the ECU 10 instructs the telescopic motor 730 to perform a telescopic operation. Then, as shown in FIG. 4B, the telescopic motor 730 adjusts the telescopic length and moves the steering wheel 91 back and forth. Then, when the vehicle switch 11 is turned on and the vehicle is started, the vehicle moves to a driving position stored in advance, and when the vehicle switch 11 is turned off and the vehicle is stopped, the driver moves to the side where the space becomes wider.
  • the intermediate shaft 95 does not exist with respect to the EPS system 901.
  • the steering torque Ts of the driver is electrically transmitted to the steering motor 890 via the ECU 10.
  • the rotation of the steering motor 890 is converted into the reciprocating motion of the rack 97, and the tire 99 is steered via the tie rod 98 and the knuckle arm 985.
  • the driver cannot directly sense the reaction force to the steering. Therefore, the ECU 10 controls the drive of the three-phase motor 800, rotates the steering wheel 91 so as to apply a reaction force to the steering, and gives the driver an appropriate steering feeling. As described above, in the SBW system 902, the reaction force motor that outputs the reaction force torque is used as the "multi-phase motor".
  • the three DC motors 710, 720, and 730 are used in the same manner as the column type EPS system 901 of FIG.
  • the EPS system 901 and the SBW system 902 there is no difference between the EPS system 901 and the SBW system 902 in the description of the three-phase motor 800 and the DC motors 710, 720, and 730 by the ECU 10.
  • DC motors 710, 720, and 730 are described as representatives of DC motors for any purpose.
  • the ECU 10 includes a three-phase inverter circuit 68 that supplies power to the three-phase motor 800, an integrated power conversion circuit 60 that integrates H-bridge circuits 671, 672, and 673 that supply power to the DC motors 710, 720, and 730, and an integrated power conversion circuit 60.
  • the control unit 16 is included. The detailed configuration of the integrated power conversion circuit 60 illustrated so that the frames of the three-phase inverter circuit 68 and the H-bridge circuits 671, 672, and 673 partially overlap will be described later.
  • the three-phase inverter circuit 68 as a "multi-phase inverter circuit" energizes the three-phase motor 800.
  • the H-bridge circuits 671, 672, and 673 energize the DC motors 710, 720, and 730, respectively.
  • the control unit 16 operates the three-phase inverter circuit 68 and the H-bridge circuits 671, 672, 673, and controls the operations of the three-phase motor 800 and the DC motors 710, 720, 730.
  • the control unit 16 is composed of a microcomputer, a drive circuit, etc., includes a CPU (not shown), a ROM, a RAM, an I / O, a bus line connecting these configurations, and a substantial memory device such as a ROM (that is,). , Software processing by executing a program stored in advance in a readable non-temporary tangible recording medium by the CPU, and control by hardware processing by a dedicated electronic circuit are executed.
  • the integrated power conversion circuit 60 and the control unit 16 are provided in the same housing 600. Further, in the system configuration of FIGS. 1 to 3, the three-phase motor 800 is provided integrally with the housing 600 in which the integrated power conversion circuit 60 and the control unit 16 are housed. That is, the three-phase motor 800 is configured as a so-called "mechanical-electric integrated motor". A motor caseless three-phase motor may be provided integrally with the housing 600. On the other hand, the DC motors 710, 720, and 730 are connected to the ECU 10 via harnesses connected to the connectors, respectively. Therefore, it is considered that the three-phase motor 800 is relatively insensitive to electromagnetic noise, and the DC motors 710, 720, and 730 are relatively susceptible to electromagnetic noise.
  • the multi-motor drive system of the present embodiment pays particular attention to the suppression of electromagnetic noise generated by energizing the DC motors 710, 720, and 730, and has noise suppression components 2, 3, 4, and 5 inside or outside the housing 600.
  • the reference numerals “2, 3, 4, 5” are broadly divided into four types of comprehensive codes for noise suppression components.
