TWI493862B - Device for controlling three-phase brushless motor - Google Patents

Device for controlling three-phase brushless motor Download PDF

Info

Publication number
TWI493862B
TWI493862B TW100100447A TW100100447A TWI493862B TW I493862 B TWI493862 B TW I493862B TW 100100447 A TW100100447 A TW 100100447A TW 100100447 A TW100100447 A TW 100100447A TW I493862 B TWI493862 B TW I493862B
Authority
TW
Taiwan
Prior art keywords
brushless motor
phase
phase brushless
motor
driving
Prior art date
Application number
TW100100447A
Other languages
Chinese (zh)
Other versions
TW201145801A (en
Inventor
山口勝浩
Original Assignee
山士達技研股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 山士達技研股份有限公司 filed Critical 山士達技研股份有限公司
Publication of TW201145801A publication Critical patent/TW201145801A/en
Application granted granted Critical
Publication of TWI493862B publication Critical patent/TWI493862B/en

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
    • H02P6/10—Arrangements for controlling torque ripple, e.g. providing reduced torque ripple
    • 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
    • H02P6/20—Arrangements for starting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/12—Bikes
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Motors That Do Not Use Commutators (AREA)

Description

三相無刷馬達之控制裝置Three-phase brushless motor control device

本發明係關於一種三相無刷馬達之控制裝置，尤其是關於一種可將180度通電方式之優點發揮最大限度的三相無刷馬達之控制裝置。The present invention relates to a control device for a three-phase brushless motor, and more particularly to a control device for a three-phase brushless motor that maximizes the advantages of a 180-degree energization mode.

又，本發明係關於一種在電動輔助自行車之輔助控制中，可將180度通電方式之優點發揮最大限度的三相無刷馬達之控制裝置。Further, the present invention relates to a control device for a three-phase brushless motor that maximizes the advantages of the 180-degree energization mode in the auxiliary control of the electric assist bicycle.

作為三相無刷馬達之控制方法，一般是有120度通電方式與180度通電驅動方式(正弦波驅動)。120度通電方式，雖然有控制簡單，且通用IC也出現於多數市場的長處，但是120度通電方式相較於180通電方式，有噪音或震動較容易發生，且在效率方面劣於180度通電方式的問題。另一方面，在180度通電方式中，雖然與120度通電方式相較有效率較佳，且靜音性及震動特性較優異的長處，但是有對暫態負載變動較差，出現位置偏移時無法控制，且相較於120度通電方式控制複雜的缺點。As a control method of the three-phase brushless motor, there is generally a 120-degree energization mode and a 180-degree energization drive mode (sine wave drive). 120-degree power-on mode, although the control is simple, and the general-purpose IC also appears in the strengths of most markets, but the 120-degree power-on mode is easier to generate noise or vibration than the 180-power mode, and is inferior to 180-degree power in efficiency. The problem with the way. On the other hand, in the 180-degree energization method, although the efficiency is better than the 120-degree energization method, and the quietness and vibration characteristics are excellent, there is a case where the transient load variation is poor, and when the positional shift occurs, Control, and control the complex shortcomings compared to the 120-degree power-on mode.

雖然120度通電方式及180度通電方式，均是藉由安裝於馬達的霍爾IC等感測器檢測轉子之相位而進行控制，但是在180度通電方式中，由於是以每60度預測磁極位置而進行控制，所以在因馬達旋轉中之暫態負載變動等而發生位置偏移時，會變得無法預測磁極位置，且有必須停止動作的可能性。另一方面，在120度通電方式中，由於是根據以感測器檢測出的轉子位置而進行相電流之切換控制，且不進行預測控制，所以即使發生位置偏移，也可根據來自感測器之位置資訊繼續進行動作。又，在180度通電方式中，由於轉矩餘量小且相對於瞬間的負載變動容易發生位置偏移，所以不得不要加大轉矩而難以獲得馬達之小型化。Although the 120-degree energization method and the 180-degree energization method are controlled by detecting the phase of the rotor by a sensor such as a Hall IC attached to the motor, in the 180-degree energization mode, the magnetic pole is predicted every 60 degrees. Since the position is shifted due to a transient load fluctuation or the like during motor rotation, the magnetic pole position cannot be predicted, and there is a possibility that the operation must be stopped. On the other hand, in the 120-degree energization method, since the phase current switching control is performed based on the rotor position detected by the sensor, and the prediction control is not performed, even if the positional shift occurs, the sensing can be performed based on the sensing. The location information of the device continues to operate. Further, in the 180-degree energization method, since the torque margin is small and the positional deviation is likely to occur with respect to the instantaneous load fluctuation, it is necessary to increase the torque and it is difficult to obtain a reduction in size of the motor.

如此，在180度通電方式及120度通電方式中，由於各有長處及短處，所以在例如專利文獻1及2中有提案將各通電方式組合在一起以發揮各個長處的控制方法。In the case of the 180-degree energization method and the 120-degree energization method, there are advantages and disadvantages. For example, in Patent Documents 1 and 2, there is a proposal to combine the energization methods to control the respective advantages.

在專利文獻1中，有記載一種：具備180度通電驅動手段10與120度通電驅動手段11，且按照需要切換180度通電驅動手段10與120度通電驅動手段11以進行同步電動機1之驅動控制的電動汽車用控制裝置。在該控制裝置中，雖然是根據來自旋轉脈波產生手段9之輸出脈波演算磁極位置θenc，且根據該磁極位置θenc進行180度通電驅動，但是當變成無法使用旋轉脈波產生手段9的狀態時，就會根據相電壓V1演算磁極位置θ以進行120度通電驅動。在專利文獻1記載的控制裝置中，雖然會根據馬達旋轉數從180度通電方式切換至120度通電方式，但是會有因負載狀態而在180度通電驅動中使得位置偏移變大，且變得不能控制的可能性。Patent Document 1 describes a method in which a 180-degree energization driving means 10 and a 120-degree energization driving means 11 are provided, and a 180-degree energization driving means 10 and a 120-degree energization driving means 11 are switched as necessary to perform driving control of the synchronous motor 1. Control device for electric vehicles. In the control device, the magnetic pole position θenc is calculated based on the output pulse wave from the rotational pulse wave generating means 9, and the magnetic pole position is driven by 180 degrees according to the magnetic pole position θenc. However, the state in which the rotational pulse wave generating means 9 cannot be used is obtained. At this time, the magnetic pole position θ is calculated based on the phase voltage V1 to perform the 120-degree energization drive. In the control device described in Patent Document 1, although the number of motor rotations is switched from the 180-degree energization method to the 120-degree energization method, the positional deviation is increased during the 180-degree energization drive due to the load state, and the change is made. The possibility of being unable to control.

在專利文獻2中，有記載一種：具備間歇通電驅動部(120度通電驅動部)8與180度通電驅動部9且在常態中執行180度通電驅動，而在依電源電壓或負載轉矩之變動檢測出擾動的情況時，執行間歇通電驅動(例如，120度通電驅動)的同步馬達之控制裝置。在該控制裝置中，例如是一種如下構成：在檢測直流電源電壓、同步馬達之旋轉數、發生於同步馬達之負載轉矩及隨此等而變化的馬達電流、驅動電壓與馬達電流之相位差等作為擾動信號，且該擾動信號超過臨限值的情況時，從180度通電驅動切換至間歇通電驅動。但是，在以發生位置偏移之前切換驅動方式為前提，且如此地將擾動信號與臨限值比較而切換驅動方式時，雖然在控制對象較慢的情況有效，但是在控制對象較快的情況，會在判斷擾動之有無的期間發生位置偏移而變得不能控制。因而，在專利文獻2之控制方法中，在暫態發生急劇負載變動的情況時無法迴避馬達之停止。又，為了要檢測驅動電壓與馬達電流之相位差，有需要高性能個人電腦，而難以降低成本。Patent Document 2 discloses that the intermittent energization drive unit (120-degree energization drive unit) 8 and the 180-degree energization drive unit 9 are provided, and the 180-degree energization drive is performed in the normal state, and the power supply voltage or the load torque is used. When the disturbance detects a disturbance, the control device of the synchronous motor that intermittently drives (for example, 120-degree energization drive) is executed. The control device is configured, for example, to detect a DC power supply voltage, a number of rotations of the synchronous motor, a load torque generated in the synchronous motor, and a phase difference between the motor current, the drive voltage, and the motor current. When it is a disturbance signal and the disturbance signal exceeds the threshold value, it is switched from the 180-degree energization drive to the intermittent energization drive. However, when the drive mode is switched before the positional shift occurs, and the drive mode is switched by comparing the disturbance signal with the threshold value, the control object is slow, but the control object is faster. It will become uncontrollable when the positional deviation occurs during the judgment of the presence or absence of the disturbance. Therefore, in the control method of Patent Document 2, when the sudden load fluctuation occurs in the transient state, the stop of the motor cannot be avoided. Moreover, in order to detect the phase difference between the driving voltage and the motor current, there is a need for a high-performance personal computer, and it is difficult to reduce the cost.

(專利文獻1)日本特開平10-341594號公報(Patent Document 1) Japanese Patent Laid-Open No. Hei 10-341594

(專利文獻2)日本特開2001-245487號公報(Patent Document 2) Japanese Patent Laid-Open Publication No. 2001-245487

本發明之目的係在於提供一種可更確實地防止馬達因暫態負載變動而停止的三相無刷馬達之控制裝置。It is an object of the present invention to provide a control device for a three-phase brushless motor that can more reliably prevent a motor from being stopped due to a transient load fluctuation.

