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WO2016098693A1 - Dispositif de direction à assistance électrique et dispositif de régulation pour dispositif embarqué dans un véhicule - Google Patents

Dispositif de direction à assistance électrique et dispositif de régulation pour dispositif embarqué dans un véhicule Download PDF

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Publication number
WO2016098693A1
WO2016098693A1 PCT/JP2015/084770 JP2015084770W WO2016098693A1 WO 2016098693 A1 WO2016098693 A1 WO 2016098693A1 JP 2015084770 W JP2015084770 W JP 2015084770W WO 2016098693 A1 WO2016098693 A1 WO 2016098693A1
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WIPO (PCT)
Prior art keywords
command value
control command
control
signal
electric power
Prior art date
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Ceased
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PCT/JP2015/084770
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English (en)
Japanese (ja)
Inventor
裕幸 太田
杉山　吉隆
督己 加島
正樹 板橋
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Hitachi Astemo Ltd
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Hitachi Automotive Systems Ltd
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Publication date
Application filed by Hitachi Automotive Systems Ltd filed Critical Hitachi Automotive Systems Ltd
Publication of WO2016098693A1 publication Critical patent/WO2016098693A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • 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
    • H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
    • H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
    • 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
    • H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
    • H02P6/06—Arrangements for speed regulation of a single motor wherein the motor speed is measured and compared with a given physical value so as to adjust the motor speed

Definitions

  • the present invention relates to a vehicle-mounted device provided with an electric motor.
  • Patent Document 1 the technology described in Patent Document 1 is known as an electric power steering device that is one of the on-vehicle equipment.
  • This publication limits the DC bus current by limiting the AC rotating machine voltage that has a linear relationship with the rotational speed of the AC rotating machine.
  • the limitation on the voltage of the AC rotating machine described in Patent Document 1 is that the voltage applied to the AC rotating machine is such that the current command value obtained from the torque command for the AC rotating machine matches the current value supplied to the AC rotating machine. This is done after calculating the command value.
  • the DC bus current detection value is controlled so as to match the DC bus current command, but the torque command for the AC rotary machine is not adjusted, so the current command obtained from the torque command for the AC rotary machine is changed to the AC rotary machine.
  • the current supplied to As a result torque according to the torque command is not generated, and the accuracy of torque control is reduced.
  • the amplitude of the three-phase AC voltage command applied to the AC rotating machine is limited, there is a possibility that the rectangular wave is distorted from an ideal sine wave, which causes torque ripple.
  • An object of the present invention is to prevent a reduction in the accuracy of torque control that occurs when an electric power steering device and a control device for on-vehicle equipment are controlled so that the DC bus current is below a desired limit value. It is to enable accurate torque control.
  • An object of the present invention is to provide an electric power steering apparatus and a vehicle capable of preventing a reduction in accuracy of torque control that occurs when the DC bus current is controlled to be equal to or less than a desired limit value, and capable of highly accurate torque control. It is to provide a control device for on-board equipment.
  • the present invention drives and controls a three-phase brushless motor incorporated in a vehicle-mounted device and supplies power from a battery to drive and control the three-phase brushless motor based on the driving state of the vehicle.
  • a control command value is calculated, and a three-phase brushless motor is driven and controlled based on the control command value by a control device including an inverter.
  • the control device has a control command value limit value for limiting the battery current supplied from the battery to the control device, and corrects the control command value so that the battery current does not exceed the control command value limit value.
  • control device has a circuit for feedback correcting the control command value based on the battery current, and when the battery current is corrected so as not to exceed the control command value limit value, the corrected control command value is converted into the battery current. Based on the feedback correction, the control command value corrected for feedback is output to the inverter.
  • FIG. 1 is a schematic diagram illustrating an electric power steering device according to a first embodiment.
  • 1 is a system diagram illustrating a motor drive system according to a first embodiment.
  • 2 is a control command value limit value calculation map according to the first embodiment.
  • FIG. 3 is a control block diagram illustrating a motor control unit according to the first embodiment.
  • FIG. 3 is a control block diagram illustrating a configuration of a torque command unit according to the first embodiment. It is an operation
  • FIG. FIG. 6 is a control block diagram illustrating a configuration of a torque command unit according to a second embodiment.