  • “2" is a common mode choke coil
  • "3" is a shielded wire or twisted wire
  • "4" is a ferrite bead
  • "5" is a motor-side capacitor.
  • the common mode choke coil 2, the shielded wire or twisted wire 3, and the ferrite beads 4 are provided inside the housing 600 or in the middle of the harness as shown by the solid wire frame. Further, the motor-side capacitor 5 is provided inside the DC motors 710, 720, and 730 as shown by the broken line frame.
  • One of these several types of noise suppression components 2, 3, 4, and 5 may be used, or two or more types may be used in combination. The detailed arrangement configuration of each noise suppression component 2, 3, 4, 5 will be described later with reference to FIGS. 5 and 5.
  • FIG. 5 shows, as the simplest configuration, a three-phase motor 800 having one set of three-phase winding sets 801 and a multi-motor drive system including one DC motor 710.
  • the three-phase motor is referred to as "BLM (brushless motor)” and the direct current motor is referred to as "DCM (DC motor)”.
  • the unit including the three-phase winding set and the three-phase inverter circuit corresponding to the winding set is called a "system".
  • the three-phase motor 800 having a one-system configuration is mainly shown in the present specification, and the two-system configuration is shown in FIG. 27 as another embodiment.
  • the one-system configuration three-phase winding set 801 is configured by connecting U-phase, V-phase, and W-phase windings 811, 812, and 813 at the neutral point N. A voltage is applied to the windings 811, 812, and 813 of each phase from the three-phase inverter circuit 68.
  • the DC motor 710 which is the drive target of the H-bridge circuit 671, has a first terminal T1 provided at one end of the winding 714 and a second terminal T2 provided at the other end.
  • the first terminal T1 is connected to the branch point Ju of the phase current path of one phase (for example, U phase) of the three-phase winding set 801 via the first DC current path P1.
  • the second terminal T2 is connected to the connection point M1 of the H bridge circuit 671 via the second DC current path P2.
  • the direction of the current from the first terminal T1 to the second terminal T2 is the positive direction
  • the direction of the current from the second terminal T2 to the first terminal T1 is the negative direction
  • a voltage Vx is applied between the first terminal T1 and the second terminal T2.
  • the DC motor 710 rotates forward when energized in the positive direction and reverses when energized in the negative direction.
  • the steering lock motor 710 locks when it rotates forward and unlocks when it reverses.
  • the integrated power conversion circuit 60 of the multi-motor drive system is composed of the three-phase inverter circuit 68 and the H-bridge circuit 671 integrated.
  • the three-phase inverter circuit 68 is a power conversion circuit that converts the DC power of the power supply Bt and supplies it to the three-phase winding set 801.
  • the H-bridge circuit 671 is a power conversion circuit that converts the DC power of the power supply Bt and supplies it to the DC motor 710.
  • the three-phase inverter circuit 68 and the H-bridge circuit 671 are connected to the positive electrode of the power supply Bt via the high potential line Lp, and are connected to the negative electrode of the power supply Bt via the low potential line Lg.
  • the power supply Bt is, for example, a battery having a reference voltage of 12 [V].
  • a coil L constituting a filter circuit and a power supply side capacitor C are provided on the power supply Bt side of the three-phase inverter circuit 68.
  • the three-phase inverter circuit 68 converts the DC power of the power supply Bt into three-phase AC power by the operation of a plurality of inverter switching elements IUH, IUL, IVH, IVL, IWH, and IWL of the upper and lower arms connected to the bridge, and is a steering assist actuator. It is supplied to 800 three-phase winding set 801.
  • the "upper arm switching element” and “lower arm switching element” are abbreviated as “upper arm element” and "lower arm element”.
  • the inverter switching elements IUH, IVH, and IWH are upper arm elements provided on the high potential side of the U phase, V phase, and W phase, respectively, and the inverter switching elements IUL, IVL, and IWL are U phase and V, respectively. It is a lower arm element provided on the low potential side of the phase and the W phase.