本發明之目的在於提供一種可將180度通電方式之優點發揮最大限的三相無刷馬達之控制裝置。It is an object of the present invention to provide a control device for a three-phase brushless motor that maximizes the advantages of a 180 degree energization mode.

本發明之一態樣，係關於一種三相無刷馬達之控制裝 置，其具備：三相橋接換流器(Inverter)電路(15)，將驅動電壓供給至前述三相無刷馬達(37)之各相(U、V、W)；以及互補間歇通電驅動手段(32)，將未滿180度之導電角的PWM信號施加至前述換流器電路(15)之電晶體(UH、UL、VH、VL、WH、WL)，並藉由互補間歇通電驅動方式驅動前述三相無刷馬達。互補間歇通電驅動手段(32)，係於3相中之2相施加彼此工作比不同的PWM信號至各相之上下電晶體並透過該2相之線圈流通電流，並且於3相中之1相施加彼此工作比相同的PWM信號至上下電晶體並藉由蓄積於該1相之線圈的能量透過上下電晶體中之任一個流通電流，藉此，在各相中以全電角度流通電流，而對前述三相無刷馬達進行互補間歇通電驅動。互補間歇通電驅動方式，例如為互補120度通電驅動方式。One aspect of the present invention relates to a control device for a three-phase brushless motor The device has a three-phase bridge inverter circuit (15) for supplying a driving voltage to each phase (U, V, W) of the three-phase brushless motor (37); and a complementary intermittent energizing driving means (32) Applying a PWM signal having a conduction angle of less than 180 degrees to the transistors (UH, UL, VH, VL, WH, WL) of the inverter circuit (15), and by means of complementary intermittent energization driving The aforementioned three-phase brushless motor is driven. The complementary intermittent energization driving means (32) is to apply two different phases of the PWM signal to the lower phase of each phase and to pass the current through the two-phase coil, and one phase of the three phases. Applying a PWM signal having the same operation ratio to the upper and lower transistors and passing the energy stored in the coil of the one phase through one of the upper and lower transistors, thereby flowing a current at a full electrical angle in each phase. The aforementioned three-phase brushless motor is driven by complementary intermittent energization. The complementary intermittent energization driving method is, for example, a complementary 120-degree energization driving method.

該控制裝置，例如是在啟動運轉狀態或暫態負載(Transient-load)狀態之至少其中一方狀態中藉由互補間歇通電驅動方式控制前述三相無刷馬達。The control device controls the three-phase brushless motor by a complementary intermittent energization driving method, for example, in at least one of a start-up state or a transient-load state.

在此，所謂暫態負載狀態，係指馬達之負載急遽增加的過負載狀態，例如過負載狀態之意。Here, the transient load state refers to an overload state in which the load of the motor is rapidly increased, for example, an overload state.

依據暫態負載對應性優異的互補間歇通電驅動方式之三相無刷馬達的控制，可確實地防止馬達因暫態的負載變動而停止。換句話說，在依180度通電驅動方式之馬達控制中，由於是對未來預測控制，所以當因暫態的負載變動而發生位置偏移時雖然有必要停止馬達，但是在依互補間歇通電驅動方式之馬達控制中，由於是只根據來自感測器之資訊進行控制，所以可避免馬達因暫態的負載變動而停止。又，依據互補間歇通電驅動方式，可進行靜音性及震動特性優異的馬達之運轉。更且，藉由互補間歇通電驅動方式防止馬達因暫態的負載變動而停止，藉此就沒有必要為了防止位置偏移之目的而過度地加大轉矩，也可謀求馬達及其驅動裝置之小型化。According to the control of the three-phase brushless motor with the complementary intermittent energization driving method excellent in transient load correspondence, it is possible to reliably prevent the motor from being stopped due to transient load fluctuation. In other words, in the motor control according to the 180-degree energization drive mode, since it is the predictive control for the future, it is necessary to stop the motor when the positional shift occurs due to the transient load fluctuation, but it is driven by the complementary intermittent energization. In the motor control of the mode, since the control is performed based only on the information from the sensor, it is possible to prevent the motor from being stopped due to transient load fluctuations. Further, according to the complementary intermittent energization driving method, the operation of the motor excellent in quietness and vibration characteristics can be performed. Further, by the complementary intermittent energization driving method, the motor is prevented from being stopped due to the transient load fluctuation, so that it is not necessary to excessively increase the torque for the purpose of preventing the positional deviation, and the motor and its driving device can be realized. miniaturization.

在本發明之一態樣中，係在前述三相無刷馬達之啟動運轉狀態或暫態負載狀態之至少其中一方狀態中係藉由互補間歇通電驅動方式控制前述三相無刷馬達。In one aspect of the invention, the three-phase brushless motor is controlled by a complementary intermittent energization driving method in at least one of a start-up state or a transient load state of the three-phase brushless motor.

在啟動運轉狀態中藉由互補間歇通電驅動方式控制馬達時，即使在馬達啟動時有暫態的負載變動之情況亦可確實地迴避馬達之停止。又，在使馬達確實地啟動之後，例如藉由180度通電驅動方式進行通常運轉，藉此就可進行靜音性、震動特性及效率優異的馬達控制。When the motor is controlled by the complementary intermittent energization driving method in the startup operation state, even if there is a transient load fluctuation when the motor is started, the stop of the motor can be surely avoided. Further, after the motor is surely started, for example, the normal operation is performed by the 180-degree energization driving method, whereby motor control excellent in quietness, vibration characteristics, and efficiency can be performed.

又，在暫態負載狀態中藉由互補間歇通電驅動方式控制馬達時，例如在以180度通電驅動方式啟動馬達，且有暫態的負載變動之情況，只要切換至以互補間歇通電驅動方式進行之馬達控制，解除暫態負載狀態，就會復原至180度通電驅動方式。又，例如，在馬達啟動後之通常運轉時以180度通電驅動方式控制馬達，且有暫態的負載變動之情況，只要切換至互補間歇通電方式，並解除暫態負載狀態，就會復原至180度通電驅動方式。該情況，能夠迴避馬達因暫態的負載變動而停止並效率佳地控制，且可抑制旋轉不均，提高震動特性及靜音性。更且，藉由互補間歇通電驅動方式防止啟動運轉狀態或暫態負載狀態中的馬達之停止，藉此就能夠謀求馬達及其驅動裝置之小型化。Further, when the motor is controlled by the complementary intermittent energization driving method in the transient load state, for example, when the motor is started by the 180-degree energization driving method and the transient load is changed, the switching is performed by the complementary intermittent energization driving method. The motor control, when the transient load state is released, will be restored to the 180-degree energized drive mode. Further, for example, when the motor is controlled by the 180-degree energization driving method during the normal operation after the start of the motor, and the transient load is changed, if the switching to the complementary intermittent energization mode is performed and the transient load state is released, the operation is restored. 180 degree power-on drive mode. In this case, it is possible to avoid the motor from being stopped due to the transient load fluctuation and to control the efficiency efficiently, and it is possible to suppress the unevenness of the rotation and improve the vibration characteristics and the quietness. Further, by the complementary intermittent energization driving method, the motor in the startup operation state or the transient load state is prevented from being stopped, whereby the motor and its drive device can be downsized.

在本發明之一態樣中，係復具備：180度通電驅動手段(33)，將導電角180度之PWM信號施加至前述換流器電路(15)，並以180度通電驅動方式驅動前述三相無刷馬達(37)；以及驅動方式選擇手段(31)，在前述三相無刷馬達(37)之啟動運轉狀態中選擇互補間歇通電驅動方式，而在前述三相無刷馬達(37)之運轉狀態變成通常運轉狀態時選擇180度通電驅動方式。In one aspect of the present invention, the system has a 180-degree energization driving means (33), applies a PWM signal having a conduction angle of 180 degrees to the inverter circuit (15), and drives the foregoing by a 180-degree energization driving method. a three-phase brushless motor (37); and a driving mode selecting means (31) for selecting a complementary intermittent energizing driving mode in the starting operation state of the three-phase brushless motor (37), and in the aforementioned three-phase brushless motor (37) When the operating state is changed to the normal operating state, the 180-degree energization driving method is selected.

該情況，藉由互補間歇通電驅動方式確實地啟動馬達，且在馬達變成通常運轉狀態時，藉由以180度通電驅動方式控制馬達，就可進行靜音性、震動特性及效率優異的馬達之運轉。In this case, the motor is reliably activated by the complementary intermittent energization driving method, and when the motor is in the normal operation state, the motor is controlled by the 180-degree energization driving method, and the motor having excellent quietness, vibration characteristics, and efficiency can be operated. .

在本發明之一態樣中，係復具備：間歇通電驅動手段(34)，將未滿180度之導電角的PWM信號施加至前述換流器電路(15)，並以間歇通電驅動方式驅動前述三相無刷馬達(37)；前述驅動方式選擇手段(31)，係在前述三相無刷馬達(37)之暫態負載狀態被檢測出時，選擇間歇通電驅動方式。間歇通電驅動方式，例如為120度通電驅動方式。In one aspect of the present invention, the system includes: an intermittent energization driving means (34) for applying a PWM signal having a conduction angle of less than 180 degrees to the inverter circuit (15), and driving in an intermittent energization driving manner. The three-phase brushless motor (37); the drive mode selection means (31) selects an intermittent energization drive mode when a transient load state of the three-phase brushless motor (37) is detected. The intermittent energization driving method is, for example, a 120-degree energization driving method.