  • FIG. 6 is a control block diagram illustrating a configuration of a torque command unit according to a third embodiment.
  • FIG. 1 is a schematic diagram illustrating the configuration of the electric power steering apparatus according to the first embodiment.
  • the electric power steering apparatus includes a steering wheel 201, a steering shaft (steering shaft) 202, a pinion shaft 203, a rack shaft 204, and a steering mechanism using a rack and pinion mechanism.
  • this steering mechanism when the driver rotates the steering wheel 201 left and right, the steering torque is transmitted to the pinion shaft 203 via the steering shaft 202, and the rotational motion of the pinion shaft 203 is converted into the linear motion of the rack shaft 204.
  • the steered wheels connected to both ends of the rack shaft 204 are steered.
  • the pinion shaft 203 is provided with a steering torque sensor 206 that detects the steering torque of the steering wheel 201, and generates a torque command ⁇ * to the motor 1 that assists the steering torque based on the detected steering torque and vehicle speed information. And the motor 1 is driven.
  • the speed reduction mechanism 205 transmits the torque generated by the motor 1 to the steered wheels to assist the driver's steering.
  • the motor control unit 10 includes an inverter circuit 2, a battery 3, a battery voltage sensor 4, a position sensor 5, a current sensor 6, a battery current detection circuit 7, a control command value limiting unit 8, and a torque command unit 9 (FIG. 2). reference).
  • a torque command generator 30 (to be described later) outputs a torque command ⁇ * to the motor 1 that assists the steering torque based on the steering torque and vehicle speed information detected by the steering torque sensor 206.
  • FIG. 2 is a system diagram illustrating the motor drive system according to the first embodiment.
  • the motor drive system includes a motor 1, an inverter circuit 2 that drives the motor 1, a battery 3 that supplies power to the inverter circuit 2, and a battery voltage sensor that detects a voltage of the battery 3 that is a supply voltage to the inverter circuit 2. 4, a position sensor 5 that detects the rotor position of the motor 1, a current sensor 6 that detects a three-phase AC current flowing through the motor 1, and a battery current (DC bus current) that is a supply current to the inverter circuit 2.
  • DC bus current DC bus current
  • a command unit 9 and a motor control unit 10 that performs control for generating torque that matches the torque command are included.
  • the motor 1 is a three-phase brushless motor, for example, a permanent magnet synchronous motor.
  • the inverter circuit 2 is configured by a switching element such as an FET, and is connected to the motor 1 and the battery 3.
  • the control command value limiting unit 8 sets a control command value limiting value IDC * that limits the battery current supplied to the inverter circuit 2 to a preset value.
  • the torque command unit 9 includes an operation state signal receiving unit that receives a battery voltage VDC, a battery current IDCfb, an environmental temperature signal of the motor 1 and the inverter circuit 2, a command signal from a controller such as a vehicle integrated control device (not shown), and the like. Have.
  • the torque command unit 9 outputs a torque command to the motor control unit 10 so that the control command value limit value IDC * from the control command value limit unit 8 matches the battery current detection value IDCfb detected by the battery current detection circuit 7. To do.
  • the motor control unit 10 controls the torque generated by the motor 1 by driving the inverter circuit 2 based on the torque command ⁇ ** of the torque command unit 9.
  • the control command value limiter 8 obtains a control command value limit value IDC * based on the battery voltage detection value VDC detected by the battery voltage sensor 4.
  • FIG. 3 is a control command value limit value calculation map of the first embodiment. As the battery voltage detection value VDC is lower, the battery current that is the DC bus current is limited to suppress an excessive decrease in the battery voltage that is the DC voltage.
  • FIG. 4 is a control block diagram showing the motor control unit of the first embodiment.
  • the motor control unit 10 includes a vector controller 20, a dq / three-phase converter 21, a PWM 22, a three-phase / dq coordinate converter 23, a phase calculator 24, and a speed calculator 25.
  • a well-known vector control is performed as a method for linearizing the torque of the permanent magnet synchronous motor.