  • the upper arm element and the lower arm element of the same phase are collectively referred to as "IUH / L, IVH / L, IWH / L".
  • a set of switching elements of the upper and lower arms connected in series is referred to as a "leg".
  • "IUH / L" corresponds to the sign of the U-phase leg.
  • the H-bridge circuit 671 converts DC power and supplies it to the DC motor 710 by the operation of a total of four switching elements IUH, IVH, MU1H, and MU1L with two legs. That is, one leg of the H-bridge circuit 671 is shared with the leg IUH / L of one phase (for example, U phase) of the three-phase inverter circuit 68.
  • the power conversion circuit having such a configuration is referred to as "integrated power conversion circuit 60".
  • the control unit 16 does not operate the three-phase inverter circuit 68 and the H-bridge circuit 671 individually, but comprehensively operates the integrated power conversion circuit 60 according to the operation requirements of the motors 800 and 710.
  • the leg on the non-shared side is composed of a set of upper arm element MU1H and lower arm element MU1L connected in series via a DC motor terminal M1.
  • a set of switching elements constituting the non-shared leg is referred to as a "DC motor switching element”. Similar to the inverter switching element, the upper arm element and the lower arm element are collectively referred to as "MU1H / L" as the reference numeral of the DC motor switching element.
  • the "U” in the code "MU1H / L” means the phase in which the legs are shared, and "1" is the number of the DC motor.
  • the second terminal T2 is a connection point of the upper and lower arm elements MU1H / L on the non-shared side leg of the H bridge circuit 671 via the second DC current path P2. It is connected to M1.
  • Iu1 # -Iv1-Iw1 ... (1.1)
  • Iv1 # Iv1 ...
  • Iw1 # Iw1 ...
  • I1 Iu1-Iu1 # ... (1.4)
  • one three-phase motor 800 and one DC motor 710 can be driven at the same time. Further, since the energization can be switched by at least two switching elements constituting the leg on the non-shared side, the number of switches can be reduced as compared with the conventional technique of Patent Document 1.
  • 720, 730 is used as the code of the DC motor in the configuration including two DC motors.
  • the DC motors 720 and 730 are also connected to the phase current path of the three-phase motor 800 and are supplied with power from the integrated power conversion circuit 60, similarly to the DC motor 710 of FIG.
  • the DC motor 720 is a tilt motor
  • the tilt operation of "up / down” is performed by forward rotation and reverse rotation according to the energization direction.
  • the DC motor 730 is a telescopic motor, it performs a telescopic operation of "extending / contracting" by forward rotation and reverse rotation according to the energization direction.
  • the second terminals T2 of the DC motors 720 and 730 are connected to the connection point M2 of the DC motor switching element MU2H / L and the connection point M3 of the DC motor switching element MU3H / L, respectively.
  • the three-phase winding set 801 of the three-phase motor 800 and the winding of the DC motor are not shown, and the three-phase motor 800 and each DC are simply marked with circles marked as "BLM” and "DCM".
  • the three-phase inverter circuit 68 of the integrated power conversion circuit 60 is shown by a two-point chain line frame, and the H-bridge circuit is simply shown by adding an arrow of "671, 672, 673" to the leg on the non-shared side. ..
  • the range of the H-bridge circuit indicated by the arrows "671, 672, 673" in FIG. 6 and below shall be construed with reference to FIG.
  • one or more noise suppression components for suppressing electromagnetic noise generated by energization of one or more DC motors are provided.
  • the electromagnetic noise includes various factors such as power supply noise, motor brush, switching operation of power conversion circuit, surge due to rise of pre-driver, communication noise of microcomputer, harmonic noise and the like. For example, when the terminal voltage of an H-bridge circuit is duty-controlled, switching noise may easily occur. The generated electromagnetic noise is radiated to the outside from the wiring.