該情況，在三相無刷馬達之通常運轉時，暫態的負載狀態被檢測出的情況，藉由暫態負載對應性優異的間歇通電驅動方式控制馬達，藉此就可防止馬達之停止。間歇通電驅動方式，與互補間歇通電驅動方式相較，由於效率較佳，所以即使在暫態的負載狀態持續進行長時間的情況下，亦可一邊抑制效率的降低一邊繼續馬達運轉。In this case, when the transient load state is detected during the normal operation of the three-phase brushless motor, the motor is controlled by the intermittent energization drive method having excellent transient load correspondence, whereby the stop of the motor can be prevented. The intermittent energization drive method is more efficient than the complementary intermittent energization drive method. Therefore, even when the transient load state continues for a long period of time, the motor operation can be continued while suppressing the decrease in efficiency.

在本發明之一態樣中，前述驅動方式選擇手段(31)，係在暫態負載狀態被檢測出並選擇了間歇通電驅動方式之後，於前述暫態負載狀態之解除被檢測出時復原至180度通電驅動方式。In one aspect of the present invention, the drive mode selection means (31) is restored to the time when the transient load state is detected and the intermittent energization drive mode is selected, and then the resetting of the transient load state is detected. 180 degree power-on drive mode.

該情況，在暫態負載狀態被解除時，藉由將控制從間歇通電驅動方式切換至180度通電驅動方式，就可將靜音性、震動特性及效率優異的180度通電驅動方式利用至最大限。In this case, when the transient load state is released, by switching the control from the intermittent energization drive mode to the 180-degree energization drive mode, the 180-degree energization drive method excellent in quietness, vibration characteristics, and efficiency can be utilized to the maximum limit. .

在本發明之一態樣中，前述驅動方式選擇手段(31)，係在前述三相無刷馬達(37)之旋轉速度變成預定值以上，且前述三相無刷馬達(37)之正轉方向的旋轉次數連續被檢測出預定次數以上時，判斷已從啟動運轉狀態移行至通常運轉狀態。In one aspect of the invention, the driving mode selection means (31) is such that the rotation speed of the three-phase brushless motor (37) becomes a predetermined value or more, and the forward rotation of the three-phase brushless motor (37) When the number of rotations of the direction is continuously detected for a predetermined number of times or more, it is judged that the state has been shifted from the startup operation state to the normal operation state.

在本發明之一態樣中，前述驅動方式選擇手段(31)，係在前述三相無刷馬達(37)之逆向旋轉被檢測出時，判斷處於暫態負載狀態。該情況，由於在顯示馬達之逆向旋轉的脈波邊緣(pulse edge)被檢測出1次也會判斷處於暫態負載狀態，所以可迅速地檢測暫態負載狀態，且從180度通電驅動方式切換至間歇通電驅動方式，而可確實地防止馬達之停止。In one aspect of the invention, the driving mode selection means (31) determines that the three-phase brushless motor (37) is in a transient load state when the reverse rotation of the three-phase brushless motor (37) is detected. In this case, since the pulse edge of the reverse rotation of the display motor is detected once, it is judged that it is in the transient load state, so that the transient load state can be quickly detected and switched from the 180-degree energization driving mode. The intermittent energization drive mode can reliably prevent the stop of the motor.

在本發明之一態樣中，前述三相無刷馬達(37)，係使用於電動輔助自行車之輔助控制；前述驅動方式選擇手段(31)，係在前述三相無刷馬達(37)之旋轉速度變成預定值以上，且前述三相無刷馬達(37)之正轉方向的旋轉次數連續被檢測出預定次數以上，且前述電動輔助自行車之踏力範圍變成預定值以下時，判斷暫態負載狀態已被解除。In one aspect of the present invention, the three-phase brushless motor (37) is used for auxiliary control of a power-assisted bicycle; and the driving mode selection means (31) is used in the three-phase brushless motor (37). When the rotation speed becomes a predetermined value or more, and the number of rotations of the three-phase brushless motor (37) in the forward rotation direction is continuously detected a predetermined number of times or more, and the range of the pedaling force of the electric assist bicycle becomes a predetermined value or less, the transient load is judged. The status has been lifted.

在本發明之一態樣中，前述三相無刷馬達(37)，係使用於電動輔助自行車之輔助控制；前述驅動方式選擇手段(31)，係在前述三相無刷馬達(37)之旋轉速度變成預定值以上，且前述電動輔助自行車之車速變成預定值以上時，判斷暫態負載狀態已被解除。In one aspect of the present invention, the three-phase brushless motor (37) is used for auxiliary control of a power-assisted bicycle; and the driving mode selection means (31) is used in the three-phase brushless motor (37). When the rotational speed becomes equal to or greater than a predetermined value and the vehicle speed of the electric assist bicycle becomes equal to or greater than a predetermined value, it is determined that the transient load state has been released.

本發明之一態樣，係一種三相無刷馬達之控制裝置，其具備：三相橋接換流器電路(15)，將驅動電壓供給至前述三相無刷馬達(37)之各相(U、V、W)；以及互補120度通電驅動手段(32)，將導電角120度之PWM信號施加至前述換流器電路(15)之電晶體(UH、UL、VH、VL、WH、WL)，並藉由互補120度通電驅動方式驅動前述三相無刷馬達。互補120度通電驅動手段(32)，係將工作比互異的PWM信號施加至3相中之2相的各相之上下電晶體並透過該2相之線圈流通電流，並且將工作比互同的PWM信號施加至3相中之1相的上下電晶體並藉由蓄積於該1相之線圈的能量透過上下電晶體中之任一個流通電流，藉此，可在各相中以全電角度流通電流，對前述三相無刷馬達進行互補120度通電驅動。An aspect of the present invention is a control device for a three-phase brushless motor, comprising: a three-phase bridge converter circuit (15) for supplying a driving voltage to each phase of the three-phase brushless motor (37) ( U, V, W); and a complementary 120-degree energization driving means (32), applying a PWM signal having a conduction angle of 120 degrees to the transistors of the aforementioned inverter circuit (15) (UH, UL, VH, VL, WH, WL), and the aforementioned three-phase brushless motor is driven by a complementary 120-degree energization drive. The complementary 120-degree energization driving means (32) applies a PWM signal having a different working ratio to the lower phase of each of the two phases of the three phases and transmits the current through the coil of the two phases, and the working ratio is the same The PWM signal is applied to the upper and lower transistors of one of the three phases and the energy stored in the coil of the one phase is transmitted through any one of the upper and lower transistors, whereby the full electrical angle can be used in each phase. The current is distributed, and the three-phase brushless motor is energized and driven by 120 degrees.

本發明的三相無刷馬達之控制裝置，並不被限定於互補120度通電驅動方式，亦可適用於以未滿180度之導電角驅動的任意之互補間歇通電驅動方式。The control device for the three-phase brushless motor of the present invention is not limited to the complementary 120-degree energization driving method, and is also applicable to any complementary intermittent energization driving method that is driven at a conduction angle of less than 180 degrees.

本發明的三相無刷馬達之控制裝置，係可適用於電動輔助自行車之電動輔助單元。The control device for the three-phase brushless motor of the present invention is applicable to a power assist unit of a power-assisted bicycle.

以下，參照圖式說明本發明之實施形態。Hereinafter, embodiments of the present invention will be described with reference to the drawings.

[第1實施形態][First Embodiment]

第1圖係顯示電動輔助自行車1之概略。如第1圖所示，該電動輔助自行車1之主要的骨架部分，係與通常的自行車同樣，由金屬管製的車體框架3所構成，且在該車體框架3，以周知的態樣安裝有前輪20、後輪22、手把16及車座(saddle)18等。Fig. 1 shows an outline of the electric assist bicycle 1. As shown in Fig. 1, the main skeleton portion of the electric assist bicycle 1 is constituted by a metal-controlled vehicle body frame 3 like a normal bicycle, and the vehicle body frame 3 has a well-known aspect. The front wheel 20, the rear wheel 22, the handlebar 16, the saddle 18, and the like are mounted.

又，在車體框架13之中央下部，係旋轉自如地軸支有驅動軸4，而在其左右兩端部，係透過踏板曲柄(pedal crank)6L、6R分別安裝有踏板8L、8R。在該驅動軸4，係透過用以只傳遞相當於車體之前進方向的R方向之旋轉的單向離合器(後述的第3圖之元件符號99)，於該驅動軸安裝有鏈輪2。在該鏈輪2、與設置於後輪22之中央部的後輪動力機構10之間係張設有環狀轉動的鏈條12。Further, the drive shaft 4 is rotatably supported at the lower center portion of the body frame 13, and the pedals 8L and 8R are attached to the left and right end portions thereof via the pedal cranks 6L and 6R, respectively. The drive shaft 4 is transmitted through a one-way clutch (a component symbol 99 of a third figure to be described later) for transmitting only the rotation in the R direction corresponding to the forward direction of the vehicle body, and the sprocket 2 is attached to the drive shaft. A chain 12 that rotates in a ring shape is provided between the sprocket 2 and the rear-wheel power mechanism 10 provided at a central portion of the rear wheel 22.

在電動輔助自行車1，係安裝有產生輔助電動力的電動輔助單元11。所產生的輔助電動力，係使用後述的合力機構傳遞至驅動輪(後輪)22。In the electric assist bicycle 1, a electric assist unit 11 that generates auxiliary electric power is attached. The generated auxiliary electric power is transmitted to the drive wheels (rear wheels) 22 using a resultant force mechanism to be described later.