  • the vector controller 20 outputs voltage commands Vd * and Vq * on the dq axis so that the motor 1 generates a torque corresponding to the current command Iq * contributing to the torque of the motor 1.
  • the dq / three-phase converter 21 outputs three-phase AC voltage commands Vu *, Vv *, Vw * based on the voltage commands Vd *, Vq * on the dq axis and the rotor phase ⁇ d.
  • the PWM 22 performs pulse width modulation (PWM: Pulse Width Modulation) using the three-phase AC voltage commands Vu *, Vv *, and Vw * as signals for turning on / off the switching elements of the inverter circuit 2, and the pulse width modulated signal. Is output.
  • PWM Pulse Width Modulation
  • the three-phase / dq coordinate converter 23 is a current Iqc (q-axis current component) contributing to torque and a current Idc (d-axis) contributing to magnetic flux. Current component).
  • the phase calculator 24 calculates the rotor phase ⁇ d from the rotor position detected by the position sensor 5, and outputs it to the dq / three-phase converter 21, the three-phase / dq coordinate converter 23, and the speed calculator 25. .
  • the speed calculator 25 calculates the rotational speed ⁇ rm of the motor 1 from the rotor phase ⁇ d and outputs it to the vector controller 20.
  • the vector controller 20 generates a current command Iq * contributing to torque and a current command Id * contributing to magnetic flux based on the torque command ⁇ * of the torque command unit 9.
  • the current command Id * is normally set to zero if it is a non-salient permanent magnet synchronous motor. In salient-pole permanent magnet synchronous motors, field weakening control and efficiency maximization control, a non-zero command is given as the current command Id *.
  • the current Iqc (q-axis current component) that contributes to the torque and the magnetic flux are determined based on the three-phase AC Iuc, Ivc, Iwc that are the AC current detection values of the motor 1 and the rotor phase ⁇ d.
  • the current Idc (d-axis current component) that contributes is separated. Then, current control is performed so that the detected current values coincide with the current command Iq * contributing to the torque and the current command Id * contributing to the magnetic flux.
  • the voltage commands Vd * and Vq * on the dq axis that is the rotation coordinate axis are calculated, and the dq / three-phase converter 21 calculates the three based on the voltage commands Vd * and Vq * and the rotor phase ⁇ d. Convert to phase AC voltage command Vu *, Vv *, Vw *.
  • the voltage commands Vd * and Vq * on the dq axis may be calculated by combining the result of current control and the result of non-interference control that compensates for the interference term on the dq axis.
  • Three-phase AC voltage commands Vu *, Vv *, and Vw * are obtained by performing pulse width modulation using PWM22 as a signal for turning on / off the switching element of the inverter circuit 2 and driving the switching element of the inverter circuit 2.
  • Voltages corresponding to the phase AC voltage commands Vu *, Vv *, and Vw * are applied to the motor 1. Then, by sequentially switching energization to each phase of the motor 1, current can be supplied to each phase and the motor 1 can be driven.
  • a method may be employed in which the DC bus current is detected without detecting the three-phase AC current, and the phase current is reproduced and calculated inside the controller.
  • There is a known technique for reproducing and calculating a three-phase alternating current (phase current) from the direct current bus current and it is omitted because it is not a main part of the present invention.
  • FIG. 5 is a control block diagram illustrating the configuration of the torque command unit according to the first embodiment.
  • the torque command unit 9 includes a torque command generator 30, a deviation calculator 31, an integrator 32, a limit processor 33, and an adder 34.
  • the torque command generator 30 which is a control command value calculation unit generates a torque command ⁇ * to the motor 1.
  • the deviation calculator 31 calculates the deviation between the control command value limit value IDC * output from the control command value limiter 8 and the battery current detection value IDCfb output from the battery current detection circuit 7.
  • the integrator 32 integrates the deviation output from the deviation calculator 31 and outputs a torque command correction amount ⁇ *.
  • the limit processor 33 limits the torque command correction amount ⁇ * output from the integrator 32.
  • the adder 34 adds the torque command to the motor 1 output from the torque command generator 30 and the torque command correction amount ⁇ * limited by the limit processor 33, and calculates the corrected torque command ⁇ **. Output.