  • some DC motors connected to a multi-motor drive system may include DC motors that do not need to suppress noise due to their small output and small influence of noise. Therefore, of all the M DC motors connected to the plurality of motor drive systems, N (N ⁇ M) are selected as the “noise suppression target DC motor”.
  • N N ⁇ M
  • the target for which noise suppression is required for the leg of the power conversion circuit that is the noise source and the wiring that is the noise emitting part is selected, and the DC motor corresponding to the leg and wiring is " It may be selected as a "noise suppression target DC motor”.
  • a common mode choke coil 2 and the shielded wire or twisted wire 3 are connected to the first DC current path P1 and the second DC current path P2 in the middle of the first DC current path P1 and the second DC current path P2. It is provided across.
  • the ferrite beads 4 are individually provided in the first DC current path P1 or the second DC current path P2.
  • the motor-side capacitor 5 is provided in at least one of the first DC current path P1 and the second DC current path P2 inside the noise suppression target DC motor or in a portion adjacent to the first terminal T1 or the second terminal T2. ..
  • the noise suppression components may be provided in common for the plurality of noise suppression target DC motors.
  • the "portion connected to the first terminal T1 in the first DC current path P1" is configured as the individual path PI1
  • the "portion connected to the second terminal T2 in the second DC current path P2" is the individual path PI2. It is configured as.
  • N noise suppression target DC motors there are N individual paths PI1 of the first DC current path P1 and N individual paths PI2 of the second DC current path P2, for a total of 2N lines.
  • the "merging path PS1" to be compared with the individual path PI1 in the first DC current path P1 will be described later with reference to FIG.
  • a common mode choke coil straddles the first DC current path P1 and the second DC current path P2. 22 is provided.
  • the first DC current path P1 is composed of only the individual path PI1.
  • the common mode choke coil 22 is arranged on the path where the current balance becomes 0 [A].
  • the first DC current path P1 from the branch point Ju of the U-phase current path to the DC motors 720 and 730 is independently provided. That is, the first DC current path P1 is not branched and is composed of only the individual path PI1.
  • the second embodiment as shown by the broken line, even if the first terminal T1 of the DC motor 730 is connected to the branch point Jv having a phase different from the branch point Ju to which the first terminal T1 of the DC motor 720 is connected. good.
  • the first DC current path P1 has two DC motors 720 and 730 from the branch point Ju of the U-phase current path. It branches from one confluence path PS1 to two individual paths PI1 at one point between. That is, when the first DC current path P1 for two or more DC motors connected to the phase current path of the same phase of the three-phase motor 800 branches in the middle, the path before branching is called "merging path PS1".
  • the second DC current path P2 is composed of two individual paths PI2 over the entire region, regardless of the embodiment.
  • the region straddling the individual path PI1 and the second DC current path P2 of the first DC current path P1 is defined as the "individual wiring area RwI".
  • both machines straddling the merging path PS1 of the first DC current path P1 and the second DC current path P2 are defined as “merging wiring region RwS”.
  • the total number of paths of the first DC current path P1 and the second DC current path P2 in each region is represented by "p".
  • N 3
  • three common mode choke coils 22 corresponding to the DC motors 710, 720, and 730 are provided in the individual wiring region RwI.
  • the first DC current path P1 is branched at one or two points between the branch point Ju of the U-phase current path and the three DC motors 710, 720, and 730.
  • the first DC current path P1 is one point between the branch point Ju of the U-phase current path and the DC motors 710, 720, and 730, and one merging path PS1 to 3 It branches to the individual path PI1 of the book.
  • the first DC current path P1 is located at two points from the branch point Ju of the U-phase current path to the DC motors 710, 720, and 730, and is one merging path PS1a to 3. It branches into two stages up to the individual path PI1 of the book. Specifically, one confluence path PS1a first branches into one individual path PI1 and one confluence path PS1b, and then one confluence path PS1b branches into two individual paths PI1.
  • the number of the first DC current path P1 and the second DC current path P2 in the system including N units (N ⁇ 2) of noise suppression target DC motors is generalized.