第2圖係顯示收容於電動輔助單元11中的電動輔助自行車1之控制系統的概略。電動輔助自行車1之控制系統，係具備：1個微電腦14，總括控制該自行車全體之電子處理；以及換流器電路15，藉由來自微電腦14之控制信號將直流電壓轉換成預定的電壓波形並供給至馬達37。在換流器電路15，係連接有供給電源至電動馬達37的電池17(電動輔助單元11之外部)。又，在電動輔助單元11，係收容有用以減低馬達之旋轉速度的減速齒輪等。FIG. 2 is a schematic view showing a control system of the electric assist bicycle 1 housed in the electric assist unit 11. The control system of the electric assist bicycle 1 is provided with: a microcomputer 14 for collectively controlling the electronic processing of the entire bicycle; and an inverter circuit 15 for converting a DC voltage into a predetermined voltage waveform by a control signal from the microcomputer 14 It is supplied to the motor 37. In the inverter circuit 15, a battery 17 (outside of the electric assist unit 11) that supplies power to the electric motor 37 is connected. Further, the electric assist unit 11 houses a reduction gear or the like for reducing the rotational speed of the motor.

電動馬達37，例如為三相無刷馬達。在電動馬達37，係為了檢測磁極位置(轉子相位)、馬達旋轉速度等，而設置有例如複數個霍爾IC371。霍爾IC371係輸出與設於電動馬達37的永久磁鐵產生的磁場相對應之脈波信號。霍爾IC371，雖然是在電動馬達37之旋轉軸周圍以等間隔設置有例如3個，但是在第2圖中只有顯示1個霍爾IC371。微電腦14，係根據來自霍爾IC371之脈波信號，檢測磁極位置、馬達旋轉速度、馬達旋轉次數、馬達旋轉方向。The electric motor 37 is, for example, a three-phase brushless motor. The electric motor 37 is provided with, for example, a plurality of Hall ICs 371 for detecting a magnetic pole position (rotor phase), a motor rotation speed, and the like. The Hall IC 371 outputs a pulse wave signal corresponding to a magnetic field generated by a permanent magnet provided in the electric motor 37. The Hall IC 371 is provided with, for example, three at equal intervals around the rotation axis of the electric motor 37. However, only one Hall IC 371 is shown in FIG. The microcomputer 14 detects the magnetic pole position, the motor rotation speed, the number of motor rotations, and the motor rotation direction based on the pulse wave signal from the Hall IC 371.

換流器電路15，係三相橋接換流器，且為6個半導體開關元件之電晶體UH、UL、VH、VL、WH、WL接線成三相橋接狀的電路。此等的電晶體，係藉由從微電腦14供給的PWM信號而驅動，且將從電池17供給的直流電壓進行轉換以生成驅動電壓，且供給至電動馬達37之各相。The inverter circuit 15 is a three-phase bridge converter, and is a three-phase bridge-like circuit in which the transistors UH, UL, VH, VL, WH, and WL of the six semiconductor switching elements are connected. These transistors are driven by a PWM signal supplied from the microcomputer 14, and the DC voltage supplied from the battery 17 is converted to generate a driving voltage, and supplied to each phase of the electric motor 37.

在微電腦14，係另從旋轉角感測器(後述)，輸入有用以檢測踏板曲柄6R(6L)相對於車體框架3所成之曲柄角度的磁場脈波信號，並且從用以檢測單向離合器之變形的霍爾IC162(後述)，輸入有用以演算踏力的磁場信號1、2、3。有關產生此等輸入信號的手段將於後述。另外，可輸入有用以指定電動輔助模態(例如正常模態、加速模態(turbo mode)、節能模態等)的信號。微電腦14(後述的驅動方式選擇部31)，係從此等的輸入信號演算行走速度(車速)、曲柄角度及踏力，且進行根據預定的演算法決定輔助比(輔助力/踏力)的電子處理。其次，微電腦14，係為了要對電動馬達37下指令以產生與決定後的輔助比相對應的輔助力，而依序輸出相應於該輔助力的PWM指令。有關依本實施形態之微電腦14所進行的馬達控制之詳細將於後述。In the microcomputer 14, a magnetic field pulse wave signal for detecting a crank angle formed by the pedal crank 6R (6L) with respect to the vehicle body frame 3 is input from a rotation angle sensor (described later), and is used to detect a one-way direction. The Hall IC 162 (described later) in which the clutch is deformed inputs magnetic field signals 1, 2, and 3 for calculating the pedaling force. The means for generating such input signals will be described later. In addition, signals can be input to specify a motor-assisted mode (eg, normal mode, turbo mode, power saving mode, etc.). The microcomputer 14 (the drive mode selection unit 31 to be described later) calculates the traveling speed (vehicle speed), the crank angle, and the pedaling force from the input signals, and performs electronic processing for determining the assist ratio (assisted force/stepping force) according to a predetermined algorithm. Next, the microcomputer 14 sequentially outputs a PWM command corresponding to the assisting force in order to command the electric motor 37 to generate an assisting force corresponding to the determined assist ratio. The details of the motor control performed by the microcomputer 14 according to the present embodiment will be described later.

以下，就本發明一實施形態的電動輔助自行車之踏力檢測機構、合力機構、以及曲柄角度及車速之檢測機構分別加以說明。Hereinafter, the pedaling force detecting mechanism, the resultant force mechanism, and the crank angle and the vehicle speed detecting mechanism of the electric assist bicycle according to the embodiment of the present invention will be described.

(踏力檢測機構)(Treading force detection agency)

使用第3圖至第7圖說明將輸入至微電腦14之磁場信號1、2、3予以輸出的踏力檢測機構。該踏力檢測機構，係檢測依相應於踏力的單向離合器99之變形而變化的磁場。The pedal force detecting mechanism that outputs the magnetic field signals 1, 2, and 3 input to the microcomputer 14 will be described using Figs. 3 to 7. The pedaling force detecting mechanism detects a magnetic field that changes according to the deformation of the one-way clutch 99 corresponding to the pedaling force.

如第3圖所示，單向離合器99，係具備定位銷部(dowel portion)100及齒部112。As shown in FIG. 3, the one-way clutch 99 is provided with a dowel portion 100 and a tooth portion 112.

如第4圖(a)所示，定位銷部100，係具有於中央部形成有用以容納驅動軸4的定位銷部鏜孔106的大致圓盤形狀，且沿著其圓周方向依一等角度將3個具剛性的棘輪定位銷(ratchet dowel)102，配置於與齒部112相對向的第2卡合面110側。定位銷部100，係為了要分別容納棘輪定位銷102，而如第4圖(b)所示，沿著圓周方向形成有3個凹部170。而且，棘輪定位銷102，係以在凹部170容納有該旋轉軸部的狀態轉動，且棘輪定位銷102係按照該旋轉而改變相對於第2卡合面110的角度。As shown in Fig. 4(a), the positioning pin portion 100 has a substantially disk shape in which a positioning pin portion bore 106 for accommodating the drive shaft 4 is formed at the center portion, and is equiangular along its circumferential direction. Three rigid ratchet dowels 102 are disposed on the second engagement surface 110 side facing the tooth portion 112. In order to accommodate the ratchet positioning pins 102, respectively, the positioning pin portions 100 are formed with three recessed portions 170 in the circumferential direction as shown in Fig. 4(b). Further, the ratchet positioning pin 102 is rotated in a state in which the concave portion 170 accommodates the rotating shaft portion, and the ratchet positioning pin 102 changes the angle with respect to the second engaging surface 110 in accordance with the rotation.

當再次參照第4圖(b)時，在定位銷部100，係鄰接於各自的凹部170，分別形成有能夠容納彈簧棒104的直線槽171，且3個直線槽171之兩端部，係延伸至定位銷部100之外周邊緣。如第4圖(c)所示，彈簧棒104，係將其中一方的端部A折彎成大致垂直，而將另一方的端部B折彎成ㄇ字狀。在將彈簧棒104安裝於定位銷部100之直線槽171內時，如第4圖(b)所示，只要一邊使彈簧棒104滑動於直線槽內，一邊使ㄇ字狀的B部以夾子狀夾住定位銷部100，就可將彈簧棒104輕易地裝設在定位銷部100。但是，一旦保持此狀態，由於因從B部的拉力而就有可能使彈簧棒104脫落，所以要藉由折彎成垂直的A部與定位銷部之側壁卡合，而防止彈簧棒之脫落。When referring to FIG. 4(b) again, the positioning pin portion 100 is adjacent to each of the recessed portions 170, and a linear groove 171 capable of accommodating the spring bar 104 is formed, and both end portions of the three linear grooves 171 are formed. It extends to the outer peripheral edge of the positioning pin portion 100. As shown in Fig. 4(c), the spring bar 104 is formed by bending one end portion A into a substantially vertical shape and the other end portion B in a U shape. When the spring bar 104 is attached to the linear groove 171 of the positioning pin portion 100, as shown in Fig. 4(b), the B-shaped portion is clipped as long as the spring bar 104 is slid in the linear groove. The spring bar 104 can be easily attached to the positioning pin portion 100 by sandwiching the positioning pin portion 100. However, once this state is maintained, the spring bar 104 may be detached due to the pulling force from the B portion. Therefore, the A portion bent into the vertical direction is engaged with the side wall of the positioning pin portion to prevent the spring bar from falling off. .