  • FIG. 6 is a schematic operation diagram of the torque command unit according to the first embodiment.
  • a torque command ⁇ * from the torque command generator 30 to the motor 1 is generated.
  • the motor control unit 10 controls the torque generated by the motor 1.
  • the DC voltage and the rotational speed ⁇ rm of the motor 1 are constant for easy understanding.
  • the battery current detection value IDCfb flows as the battery current before correction in FIG. 4 based on the torque command ⁇ *.
  • the torque command unit 9 calculates a deviation (IDC * ⁇ IDCfb) in the IDC * and IDCfb deviation calculator 31 so that the battery current detection value IDCfb matches the control command value limit value IDC *.
  • the deviation in this case is a negative value because the battery current detection value IDCfb exceeds the control command value limit value IDC *.
  • the deviation obtained by the deviation calculator 31 is multiplied by an integral gain K to perform an integral calculation (or proportional calculation + integral calculation), and a torque command correction amount ⁇ * is created and output to the limit processor 33.
  • the limit processor 33 limits the torque command correction amount ⁇ * from zero or less to a value obtained by multiplying the torque command ⁇ * by ⁇ 1. Therefore, the maximum value of the torque command correction amount ⁇ * is zero, and the minimum value is a negative value obtained by multiplying the torque command ⁇ * by ⁇ 1. If the torque command correction amount ⁇ * is less than or equal to the value obtained by multiplying the torque command ⁇ * by ⁇ 1, the torque command correction amount ⁇ * is limited to a value obtained by multiplying the torque command ⁇ * by ⁇ 1. Is limited to zero. When the torque command correction amount ⁇ * is between the minimum value and the maximum value, there is no limitation. Further, the limit processor 33 has a minimum value that varies according to the torque command ⁇ *.
  • the maximum value of the torque command correction amount ⁇ * is zero, and the minimum value that becomes a positive value obtained by multiplying the torque command ⁇ * by ⁇ 1 is zero.
  • the operation is the same as when the torque command ⁇ * is a positive value, but the sign of the maximum value and the minimum value that are limited is different.
  • the torque command correction amount ⁇ * that has passed through the limit processor 33 is added to the torque command ⁇ * to calculate a new torque command ⁇ **.
  • the corrected new torque command ⁇ ** does not become larger than the torque command ⁇ *. This is because when the torque command ⁇ * is positive, the torque command correction amount ⁇ * is limited to zero or a negative value obtained by multiplying the torque command ⁇ * by ⁇ 1 by the limit processor 33. Similarly, when the torque command ⁇ * is negative, the torque command correction amount ⁇ * is limited to zero or a positive value obtained by multiplying the torque command ⁇ * by ⁇ 1. ⁇ ** does not become smaller than the torque command ⁇ *.
  • the torque generated by the motor 1 is controlled based on the corrected new torque command ⁇ **, the battery current becomes smaller than when the control is performed based on the torque command ⁇ * before correction. Then, by constructing such a feedback loop, the torque command ⁇ * can be corrected online, so that the battery command detected value IDCfb becomes the torque command ⁇ * that matches the control command value limit value IDC *. The generated torque of the motor 1 can be controlled.
  • VDC ⁇ IDCfb ⁇ * ⁇ ⁇ rm + R * ⁇ (Idc 2 + Iqc 2 ) + Ploss
  • the first term on the right side represents the mechanical output of the motor 1.
  • the second term represents the copper loss of the motor 1.
  • R * is the phase resistance setting value of the motor 1.
  • the third term represents loss including iron loss of the motor 1 and the like.
  • the expression (1) can be expressed as the following expression (2).
  • the control target in the battery current feedback control system in which the operation amount is the torque command ⁇ *, the control target can be expressed as ⁇ rm / VDC.
  • VDC ⁇ IDCfb ⁇ * ⁇ ⁇ rm Therefore, the input can be expressed as a transfer function of the torque command ⁇ * and the output as the battery current detection value IDCfb.
  • the copper loss and iron loss of the motor 1 are ignored, but the same can be considered in the same manner by considering copper loss or losses such as copper loss and iron loss. In this case, the responsiveness of the feedback control system and the control stability with respect to the control response frequency are further improved.