  • both the first DC current path P1 and the second DC current path P2 have N lines in the entire region.
  • the first DC current path P1 branches at one or more points between the one-phase one-phase current path of the three-phase winding set 801 and the N noise-suppressed DC motors
  • the first DC current path P1 is It branches from one or more (N-1) merging routes PS1 to N individual routes PI1.
  • the DC current paths P1 and P2 from the integrated power conversion circuit 60 to the DC motors 710, 720, and 730 are shown by a single path, respectively.
  • the DC current paths P1 and P2 are relayed via the ECU connector 19 provided in the housing 600.
  • the ECU connector 19 is added to the third embodiment shown in FIG. 7.
  • the first DC current path P1 and the second DC current path P2 connect the wiring portion in the housing connecting the integrated power conversion circuit 60 to the ECU connector 19 and the ECU connector 19 to the DC motors 720 and 730. It consists of a harness and a harness. Most of the wiring portion in the housing is often formed by the wiring pattern of the substrate and the conductive terminals.
  • the ECU connector 19 is arranged in the individual wiring region RwI following the common mode choke coil 22, and is provided with four connection terminals for connecting the DC current paths P1 and P2.
  • the first DC current path P1 rejoins between the common mode choke coil 22 and the ECU connector 19 with respect to the seventh embodiment.
  • shielded wire or twisted wire (9th to 14th embodiments)
  • a shielded wire or a twisted wire 3 is provided as a noise suppression component
  • the shielded wire in the present embodiment has two or more wires covered with a shield material, and the twisted wire has two or more wires twisted together. Both shielded wire and twisted wire are effective in reducing electromagnetic noise.
  • the shielded wire or the twisted wire will be described together with a common reference numeral.
  • the code is distinguished from the comprehensive code "3" according to the number of wires bundled as a shielded wire or a twisted wire.
  • the code of the shielded wire or twisted wire in which two wires corresponding to one noise suppression target DC motor are bundled is set to "32".
  • the codes of the shielded wire or twisted wire in which three, four, or five wires corresponding to two or more noise suppression target DC motors are bundled are designated as "33", "34", and "35”, respectively.
  • the shielded wire or twisted wire 32-35 is provided in the harness outside the ECU connector 19. Further, the shielded wire or twisted wire 32-35 is provided across the first DC current path P1 and the second DC current path P2 so that the current balance becomes 0 [A], as in the common mode choke coil. However, the noise suppression effect is great.
  • a shielded wire or a twisted wire 32 in which two wirings are bundled is provided in the individual wiring region RwI of each DC motor 720, 730.
  • the range from the end on the ECU connector 19 side to the end on the DC motors 720 and 730 sides can be configured by the shielded wire or the twisted wire 32, which is advantageous for noise suppression.
  • N 3
  • a shielded wire or twisted wire 32 in which two wirings are bundled is provided in the individual wiring region RwI of each DC motor 710, 720, 730.
  • the 14th embodiment shown in FIG. 18 in the configuration in which the first DC current path P1 is branched into two stages as in the sixth embodiment of FIG. 10, five wirings are provided in the merging wiring region RwSb (p 5).
  • a bundled shielded wire or twisted wire 35 is provided.
  • Ferrite beads (15th and 16th embodiments)
  • ferrite beads 4 are provided as noise suppression components.
  • Ferrite beads are particularly effective in suppressing noise caused by resonance phenomena (ringing) and harmonics.
  • a motor-side capacitor 5 is provided as a noise suppression component inside the DC motor subject to noise suppression or in a portion adjacent to the first terminal T1 or the second terminal T2
  • the capacitor as a noise suppression component is referred to as a "motor side capacitor”. It is self-evident that the "motor side” does not mean the three-phase motor side but the DC motor side.
  • the motor-side capacitor is connected between at least one of the first DC current path P1 or the second DC current path P2 and ground, or between the first DC current path P1 and the second DC current path P2.