在將彈簧棒104安裝於定位銷部100之直線槽171時，棘輪定位銷102，係在沒有外力作用時，會以其長度方向相對於第2卡合面110成為預定的角度(第5圖之平衡方向160)之方式立起。如第5圖所示，在棘輪定位銷102從平衡方向160朝上升方向a或下降方向b偏倚時，彈簧棒104，係以將該偏倚返回至平衡方向160的方式給棘輪定位銷102帶來些微的彈性。When the spring bar 104 is attached to the linear groove 171 of the positioning pin portion 100, the ratchet positioning pin 102 has a predetermined angle with respect to the second engaging surface 110 in the longitudinal direction when there is no external force (Fig. 5) The way to balance the direction of 160). As shown in FIG. 5, when the ratchet positioning pin 102 is biased from the balance direction 160 toward the ascending direction a or the descending direction b, the spring bar 104 brings the ratchet positioning pin 102 in such a manner that the bias is returned to the balance direction 160. Slightly elastic.

在定位銷部鏜孔106之內壁，係形成有4處的朝軸方向5延伸的第1旋轉防止用槽108。在與定位銷部鏜孔(bore)106之內壁滑接的驅動軸4之外壁部分，也以與第1旋轉防止用槽108相對面的方式形成有4處的朝軸方向5延伸的第2旋轉防止用槽140。如第6圖(a)所示，第1旋轉防止用槽108及與此相對面的第2旋轉防止用槽140，係形成沿著軸方向而延伸的圓柱槽，且在各自的圓柱槽之中，以將其填埋的方式容納有多數個鋼珠150。藉此，定位銷部100，係可沿著軸方向以最小摩擦係數的方式移動，並且可防止對驅動軸4作相對旋轉。此雖為一種的滾珠栓槽(ball spline)，但是亦可應用其他形式的滾珠栓槽、例如環狀轉動之滾珠栓槽等，作為此種能夠滑動的旋轉防止手段。In the inner wall of the locating pin portion bore 106, four first rotation preventing grooves 108 extending in the axial direction 5 are formed. The outer wall portion of the drive shaft 4 that is in contact with the inner wall of the locating pin bore 106 is also formed in four axial directions 5 so as to face the first rotation preventing groove 108. 2 rotation preventing groove 140. As shown in Fig. 6 (a), the first rotation preventing groove 108 and the second rotation preventing groove 140 facing the surface are formed with cylindrical grooves extending in the axial direction and are in the respective cylindrical grooves. In the middle, a plurality of steel balls 150 are accommodated in such a manner as to be landfilled. Thereby, the positioning pin portion 100 is movable in the axial direction with a minimum coefficient of friction, and relative rotation of the drive shaft 4 can be prevented. Although it is a type of ball spline, it is also possible to apply other types of ball-bolt grooves, for example, a ball-shaped pin groove of a ring rotation, as such a slidable rotation preventing means.

又，作為定位銷部100對驅動軸4之安裝方法，亦可採用第6圖(a)之滾珠栓槽以外的手段。例如，如第6圖(b)所示，將延伸於軸方向的突起部140a設置於驅動軸4，且將容納該突起部140的第3旋轉防止用槽108a形成於定位銷部100之所謂的鍵栓槽(key spline)形式亦可應用作為旋轉防止手段。另外，在第6圖(b)中，亦可將突起部140a設置在定位銷部100側，且將第3旋轉防止用槽108a設置在驅動軸4側。更且，如第6圖(c)所示，將延伸於軸方向的第4旋轉防止用槽108b及與此相對面的第5旋轉防止用槽140b分別設置在定位銷部100及驅動軸4，且在此等槽所形成的長方體狀之槽中容納鍵板之所謂的鍵槽形式亦可應用作為旋轉防止手段。Further, as a method of attaching the positioning pin portion 100 to the drive shaft 4, means other than the ball stud groove of Fig. 6(a) may be employed. For example, as shown in FIG. 6(b), the protrusion 140a extending in the axial direction is provided on the drive shaft 4, and the third rotation preventing groove 108a accommodating the protrusion 140 is formed in the positioning pin portion 100. The key spline form can also be applied as a means of preventing rotation. Further, in FIG. 6(b), the protruding portion 140a may be provided on the side of the positioning pin portion 100, and the third rotation preventing groove 108a may be provided on the side of the drive shaft 4. Further, as shown in FIG. 6(c), the fourth rotation preventing groove 108b extending in the axial direction and the fifth rotation preventing groove 140b facing the opposite surface are provided on the positioning pin portion 100 and the drive shaft 4, respectively. The so-called keyway form in which the key plates are accommodated in the rectangular parallelepiped grooves formed by the grooves can also be applied as a rotation preventing means.

如第3圖所示，盤形彈簧137，係夾介設置於定位銷部100、與固定於驅動軸4的支撐圓盤151之間。盤形彈簧137之兩端部，係分別抵接於定位銷部100之背面與支撐圓盤151。因而，盤形彈簧137，係相對於朝定位銷部100之軸方向內側的滑動以彈力相對向。As shown in FIG. 3, the disc spring 137 is interposed between the positioning pin portion 100 and the support disc 151 fixed to the drive shaft 4. Both ends of the disc spring 137 abut against the back surface of the positioning pin portion 100 and the support disc 151, respectively. Therefore, the disc spring 137 is elastically opposed to the inner side in the axial direction of the positioning pin portion 100.

另一方面，如第7圖所示，齒部112，係形成於為動力傳送裝置(power transmission gear)200之表面的第1卡合面121上。齒部112，係具有用以與棘輪定位銷102卡合的複數個棘輪齒114。如第5圖所示，棘輪齒114，係由：沿著齒部之圓周方向交錯地周期性形成之相對於第1卡合面121較陡峭的傾斜118、以及較緩和的斜面116所構成。齒部112，係在使其第1卡合面121與定位銷部100之第2卡合面110相對面，且使棘輪定位銷102與棘輪齒114卡合的狀態(第5圖)下，以能夠滑接的方式為驅動軸4所軸支。亦即，驅動軸4，只要透過棘輪定位銷102與棘輪齒114之卡合部分，就可與齒部112動作連結。On the other hand, as shown in FIG. 7, the tooth portion 112 is formed on the first engagement surface 121 which is the surface of the power transmission gear 200. The tooth portion 112 has a plurality of ratchet teeth 114 for engaging with the ratchet positioning pin 102. As shown in Fig. 5, the ratchet teeth 114 are formed by a steeply inclined inclination 118 with respect to the first engagement surface 121 and a gentle slope 116 formed periodically along the circumferential direction of the tooth portion. The tooth portion 112 is in a state in which the first engagement surface 121 faces the second engagement surface 110 of the positioning pin portion 100 and the ratchet positioning pin 102 is engaged with the ratchet teeth 114 (Fig. 5). The drive shaft 4 is pivoted in a slidable manner. That is, the drive shaft 4 can be operatively coupled to the tooth portion 112 by passing the engagement portion between the ratchet positioning pin 102 and the ratchet tooth 114.

如第3圖所示，具備齒部112的動力傳送裝置200，係使用固定銷206與鏈輪2同軸固定，更在驅動軸4之前端安裝有踏板軸。而且，以只將依車體前進方向之踏板踏力的旋轉傳遞至鏈輪2的方式完成連結驅動軸4與鏈輪2的單向離合器(棘輪裝置：ratchet gear)99。As shown in Fig. 3, the power transmission device 200 including the tooth portion 112 is coaxially fixed to the sprocket 2 by using the fixing pin 206, and a pedal shaft is attached to the front end of the drive shaft 4. Further, a one-way clutch (ratchet gear) 99 that connects the drive shaft 4 and the sprocket 2 is completed in such a manner that only the rotation of the pedaling force in the forward direction of the vehicle body is transmitted to the sprocket 2.

更且，在棘輪裝置99之定位銷部100，係安裝有與驅動軸4及定位銷部100同心、且形成環狀的永久磁鐵161。環狀的永久磁鐵161，較佳是以環之一方的表面成為N極、而另一側的表面成為S極的方式構成，且以永久磁鐵161之環軸方向與棘輪裝置99之軸方向整齊排列的方式排列配置。Further, in the positioning pin portion 100 of the ratchet device 99, a permanent magnet 161 which is concentric with the drive shaft 4 and the positioning pin portion 100 and which is formed in a ring shape is attached. The ring-shaped permanent magnet 161 is preferably configured such that one surface of the ring is N pole and the other surface is S pole, and the ring axis direction of the permanent magnet 161 is aligned with the axis direction of the ratchet device 99. Arrange the arrangement in a tiered manner.

又，用以檢測磁場的複數個(本實施例中為3個)霍爾IC162，係在相對於驅動軸4之軸線呈垂直的平面內，分別配置於3處的預定位置。較佳為，配置有霍爾IC的3處之預定位置，係以該軸線為中心位在徑向大致等距離且在圓周方向大致各等角度的位置。更且，配置有霍爾IC162的預定位置，係相當於與環狀永久磁鐵161接近的車體框架3之固定位置。此等的霍爾IC162，係連接於微電腦14(第2圖)。從3個霍爾IC162個別輸出的磁場信號(磁場檢測信號)1、2、3，係如上所述，被輸入至微電腦14(第2圖)。Further, a plurality of (three in the present embodiment) Hall ICs 162 for detecting a magnetic field are disposed at predetermined positions at three positions in a plane perpendicular to the axis of the drive shaft 4. Preferably, the predetermined positions of the three places of the Hall IC are arranged such that the axis is substantially equidistant in the radial direction and substantially equiangular in the circumferential direction. Further, the predetermined position at which the Hall IC 162 is disposed corresponds to a fixed position of the vehicle body frame 3 that is close to the annular permanent magnet 161. These Hall ICs 162 are connected to the microcomputer 14 (Fig. 2). The magnetic field signals (magnetic field detection signals) 1, 2, and 3 that are individually output from the three Hall ICs 162 are input to the microcomputer 14 (Fig. 2) as described above.