  • the battery current that is the DC bus current is limited without waste, it is possible to provide an electric power steering apparatus that can make maximum use of the power supplied by the battery 3.
  • control command value limit value IDC * based on the voltage VDC supplied by the battery 3
  • appropriate power control can be performed according to the state of the battery, preventing early deterioration of the battery 3, Failure or breakage of components connected between the battery 3 and the inverter circuit 2 or heat generation due to path resistance can be suppressed.
  • the integral gain K is affected by the battery voltage detection value VDC, the motor rotation speed ⁇ rm, and Ploss.
  • copper loss is represented by R ⁇ I 2 .
  • I Motor phase current value (either command current or actual current may be used)
  • R Resistance of motor circuit (winding, etc.).
  • Iron loss includes hysteresis loss and eddy current loss.
  • Ph hysteresis loss, f: frequency, Bm: maximum magnetic flux density, kh: proportional constant).
  • Pe eddy current loss
  • t iron plate thickness
  • f frequency
  • Bm maximum magnetic flux density
  • ⁇ resistivity of magnetic material
  • ke proportional constant
  • Example 1 Electric power is supplied from the steering mechanism that steers the steered wheels according to the steering operation of the steering wheel 201, the motor 1 (three-phase brushless motor) that applies steering force to the steering mechanism, and the battery 3.
  • a motor control unit 10 (control device) that controls the drive of the motor 1, and a torque command ⁇ * and a torque that are provided in the motor control unit 10 and are control command values for controlling the drive of the motor 1 based on the driving state of the vehicle
  • a torque command unit 9 (control command value calculation unit) that calculates the command ⁇ **, an inverter circuit 2 that is provided in the motor control unit 10 and controls the drive of the motor 1 based on the torque command ⁇ **, and the motor control unit 10
  • the torque command unit 9 (control command) having a deviation calculator 31, an integrator 32, a limit processor 33, and an adder 34 for correcting the torque command ⁇ * so that the battery current IDCfb does not exceed the control command value limit value IDC *.
  • a battery current detection circuit 7 provided in the motor control unit 10 for detecting or estimating the battery current
  • the torque command generator 30 in the torque command unit 9 calculates the torque command ⁇ * based on the steering torque.
  • the torque command ⁇ is not limited to the steering torque but is considered in consideration of the vehicle speed, the steering speed, and the like. * May be calculated.
  • the torque commands ⁇ * and ⁇ ** may be current commands that contribute to torque, or torque command values for calculating current commands that contribute to torque.
  • the torque command unit 9 corrects the torque command ⁇ * so that the battery current IDCfb approaches the control command value limit value IDC *.
  • An electric power steering device Since the torque command unit 9 corrects the torque command ⁇ * so as to be as high as possible, the deterioration of the steering feeling can be suppressed within the range of the control command value limit value IDC *.
  • the control command value limiting unit 8 includes a driving state signal receiving unit to which a driving state signal that is a signal indicating the driving state of the vehicle is input.
  • An electric power steering apparatus comprising: a control command value limit value IDC * variably adjusted based on an operation state signal.
  • the control command value limiting unit 8 is configured to control the control command value limit value IDC based on the voltage of the battery 3 that supplies power to the motor control unit 10.
  • the torque command unit 9 is an input to which a battery voltage detection value VDC that is a signal indicating a voltage value input to the inverter circuit 2 is input.
  • the torque command unit 9 is a motor loss signal receiving unit to which a motor loss signal that is a signal related to copper loss or iron loss of the motor 1 is input. And a torque command ⁇ * is corrected based on Ploss which is a motor loss signal. Therefore, the responsiveness of the battery current feedback control system and the control stability with respect to the control response frequency can be further improved.
  • FIG. 7 is a control block diagram illustrating the configuration of the torque command unit according to the second embodiment.
  • the integral gain K is determined as [Equation (3)] so as to be the control response frequency Fc of the battery current feedback control system. Furthermore, when the copper loss is taken into consideration with respect to the integral gain K, the control stability with respect to the control response frequency is further improved.
  • the copper loss is obtained from the phase resistance set value R * and the dq axis current detection value (may be a dq axis current command) as shown in [Expression (1)].