  • the motor-side capacitor 5 is provided inside the motor connectors 719, 729, 739 of each DC motor 710, 720, 730.
  • the reference numerals are distinguished from the comprehensive reference numerals “5” according to the connection points of the motor-side capacitors.
  • the sign of the motor-side capacitor connected between the first DC current path P1 and ground is "51"
  • the sign of the motor-side capacitor connected between the second DC current path P2 and ground is "52". do.
  • the code of the motor-side capacitor connected between the first DC current path P1 and the second DC current path P2 is set to "53".
  • the motor side capacitors 51, 52, 53 have a greater noise suppression effect as they are connected closer to the brush of the DC motor.
  • the configuration in which the motor-side capacitors 51, 52, and 53 are physically directly connected to the first terminal T1 or the second terminal T2 is also "provided in a portion adjacent to the first terminal T1 or the second terminal T2".
  • the motor-side capacitors 51, 52, and 53 are considered to be connected to the first DC current path P1 or the second DC current path P2.
  • the illustration of the range of the "wiring portion in the housing" and the "harness" based on the ECU connector 19 is omitted.
  • the motor-side capacitor 52 is provided only between the second DC current path P2 and the ground, as compared with the 17th embodiment.
  • the capacitor on the motor side constitutes a snubber circuit, which affects control.
  • the motor-side capacitor 51 is provided in the first DC current path P1
  • the dead time may be affected in the switching operation in the shared leg of the three-phase inverter circuit 68. Therefore, by providing the motor-side capacitor 52 only between the second DC current path P2 on the non-shared leg side and the ground, the influence on the dead time of the three-phase motor control is reduced.
  • the same action and effect as those of the embodiment can be expected.
  • electromagnetic noise can be suppressed by noise suppression components for one or more noise suppression target DC motors. As a result, it is possible to prevent malfunction, vibration, noise, etc. of the DC motor and stabilize the operation.
  • the components can be standardized by providing the common mode choke coil 22 and the shielded wire or twisted wire 32 in the individual wiring region RwI. Further, in a configuration in which two or more DC motors subject to noise suppression are provided and the first DC current path P1 is branched, noise is generated by providing shielded wires or twisted wires 33, 34 and ferrite beads 4 in the merging wiring region RwS. The number of restraining parts can be reduced.
  • non-target DC motors In a plurality of motor drive system, in addition to the noise suppression target DC motors 710, 720, and 730 exemplified in the above embodiment, one or more "non-noise suppression target DC motors (hereinafter,” non-target DC motors ”)". May be connected to the phase current path of the three-phase motor 800. That is, when the total number of DC motors connected to the plurality of motor drive systems is M and the number of noise suppression target DC motors is N, the relationship may be “N ⁇ M”. In the above embodiment, the merging path PS1 and the individual path PI1 of the noise suppression target DC motor are determined by ignoring the DC current path corresponding to the non-target DC motor.
  • the DC motor 710 which is not subject to noise suppression, is not provided with the common mode choke coil 22 with respect to the fifth embodiment shown in FIG.
  • the shielded wire or the twisted wire 32 is not provided in the DC motor 710 that is not subject to noise suppression, as compared with the twelfth embodiment shown in FIG.
  • the steering lock motor 710 which has a smaller output than the tilt motor 720 and the telescopic motor 730, may be excluded from noise suppression.
  • the noise suppression component is provided only in the DC motor having a relatively large influence of noise due to factors such as operating characteristics and wiring layout, and the noise suppression component is not provided in the DC motor having a relatively small influence of noise. May be good.
  • the three-phase motor may have a plurality of systems including two or more sets of three-phase windings redundantly.
  • FIG. 27 shows a system configuration including a three-phase motor 800 having a two-system configuration.
  • the two-system three-phase motor 800 has two sets of three-phase winding sets 801 and 802.