作為代替實施例，可使用由鐵等磁性體所構成的環構件163，取代環狀永久磁鐵161。該情況，將磁鐵164固定在與定位銷部100上之霍爾IC162接近的位置。另外，環構件163之材料，亦可由能夠使磁鐵164之磁場變化的任意材料、例如反磁性體所製作。As an alternative embodiment, a ring member 163 made of a magnetic material such as iron may be used instead of the annular permanent magnet 161. In this case, the magnet 164 is fixed at a position close to the Hall IC 162 on the positioning pin portion 100. Further, the material of the ring member 163 may be made of any material capable of changing the magnetic field of the magnet 164, for example, a diamagnetic material.

當搭乘者提供踏板踏力給踏板8R、8L(第1圖)，且使驅動軸4朝車體前進方向旋轉時，該旋轉力就可傳遞至以相對於驅動軸4不能旋轉且能夠滑動之方式軸支的定位銷部100。此時，如第5圖所示，由於棘輪定位銷102，係從定位銷部100被提供對應踏板踏力的力Fd，所以其前端部會抵接於齒部112之棘輪齒之較陡峭的斜面118，且將此力傳遞至棘輪齒。由於棘輪齒部112，係連結於鏈輪2，所以棘輪定位銷102之前端部，會從較陡峭的斜面118接受依驅動用負載而產生的力Fp。從其兩端部相互地提供相反方向之力Fp及Fd的棘輪定位銷102，係在a方向旋轉而立起。此時定位銷部100，係藉由棘輪定位銷102之立起而朝軸方向內側移動，且壓入夾介設置於定位銷部100與支撐圓盤151之間的盤形彈簧137。盤形彈簧137，係與之抵抗而將彈力Fr作用於定位銷部100。該力Fr、與反映使定位銷部100朝軸方向移動的踏板踏力之力係在短時間內平衡。如此，定位銷部100之軸方向位置係變成為反映踏板踏力的物理量。When the rider provides the pedaling effort to the pedals 8R, 8L (Fig. 1) and rotates the drive shaft 4 in the vehicle body forward direction, the rotational force can be transmitted to a manner that is non-rotatable and slidable with respect to the drive shaft 4 The locating pin portion 100 of the shaft. At this time, as shown in FIG. 5, since the ratchet positioning pin 102 is supplied with the force Fd corresponding to the pedaling effort from the positioning pin portion 100, the tip end portion abuts against the steeper slope of the ratchet teeth of the tooth portion 112. 118, and this force is transmitted to the ratchet teeth. Since the ratchet tooth portion 112 is coupled to the sprocket 2, the front end portion of the ratchet positioning pin 102 receives the force Fp generated by the driving load from the steep slope 118. The ratchet positioning pin 102 that supplies the forces Fp and Fd in the opposite directions from both end portions is rotated in the a direction to stand up. At this time, the positioning pin portion 100 is moved inward in the axial direction by the rising of the ratchet positioning pin 102, and the disc spring 137 which is interposed between the positioning pin portion 100 and the support disk 151 is press-fitted. The disc spring 137 resists and acts on the positioning pin portion 100 with the elastic force Fr. The force Fr and the force reflecting the pedaling force for moving the positioning pin portion 100 in the axial direction are balanced in a short time. In this manner, the position of the positioning pin portion 100 in the axial direction becomes a physical quantity reflecting the pedaling effort.

在使用環狀永久磁鐵161的實施例之情況，按照定位銷部100之軸方向位置，由霍爾IC162所檢測的磁場強度會有所不同。亦即，當踏板踏力增大時，由於定位銷部100係朝軸方向內側滑動，且永久磁鐵161接近霍爾IC162，所以由霍爾IC162所檢測的磁場強度會增大。反之，當踏板踏力減少時，由於定位銷部100係朝軸方向外側滑動，且永久磁鐵161遠離霍爾IC162，所以由霍爾IC162所檢測的磁場強度會減少。In the case of the embodiment in which the annular permanent magnet 161 is used, the strength of the magnetic field detected by the Hall IC 162 differs depending on the position of the positioning pin portion 100 in the axial direction. That is, when the pedaling effort is increased, since the positioning pin portion 100 slides inward in the axial direction and the permanent magnet 161 approaches the Hall IC 162, the strength of the magnetic field detected by the Hall IC 162 increases. On the other hand, when the pedaling effort is reduced, since the positioning pin portion 100 slides outward in the axial direction and the permanent magnet 161 is away from the Hall IC 162, the strength of the magnetic field detected by the Hall IC 162 is reduced.

微電腦14之踏力範圍檢測部40(參照第2圖)，係將由3個霍爾IC162所檢測出的磁場信號1、2、3進行平均演算(包含單純的加法運算)以求出平均磁場強度，且根據平均磁場強度求出踏力範圍。本實施形態中，係將磁場強度之值事先區分成複數個範圍(踏力範圍)，也按照踏力範圍設定輔助比。換句話說，根據磁場強度所屬的踏力範圍設定輔助比。The pedaling force range detecting unit 40 (see FIG. 2) of the microcomputer 14 performs average calculation (including simple addition) of the magnetic field signals 1, 2, and 3 detected by the three Hall ICs 162 to obtain an average magnetic field strength. And the range of the pedaling force is obtained from the average magnetic field strength. In the present embodiment, the value of the magnetic field strength is divided into a plurality of ranges (the pedaling force range) in advance, and the assist ratio is also set in accordance with the pedaling force range. In other words, the assist ratio is set according to the range of the pedaling force to which the magnetic field strength belongs.

由於如此地將複數處的軸方向之磁場平均化，所以不僅可改善SN比，還可藉由抵銷因定位銷部100之震動所引起的磁場強度之不均，而更正確地求出踏板踏力T(踏力範圍)。Since the magnetic field in the axial direction of the plurality of points is averaged in this way, not only the SN ratio can be improved, but also the pedal can be more accurately obtained by offsetting the unevenness of the magnetic field strength caused by the vibration of the positioning pin portion 100. The pedaling force T (the range of the pedaling force).

另外，在使用磁性體或反磁性體之環構件163的代替實施例之情況，按照環構件163之軸方向位置，磁鐵164之磁場分佈會因磁性體或反磁性體之影響的變化而變化。因而，即使在代替實施例中，亦可根據所檢測出的磁場強度，而如上所述地求出踏板踏力T(踏力範圍)。Further, in the case of an alternative embodiment using the magnetic member or the diamagnetic ring member 163, the magnetic field distribution of the magnet 164 changes depending on the influence of the magnetic body or the diamagnetic body in accordance with the axial position of the ring member 163. Therefore, even in the alternative embodiment, the pedaling effort T (the pedaling force range) can be obtained as described above based on the detected magnetic field strength.

上述中，雖是藉由霍爾IC162檢測定位銷部100(單向離合器99)之軸方向位移，藉此而檢測出踏力，但是亦可構成：在盤形彈簧137配置畸變量具，藉由檢測盤形彈簧137之畸變，而檢測定位銷部100(單向離合器99)之軸方向位移、甚至踏力(踏力範圍)。該情況，將畸變量具之值事先區分成複數個範圍(踏力範圍)，且按照踏力範圍設定輔助比。In the above, the Hall IC 162 detects the displacement of the positioning pin portion 100 (the one-way clutch 99) in the axial direction, thereby detecting the pedaling force. However, the disc spring 137 may be configured to distorte the variable device by detecting The disc spring 137 is distorted, and the axial displacement of the positioning pin portion 100 (one-way clutch 99) and even the pedaling force (the pedaling force range) are detected. In this case, the value of the distortion variable is divided into a plurality of ranges (the pedaling force range) in advance, and the assist ratio is set in accordance with the pedaling force range.

(合力機構)(Joint organization)

第3圖係顯示如上所述使用固定銷206同軸地固定在鏈輪2的動力傳送裝置200。如第7圖所示，動力傳送裝置200，係在外周部形成有複數個齒204。Fig. 3 shows the power transmission device 200 coaxially fixed to the sprocket 2 using the fixing pin 206 as described above. As shown in Fig. 7, the power transmission device 200 has a plurality of teeth 204 formed on the outer peripheral portion.