  • an environmental temperature detection unit 35 that detects or estimates the environmental temperature around the motor 1 and outputs an environmental temperature signal.
  • the integrator 32 includes an environmental temperature signal receiving unit that receives an environmental temperature signal. The integrator 32 corrects the phase resistance set value R * based on the received environmental temperature signal. Thereby, the stability of control with respect to the control response frequency can be maintained even when the environmental temperature changes.
  • the motor control unit 10 includes a temperature signal receiving unit that receives an environmental temperature signal that is a signal related to the environmental temperature around the motor 1, and the torque command unit 9 is based on the environmental temperature signal to generate a torque command ⁇ *
  • An electric power steering device characterized by correcting the above. Since the parameters for calculating copper loss and iron loss change depending on the environmental temperature, the control of the response and control response frequency of the battery current feedback control system can be achieved by correcting the torque command ⁇ * with further consideration of the environmental temperature. Can be further improved.
  • FIG. 8 is a control block diagram illustrating the configuration of the torque command unit according to the third embodiment.
  • Example 1 the example which applied this invention to the electric power steering apparatus was shown.
  • Example 3 is adopted for other on-vehicle equipment.
  • the torque command ⁇ * and the torque command correction amount ⁇ * are added to create a corrected new torque command ⁇ **.
  • the torque command correction amount ⁇ * is directly used as the torque command ⁇ ** without adding the torque command ⁇ * shown in FIG.
  • the restriction processor 33 shown in FIG. 5 is deleted.
  • the same effect as that of the first embodiment can be obtained by changing the configuration of the torque command unit 9 as shown in FIG.
  • the generated torque of the motor 1 can be controlled without the value IDCfb overshooting the control command value limit value IDC *.
  • Example 3 A control device for a vehicle-mounted device that drives and controls a three-phase brushless motor incorporated in a vehicle-mounted device, and that drives the three-phase brushless motor based on the driving state of the vehicle.
  • a control command value calculation unit for calculating a control command value for controlling, an inverter circuit for driving and controlling the three-phase brushless motor based on the control command value, and a battery that is a current supplied from the battery to the control device
  • a torque command unit that has a control command value limit value that limits current and corrects the control command value so that the battery current does not exceed the control command value limit value; and a battery current that detects or estimates the battery current A detection circuit; and a circuit for feedback-correcting the control command value based on the battery current, wherein the control command value is the torque A current feedback circuit that, when corrected by the command unit, feedback-corrects the control command value corrected by the torque command unit and outputs the feedback-corrected control command value to the inverter circuit;
  • a control device for on-vehicle equipment.
  • the torque command unit sets the control command value limit value within a range in which the battery current does not exceed the control command value limit value.
  • a control device for a vehicle-mounted device wherein the control command value is corrected so as to approach the vehicle. Since the torque command unit corrects the control command value to be as high as possible, it is possible to suppress the deterioration of the steering feeling within the range of the control command value limit value.
  • the control command value limiter receives an operating state signal to which an operating state signal that is a signal indicating the operating state of the vehicle is input.
  • a control command value or a control command limit value is corrected based on the driving state signal.
  • control command value limiting unit is configured to control the control command value limit value based on a voltage of a battery that supplies power to the control device.
  • the torque command unit is an input to which an input voltage signal that is a signal indicating a voltage value input to the inverter circuit is input.
  • the torque command unit includes a motor loss signal receiving unit to which a motor loss signal that is a signal related to copper loss or iron loss of the three-phase brushless motor is input, and corrects the control command value based on the motor loss signal.
  • a control device for a vehicle-mounted device Therefore, the responsiveness of the battery current feedback control system and the control stability with respect to the control response frequency can be further improved.
  • the present invention is not limited to the above-described embodiments, and includes various modifications.
  • the above-described embodiments have been described in detail for easy understanding of the present invention, and are not necessarily limited to those having all the configurations described.
  • a part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of one embodiment.