  • the three-phase motor 800 is configured as a double winding motor in which two sets of three-phase winding sets 801 and 802 are coaxially provided.
  • the two sets of three-phase winding sets 801 and 802 have the same electrical characteristics, and are arranged on a common stator with an electrical angle of 30 [deg] offset from each other.
  • the three-phase winding set 801 of the first system is configured by connecting the U1 phase, V1 phase, and W1 phase windings 811, 812, and 813 at the neutral point N1. A voltage is applied to the windings 811, 812, and 813 of each phase of the three-phase winding set 801 of the first system from the three-phase inverter circuit 681 of the first system.
  • the three-phase winding set 802 of the second system is configured by connecting U2 phase, V2 phase, and W2 phase windings 821, 822, and 823 at the neutral point N2. A voltage is applied to the windings 821, 822, and 823 of each phase of the three-phase winding set 802 of the second system from the three-phase inverter circuit 682 of the second system.
  • the integrated power conversion circuit 60 includes two systems of three-phase inverter circuits 681 and 682 corresponding to the three-phase winding sets 801 and 802, respectively, and one or more H-bridge circuits 672 and 673.
  • the two three-phase inverter circuits 681 and 682 are connected in parallel to the power supply Bt.
  • the system number "1 or 2" is added to the second character of the symbols of the coils and power supply side capacitors that make up the filter circuit of each system. Further, the system number "1 or 2" is added to the third character of the symbol of the inverter switching element of each system.
  • the three-phase inverter circuit 681 of the first system is connected to the U1 phase, V1 phase, and W1 phase windings 811, 812, and 813 of the three-phase winding set 801.
  • the three-phase inverter circuit 682 of the second system is connected to the U2-phase, V2-phase, and W2-phase windings 821, 822, and 823 of the three-phase winding set 802.
  • the two-system three-phase inverter circuits 681 and 682 may be controlled by different microcomputers.
  • two noise suppression target DC motors 710 and 720 are connected only to the U1 phase current path of the three-phase winding set 801 of the first system, and DC is connected to the phase current path of the second system.
  • An example of the configuration in which the motor is not connected is shown.
  • one DC motor may be connected to each of the two different phase current paths of the first system.
  • one or more DC motors may be connected to each of the phase current path of the first system and the phase current path of the second system.
  • the noise suppression components 2, 3, 4, and 5 of the above embodiment may be used in combination of a plurality of types. This makes it possible to more effectively suppress electromagnetic noise caused by various factors such as power supply noise, noise due to surge associated with switching operation, and harmonic noise.
  • the number of phases of the multi-phase motor is not limited to three phases, but may be two phases or four or more phases, that is, a generalized N phase (N is an integer of two or more). Further, the polyphase motor may include three or more sets of polyphase windings.
  • Various circuit elements may be added to the circuit of the ECU 10.
  • a three-phase motor relay that opens and closes each phase current path of the three-phase motor 800, a DC motor relay that opens and closes the first DC current path P1, and the like may be provided.
  • the multi-phase motor constituting the steering assist motor or the reaction force motor may not be a mechanical / electrical integrated type, but may have a mechanical / electrical separate type configuration in which the motor body and the ECU are connected by a harness. In a separate mechanical / electrical configuration, another noise suppression component may be provided in the current path between the integrated power conversion circuit and the multiphase motor.
  • the multi-motor drive system of the present disclosure is applicable not only to the EPS system and SBW system of a vehicle but also to various systems in which a multi-phase motor and a DC motor are used in combination.
  • the DC motor used in the multi-motor drive system may be a motor that functions as a seat actuator or a steering wheel retracting actuator, in addition to a steering actuator such as a steering lock, tilt, or telescopic motor.