如第3圖所示，動力傳送裝置200之齒204，係與設置於電動輔助單元11之輔助力輸出軸222之前端的齒輪220相嵌合。因而，從電動輔助單元11輸出的輔助力，係透過軸222、齒輪220傳遞至動力傳送裝置200，且從該動力傳送裝置200透過鏈輪2、鏈條12傳遞至驅動輪(後輪)22。如此可達成踏力與輔助力之合力。動力傳送裝置200之齒204的數量，由於是比齒輪220之齒數還多，所以動力傳送裝置200，亦具有作為減速齒輪的功能。另外，輔助力輸出軸222，係藉由上述的電動馬達37(第2圖)而驅動。As shown in Fig. 3, the teeth 204 of the power transmission device 200 are fitted to the gear 220 provided at the front end of the auxiliary force output shaft 222 of the electric assist unit 11. Therefore, the assisting force output from the electric assist unit 11 is transmitted to the power transmission device 200 through the shaft 222 and the gear 220, and is transmitted from the power transmitting device 200 to the drive wheel (rear wheel) 22 through the sprocket 2 and the chain 12. In this way, the combined force of the pedaling force and the assisting force can be achieved. Since the number of teeth 204 of the power transmission device 200 is larger than the number of teeth of the gear 220, the power transmission device 200 also functions as a reduction gear. Further, the assist force output shaft 222 is driven by the above-described electric motor 37 (second drawing).

(曲柄角度及車速之檢測機構)(Crank angle and speed detection mechanism)

使用第3圖及第7圖說明電動輔助自行車1之曲柄角度檢測機構。The crank angle detecting mechanism of the power-assisted bicycle 1 will be described using Figs. 3 and 7.

如第7圖所示，在動力傳送裝置200之一方的板面側，係以圓周12等份的方式配置有12個永久磁鐵202。此等永久磁鐵202，係將一方之磁極(N極或S極)露出於該板面之表面，且將另一方之磁極朝向與該表面相反之側，而連結兩磁極的方向是以整齊排列於驅動軸4之軸方向的方式配置。露出於板面之表面的磁極，雖然以全部同樣地對齊為佳，但是亦可以鄰接的磁鐵202之磁極成為交錯的方式配置。As shown in Fig. 7, on the plate surface side of one of the power transmission devices 200, twelve permanent magnets 202 are arranged in a circumference of 12 equal parts. The permanent magnets 202 expose one magnetic pole (N pole or S pole) on the surface of the board surface, and the other magnetic pole faces the side opposite to the surface, and the direction connecting the two magnetic poles is neatly arranged. It is arranged in the axial direction of the drive shaft 4. The magnetic poles exposed on the surface of the plate surface are preferably aligned in the same manner, but the magnetic poles of the adjacent magnets 202 may be arranged in a staggered manner.

當參照第3圖時，係在鄰接於配置有永久磁鐵202的動力傳送裝置200之板面，並相對於車體框架3被固定的位置配置有霍爾IC210。該霍爾IC210之離驅動軸4的徑向距離，係設定為實質上與永久磁鐵202之離驅動軸4的徑向距離相同。永久磁鐵202及霍爾IC210，係構成曲柄旋轉角感測器。由於動力傳送裝置200，係與踏板之旋轉共同旋轉，另一方面，霍爾IC210係相對於車體靜止，所以藉由踏板曲柄旋轉，永久磁鐵202之磁場就會逐次橫切於霍爾IC210之檢測範圍。因而，霍爾IC210，係輸出相應於踏板曲柄旋轉數的脈波數之檢測信號。該磁場脈波信號，係輸入至微電腦14(第2圖)之車速檢測部41。When referring to FIG. 3, the Hall IC 210 is disposed adjacent to the board surface of the power transmission device 200 on which the permanent magnet 202 is disposed, and is fixed to the vehicle body frame 3. The radial distance of the Hall IC 210 from the drive shaft 4 is set to be substantially the same as the radial distance of the permanent magnet 202 from the drive shaft 4. The permanent magnet 202 and the Hall IC 210 constitute a crank rotation angle sensor. Since the power transmission device 200 rotates together with the rotation of the pedal, and the Hall IC 210 is stationary with respect to the vehicle body, the magnetic field of the permanent magnet 202 is successively transected to the Hall IC 210 by the rotation of the pedal crank. examination range. Therefore, the Hall IC 210 outputs a detection signal corresponding to the number of pulses of the pedal crank rotation number. The magnetic field pulse signal is input to the vehicle speed detecting unit 41 of the microcomputer 14 (Fig. 2).

動力傳送裝置200，由於是與踏板曲柄及鏈輪2一起旋轉，所以動力傳送裝置200之旋轉速度，係反映車速及曲柄角速度。如此，車速檢測部41，可從每一單位時間之磁場脈波信號的計數次數，演算車速、與曲柄角度。Since the power transmission device 200 rotates together with the pedal crank and the sprocket 2, the rotational speed of the power transmission device 200 reflects the vehicle speed and the crank angular velocity. In this manner, the vehicle speed detecting unit 41 can calculate the vehicle speed and the crank angle from the number of times of the magnetic field pulse wave signal per unit time.

(馬達控制裝置)(motor control unit)

其次，參照第2圖、及第8圖至第14圖說明使產生電動輔助單元11之輔助電動力的電動馬達37之控制裝置。Next, a control device for causing the electric motor 37 that generates the auxiliary electric power of the electric assist unit 11 will be described with reference to Fig. 2 and Figs. 8 to 14.

第2圖的馬達控制裝置，係如前面所述，具備：供給驅動電壓至三相無刷電動馬達37的換流器電路15；微電腦14；以及3個霍爾IC371(第2圖中只圖示1個)。3個霍爾IC371，係在電動馬達37中以120度之間隔等間隔地配置，且按照所檢測的磁場強度輸出如第8圖、第9圖及第11圖之上段所示的脈波信號Hu、Hv、Hw。The motor control device of Fig. 2 includes an inverter circuit 15 that supplies a driving voltage to the three-phase brushless electric motor 37 as described above, a microcomputer 14 and three Hall ICs 371 (only FIG. 2) Show 1). The three Hall ICs 371 are arranged at equal intervals of 120 degrees in the electric motor 37, and output pulse signals as shown in the upper diagrams of Figs. 8, 9, and 11 in accordance with the detected magnetic field strength. Hu, Hv, Hw.

以下，為了方便說明起見，有時將連接於電動馬達37之U、V、W相的換流器電路15之電晶體分別稱為U相之電晶體、V相之電晶體、W相之電晶體，且將各相的電晶體中之位於高電位側者稱為上電晶體、將位於低電位側者稱為下電晶體。Hereinafter, for convenience of explanation, the transistors of the inverter circuit 15 connected to the U, V, and W phases of the electric motor 37 may be referred to as a U-phase transistor, a V-phase transistor, and a W-phase, respectively. The transistor is referred to as a lower electrode in the transistor of each phase, and a lower transistor in the lower potential side.

在微電腦14中，暫態負載狀態檢測部36，係接收從3個霍爾IC371輸出的脈波信號Hu、Hv、Hw，且常態監視該脈波信號Hu、Hv、Hw，是否與馬達旋轉為順向(CW方向)時的脈波信號模式一致。暫態負載狀態檢測部36，係在所接收的脈波信號Hu、Hv、Hw與順向之脈波信號模式不同時，換句話說，檢測出顯示逆向(CCW方向)之馬達旋轉的脈波邊緣時，就判定電動馬達37為不穩定(hunting)運轉狀態(暫態負載運轉狀態)，且輸出暫態負載狀態檢測信號。In the microcomputer 14, the transient load state detecting unit 36 receives the pulse wave signals Hu, Hv, and Hw output from the three Hall ICs 371, and normally monitors whether or not the pulse signals Hu, Hv, and Hw are rotated with the motor. The pulse signal patterns in the forward direction (CW direction) are the same. The transient load state detecting unit 36 detects a pulse wave in which the motor rotation in the reverse direction (CCW direction) is detected when the received pulse wave signals Hu, Hv, and Hw are different from the forward pulse wave signal pattern. At the edge, it is determined that the electric motor 37 is in a hunting operation state (transient load operation state), and a transient load state detection signal is output.

表1係從霍爾IC371輸出的脈波信號Hu、Hv、Hw之真值表。Table 1 is a truth table of pulse wave signals Hu, Hv, and Hw output from the Hall IC 371.

如表1所示，當假設磁極位置目前在0-60度之範圍內的位置，且脈波信號由霍爾IC371而被檢測出Hu、Hv、Hw=0、1、0時，在下一個60-120度之範圍應來的信號模式，為Hu、Hv、Hw=0、1、1。因而，微電腦14，係在Hu、Hv、Hw=0、1、0之下一個，接收到Hu、Hv、Hw=0、1、1以外的信號模式時，會立即判斷馬達之逆轉或位置偏移。As shown in Table 1, when the magnetic pole position is currently in the range of 0-60 degrees, and the pulse signal is detected by the Hall IC 371, Hu, Hv, Hw = 0, 1, 0, the next 60 The signal mode to be ranged from -120 degrees is Hu, Hv, Hw = 0, 1, 1. Therefore, the microcomputer 14 is next to Hu, Hv, Hw=0, 1, 0, and immediately receives a signal mode other than Hu, Hv, Hw=0, 1, 1, and immediately determines the reversal or positional deviation of the motor. shift.

馬達旋轉速度檢測部38，係計數從霍爾IC371輸出的脈波信號之模式的切換次數(脈波邊緣之數)，且算出每1分鐘的電動馬達37之旋轉數(馬達旋轉速度rpm)。The motor rotation speed detecting unit 38 counts the number of switching of the mode of the pulse wave signal output from the Hall IC 371 (the number of pulse wave edges), and calculates the number of rotations of the electric motor 37 per minute (motor rotation speed rpm).