  • (14-8) a steering mechanism for turning the steered wheels according to the steering operation of the steering wheel; A three-phase brushless motor that applies steering force to the steering mechanism; A control device which is supplied with electric power from a battery and drives and controls the three-phase brushless motor; A calculation unit that is provided in the control device and calculates a control command value for driving and controlling the three-phase brushless motor based on a driving state of the vehicle, and is a current supplied from the battery to the control device.
  • a control command value calculation unit that calculates the control command value so that the battery current does not exceed a control command value limit value for limiting the battery current;
  • An inverter circuit provided in the control device for driving and controlling the three-phase brushless motor based on the control command value;
  • a battery current detection circuit provided in the control device for detecting or estimating the battery current;
  • a current feedback circuit provided in the control device, which feedback-corrects the control command value based on the battery current and outputs the control command value feedback-corrected to the inverter circuit;
  • An electric power steering apparatus comprising: When feedback correction is performed on a voltage command on the dq axis or a three-phase AC voltage command that is output based on a control command value that has not been corrected by the control command value calculation unit, the difference between the control command value and the torque generated by the motor is large. Therefore, the feedback control may diverge.
  • the said subject can be suppressed by carrying out the feedback correction
  • the control command value calculation unit calculates the control command value so that a battery current approaches the limit value. Electric power steering device. Since the control command value calculation unit corrects the control command value so as to be as high as possible, it is possible to suppress the deterioration of the steering feeling within the limit value range. (16-10) In the electric power steering apparatus according to (14-8), the control command value calculation unit includes a driving state signal receiving unit to which a driving state signal that is a signal indicating a driving state of the vehicle is input. An electric power steering apparatus comprising: correcting the control command value or the control command limit value based on the driving state signal.
  • the control command value calculation unit variably adjusts the limit value based on a voltage of a battery that supplies power to the control device. An electric power steering device. When the battery voltage is lowered, the battery can be protected by setting the limit value lower.
  • the control command value calculation unit is an input to which an input voltage signal that is a signal indicating a voltage value input to the inverter circuit is input.
  • An electric power steering apparatus characterized by correcting a value. The response of the battery current feedback control system can be set to a desired value.
  • the control command value calculation unit receives a motor loss signal that is a signal relating to copper loss or iron loss of the three-phase brushless motor.
  • the control device includes a temperature signal receiving unit that receives an environmental temperature signal that is a signal related to an environmental temperature around the three-phase brushless motor.
  • the electric power steering apparatus wherein the control command value calculation unit corrects the control command value based on the environmental temperature signal. Since the parameters for calculating copper loss and iron loss change depending on the environmental temperature, the control command value is corrected with further consideration of the environmental temperature, so that the control of the responsiveness and control response frequency of the battery current feedback control system can be achieved. Stability can be further improved.
  • the difference between the control command value and the generated torque of the motor is reduced by feedback correcting the control command value that has been corrected so that the battery current does not exceed the control command value limit value. And control divergence can be suppressed.
  • Motor controller 20 Motor controller 21 dq / three-phase coordinate converter 22 PWM23 Three-phase / dq coordinate converter 24, phase calculator 25, speed calculator 30, torque command generator 31, deviation calculator 32, integrator 33, limit processor 34, adder 35, environmental temperature detector 201, steering wheel 202, steering shaft 203, pinion shaft 204, rack Shaft 205 Deceleration mechanism 206 Steering torque sensor

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Ac Motors In General (AREA)
  • Control Of Motors That Do Not Use Commutators (AREA)
  • Power Steering Mechanism (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)

Abstract

L'objet de la présente invention est d'empêcher toute diminution de la précision de régulation d'un couple se produisant lorsque le courant d'un bus c.c. est régulé de manière à être inférieur ou égal à une valeur limite souhaitée dans un dispositif de direction à assistance électrique et dans un dispositif de régulation pour un dispositif embarqué dans un véhicule, et de permettre ainsi une régulation du couple de haute précision. Lors de la mise en œuvre d'une régulation d'entraînement d'un moteur triphasé sans balais dans lequel est incorporé un dispositif embarqué dans un véhicule et lors de l'alimentation en énergie, provenant d'une batterie, du dispositif de direction à assistance électrique de la présente invention, une valeur de commande de régulation permettant de mettre en œuvre la régulation d'entraînement du moteur triphasé sans balais sur la base de l'état de fonctionnement d'un véhicule est calculée et la régulation d'entraînement du moteur triphasé sans balais est mise en œuvre sur la base de la valeur de commande de régulation par un dispositif de régulation comprenant un inverseur. À cette occasion, le dispositif de régulation a une valeur limite permettant de limiter le courant de batterie fourni au dispositif de régulation à partir de la batterie, et ledit dispositif de régulation corrige la valeur de commande de régulation, de telle sorte que le courant de la batterie ne dépasse pas la valeur limite. De plus, un circuit de régulation comprend un circuit de correction permettant de mettre en œuvre une correction par rétroaction de la valeur de commande de régulation sur la base du courant de la batterie. Lorsque le courant de la batterie est corrigé de manière à ne pas dépasser la valeur limite, le circuit de régulation effectue une correction par rétroaction de la valeur de commande de régulation corrigée sur la base du courant de la batterie et délivre à l'inverseur la valeur de commande de courant qui a été soumise à la correction par rétroaction.