  • 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 controls and techniques described herein are by a combination of a processor and memory programmed to perform one or more functions and a processor configured by 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.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Control Of Multiple Motors (AREA)
  • Steering Controls (AREA)
  • Power Steering Mechanism (AREA)

Abstract

L'invention concerne un circuit onduleur polyphasé (68) et un circuit à pont en H (671) qui forment un circuit intégré de conversion d'énergie (60) dans lequel une branche est partagée. Un moteur à courant continu (710) comporte une première borne (T1) connectée à un trajet de courant de phase monophasé d'un moteur polyphasé (800) par l'intermédiaire d'un premier trajet de courant continu (P1) et une seconde borne (T2) connectée à un point de connexion (M1) pour des éléments de commutation de bras supérieur et inférieur dans une branche sur le côté non partagé du circuit à pont en H (671) par l'intermédiaire d'un second trajet de courant continu (P2). Des sections dans les premier et second trajets de courant continu (P1. P2) qui sont connectées aux première et seconde bornes (T1, T2) sont conçues en un total de deux trajets individuels. Des composants de suppression de bruit (2, 3 4, 5) qui suppriment le bruit électromagnétique généré par la conduction sont fournis à travers les premier et second trajets de courant continu (P1, P2).
PCT/JP2021/028541 2020-08-03 2021-08-02 Système d'entraînement de moteur multiple WO2022030423A1 (fr)

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JP2020-131894 2020-08-03
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Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5810471A (ja) * 1981-07-06 1983-01-21 日立工機株式会社 ア−ス付電動工具
JPH0548326U (ja) * 1991-11-28 1993-06-25 太陽誘電株式会社 ノイズ除去部品
JPH05219680A (ja) * 1992-01-31 1993-08-27 Mitsubishi Electric Corp 直流電動機のリード線口出装置及びリード線口出方法
US20040012350A1 (en) * 2002-02-21 2004-01-22 Martin Weinmann Circuit arrangement for the actuation of an electric-motor drive, in particular a pump drive, in a large domestic appliance
CN102751863A (zh) * 2012-07-25 2012-10-24 大连西赛德门控有限公司 直流电机电磁兼容抗干扰系统
JP5768999B2 (ja) * 2011-02-16 2015-08-26 株式会社ジェイテクト モータ制御装置および車両用操舵装置
JP2016185025A (ja) * 2015-03-26 2016-10-20 日本電産株式会社 モータおよびファン
WO2019116453A1 (fr) * 2017-12-12 2019-06-20 日産自動車株式会社 Procédé de commande de braquage de véhicule et dispositif de commande de braquage de véhicule
WO2020090569A1 (fr) * 2018-11-02 2020-05-07 日立オートモティブシステムズ株式会社 Dispositif de pilotage assisté électriquement et dispositif de direction assistée électriquement

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5810471A (ja) * 1981-07-06 1983-01-21 日立工機株式会社 ア−ス付電動工具
JPH0548326U (ja) * 1991-11-28 1993-06-25 太陽誘電株式会社 ノイズ除去部品
JPH05219680A (ja) * 1992-01-31 1993-08-27 Mitsubishi Electric Corp 直流電動機のリード線口出装置及びリード線口出方法
US20040012350A1 (en) * 2002-02-21 2004-01-22 Martin Weinmann Circuit arrangement for the actuation of an electric-motor drive, in particular a pump drive, in a large domestic appliance
JP5768999B2 (ja) * 2011-02-16 2015-08-26 株式会社ジェイテクト モータ制御装置および車両用操舵装置
CN102751863A (zh) * 2012-07-25 2012-10-24 大连西赛德门控有限公司 直流电机电磁兼容抗干扰系统
JP2016185025A (ja) * 2015-03-26 2016-10-20 日本電産株式会社 モータおよびファン
WO2019116453A1 (fr) * 2017-12-12 2019-06-20 日産自動車株式会社 Procédé de commande de braquage de véhicule et dispositif de commande de braquage de véhicule
WO2020090569A1 (fr) * 2018-11-02 2020-05-07 日立オートモティブシステムズ株式会社 Dispositif de pilotage assisté électriquement et dispositif de direction assistée électriquement

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