PCT/JP2015/084770 2014-12-17 2015-12-11 Dispositif de direction à assistance électrique et dispositif de régulation pour dispositif embarqué dans un véhicule Ceased WO2016098693A1 (fr)

Applications Claiming Priority (2)

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JP2014-255454 2014-12-17
JP2014255454A JP2016113111A (ja) 2014-12-17 2014-12-17 電動パワーステアリング装置及び車両搭載機器の制御装置

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CN114094899A (zh) * 2021-11-18 2022-02-25 苏州臻迪智能科技有限公司 一种电机控制方法、装置及系统
CN114788160A (zh) * 2019-12-16 2022-07-22 西门子交通有限责任公司 用于控制电池的电流输出的方法
CN116620051A (zh) * 2023-07-07 2023-08-22 凡己科技(苏州）有限公司 电动叉车的能量分配方法、电机控制方法和电动叉车

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JP6809093B2 (ja) 2016-09-29 2021-01-06 株式会社デンソー モータ制御装置およびこれを用いた電動パワーステアリング装置
JP7183740B2 (ja) * 2018-11-29 2022-12-06 富士電機株式会社 インバータ装置
DE112019005813T5 (de) 2018-12-28 2021-08-19 Hitachi Astemo, Ltd. Motorsteuervorrichtung
JP7598836B2 (ja) * 2021-08-27 2024-12-12 日立Astemo株式会社 同期電動機の駆動装置、同期電動機の駆動方法

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JP2009208497A (ja) * 2008-02-29 2009-09-17 Nsk Ltd 電動パワーステアリング装置の制御装置
JP2010064544A (ja) * 2008-09-09 2010-03-25 Honda Motor Co Ltd 電動パワーステアリング装置
JP2012135209A (ja) * 2012-03-21 2012-07-12 Mitsubishi Electric Corp モータ制御装置
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JP2009208497A (ja) * 2008-02-29 2009-09-17 Nsk Ltd 電動パワーステアリング装置の制御装置
JP2010064544A (ja) * 2008-09-09 2010-03-25 Honda Motor Co Ltd 電動パワーステアリング装置
WO2013108356A1 (fr) * 2012-01-16 2013-07-25 三菱電機株式会社 Organe de commande de moteur
JP2012135209A (ja) * 2012-03-21 2012-07-12 Mitsubishi Electric Corp モータ制御装置

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114788160A (zh) * 2019-12-16 2022-07-22 西门子交通有限责任公司 用于控制电池的电流输出的方法
CN114788160B (zh) * 2019-12-16 2025-10-10 西门子交通有限责任公司 用于控制电池的电流输出的方法
CN114094899A (zh) * 2021-11-18 2022-02-25 苏州臻迪智能科技有限公司 一种电机控制方法、装置及系统
CN116620051A (zh) * 2023-07-07 2023-08-22 凡己科技(苏州）有限公司 电动叉车的能量分配方法、电机控制方法和电动叉车
CN116620051B (zh) * 2023-07-07 2024-02-02 凡己科技(苏州）有限公司 电动叉车的能量分配方法、电机控制方法和电动叉车

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