馬達旋轉次數檢測部39，係監視從3個霍爾IC371輸出的脈波信號之模式的變化，且檢測馬達旋轉為順向或逆向(檢測順向或逆向的脈波邊緣)，並且計數脈波信號模式之切換次數，藉此算出馬達之順向及逆向的旋轉次數。The motor rotation number detecting unit 39 monitors a change in the mode of the pulse wave signal output from the three Hall ICs 371, and detects that the motor rotation is forward or reverse (detecting the forward or reverse pulse wave edge), and counting the pulse wave The number of times the signal mode is switched, thereby calculating the number of rotations of the motor in the forward and reverse directions.

踏力範圍檢測部40(參照第2圖)，係如上所述，將由3個霍爾IC162檢測出的磁場信號1、2、3進行平均演算(包含單純的加法演算)以求出平均磁場強度，且參照檢查表(look-up table)，藉此從平均磁場強度求出踏力範圍。另外，依輔助單元11所得的輔助比，雖然是可考慮踏力範圍而決定，但是對應踏力T的磁場信號1、2、3之平均值為未滿預定值的踏力範圍(踏力範圍=0)，係以內部參數表示無負載，且在該踏力範圍內，以不產生輔助力(輔助比0)的方式設定。The pedaling force range detecting unit 40 (see FIG. 2) performs average calculation (including simple addition calculation) on the magnetic field signals 1, 2, and 3 detected by the three Hall ICs 162 as described above to obtain an average magnetic field strength. And by referring to a look-up table, the range of the pedaling force is obtained from the average magnetic field strength. Further, the assist ratio obtained by the auxiliary unit 11 is determined in consideration of the stepping force range, but the average value of the magnetic field signals 1, 2, and 3 corresponding to the pedaling force T is a stepping force range (the pedaling force range = 0) that is less than a predetermined value. The internal parameters indicate no load, and within the range of the pedaling force, the auxiliary force (auxiliary ratio 0) is not generated.

車速檢測部41，係接收與從霍爾IC210輸出的踏板曲柄旋轉數相應的脈波數之檢測信號(磁場脈波信號)，且從每單位時間的磁場脈波信號之計數次數，演算車速、曲柄角度。The vehicle speed detecting unit 41 receives a detection signal (magnetic field pulse wave signal) of the pulse wave number corresponding to the number of pedal crank rotations output from the Hall IC 210, and calculates the vehicle speed from the number of times of the magnetic field pulse wave signal per unit time. Crank angle.

通電驅動方式選擇部31，係根據馬達旋轉速度、馬達旋轉次數、馬達旋轉方向、踏力範圍、車速及暫態負載狀態檢測信號，選擇180度通電驅動方式、120度通電驅動方式及互補120度通電驅動方式之其中一個，且輸出通電驅動方式之選擇信號。具體而言，通電驅動方式選擇部31，係在電動馬達37之啟動時(啟動運轉狀態)輸出互補120度通電驅動選擇信號，在電動馬達37之通常運轉時(通常運轉狀態)輸出180度通電驅動選擇信號，而在電動馬達37處於暫態負載運轉狀態時(不穩定運轉狀態)輸出120度通電驅動信號。The energization drive mode selection unit 31 selects the 180-degree energization drive mode, the 120-degree energization drive mode, and the complementary 120-degree energization according to the motor rotation speed, the motor rotation number, the motor rotation direction, the pedal force range, the vehicle speed, and the transient load state detection signal. One of the driving modes, and outputs a selection signal of the energization driving mode. Specifically, the energization drive mode selection unit 31 outputs a complementary 120-degree energization drive selection signal when the electric motor 37 is started (startup operation state), and outputs 180-degree energization during normal operation (normal operation state) of the electric motor 37. The selection signal is driven, and when the electric motor 37 is in the transient load operation state (unstable operation state), the 120-degree energization drive signal is output.

各運轉狀態之檢測，係進行如下作為其一例。將滿足「馬達旋轉速度為50rpm以上」且「連續檢測60次順向之馬達旋轉次數」之雙方條件之前判定為啟動運轉狀態，且在滿足了雙方條件時判定已變成為通常運轉狀態。The detection of each operation state is as follows as an example. It is determined that the "motor rotation speed is 50 rpm or more" and the "continuous detection of the number of motor rotations of the forward direction of 60 times" is determined as the startup operation state, and when both conditions are satisfied, it is determined that the operation state has become the normal operation state.

又，在檢測出通常運轉狀態之後，當「也檢測出1次逆向之馬達旋轉次數」時，就判定處於不穩定運轉狀態(暫態負載運轉狀態)。Further, after the normal operation state is detected, when "the number of reverse motor rotations is also detected once", it is determined that the operation is in an unstable operation state (transient load operation state).

又，當滿足「馬達旋轉速度為126rpm以上」且「連續檢測240次順向之馬達旋轉次數」且「踏力範圍為0(以內部參數表示無負載)」之3個條件時，就判定已從不穩定運轉狀態(暫態負載運轉狀態)變成為通常運轉狀態。在此，雖是將「踏力範圍為0」當作1個條件，但是亦可設為「踏力範圍為預定值以下」。另外，不穩定運轉狀態(暫態負載運轉狀態)之解除的檢測，亦可在滿足「馬達旋轉速度為126rpm以上」且「車速(內部速度)為6km/h以上」之2個條件時，判定已從不穩定運轉狀態(暫態負載運轉狀態)變成為通常運轉狀態。In addition, when the three conditions of "motor rotation speed is 126 rpm or more" and "continuous detection of 240 times of motor rotation in the forward direction" and "the pedaling force range is 0 (the internal parameter indicates no load)" are satisfied, it is judged that The unstable operation state (transient load operation state) is changed to the normal operation state. Here, although "the pedaling force range is 0" is regarded as one condition, it is also possible to set "the pedaling force range is equal to or less than a predetermined value". In addition, the detection of the release of the unstable operation state (transient load operation state) may be determined when the two conditions of "motor rotation speed is 126 rpm or more" and "vehicle speed (internal speed) is 6 km/h or more" are satisfied. It has changed from the unstable operation state (transient load operation state) to the normal operation state.

180度通電驅動部33，係根據從設置於電動馬達37的3個霍爾IC371接收到的脈波信號算出磁極位置，且根據所算出的磁極位置，以第8圖所示的驅動電流波形對電動馬達37進行180度通電驅動。具體而言，180度通電驅動部33，係在從通電驅動方式選擇部31接收到180度通電驅動選擇信號時，依據車速、曲柄角度及踏力範圍而進行根據預定的演算法決定輔助比(輔助力/踏力)的電子處理。又，180度通電驅動部33，由於是以產生與所決定之輔助比對應的輔助力之方式對電動馬達37進行180度通電驅動，所以會根據由霍爾IC371所檢測之檢測值而預測磁極位置並設定通電時序，並且按照輔助比進行PWM信號之工作比的設定。The 180-degree energization drive unit 33 calculates the magnetic pole position based on the pulse wave signals received from the three Hall ICs 371 provided in the electric motor 37, and based on the calculated magnetic pole position, the drive current waveform pair shown in FIG. The electric motor 37 is electrically driven at 180 degrees. Specifically, when receiving the 180-degree energization drive selection signal from the energization drive mode selection unit 31, the 180-degree energization drive unit 33 determines the assist ratio according to a predetermined algorithm based on the vehicle speed, the crank angle, and the pedal effort range (auxiliary Electronic processing of force/force. Further, since the 180-degree energization drive unit 33 drives the electric motor 37 by 180 degrees so as to generate an assist force corresponding to the determined assist ratio, the magnetic pole is predicted based on the detected value detected by the Hall IC 371. The position is set and the power-on sequence is set, and the duty ratio of the PWM signal is set in accordance with the auxiliary ratio.

120度通電驅動部34，係根據從設置於電動馬達37的3個霍爾IC371接收到的脈波信號算出磁極位置，且根據所算出的磁極位置，以第9圖所示的驅動電流波形對電動馬達37進行120度通電驅動。具體而言，120度通電驅動部34，係在從通電驅動方式選擇部31接收到120度通電驅動選擇信號時，依據車速、曲柄角度及踏力範圍而進行根據預定的演算法決定輔助比(輔助力/踏力)的電子處理。又，120度通電驅動部34，由於是以產生與所決定之輔助比對應的輔助力之方式對電動馬達37進行120度通電驅動，所以會根據由霍爾IC371檢測出的磁極位置而設定通電時序，並且根據輔助比進行PWM信號之工作比的設定。The 120-degree energization drive unit 34 calculates the magnetic pole position based on the pulse wave signals received from the three Hall ICs 371 provided in the electric motor 37, and based on the calculated magnetic pole position, the drive current waveform pair shown in FIG. The electric motor 37 is electrically driven at 120 degrees. Specifically, when receiving the 120-degree energization drive selection signal from the energization drive mode selection unit 31, the 120-degree energization drive unit 34 determines the assist ratio according to a predetermined algorithm based on the vehicle speed, the crank angle, and the pedal effort range (auxiliary Electronic processing of force/force. Further, since the 120-degree energization drive unit 34 energizes the electric motor 37 by 120 degrees so as to generate an assist force corresponding to the determined assist ratio, the energization is set based on the magnetic pole position detected by the Hall IC 371. Timing, and setting of the duty ratio of the PWM signal according to the auxiliary ratio.

互補120度通電驅動部32，係根據從設置於電動馬達37的3個霍爾IC371接收到的脈波信號算出磁極位置，且根據所算出的磁極位置，以第11圖所示的驅動電流波形對電動馬達37進行互補120度通電驅動。具體而言，互補120度通電驅動部32，係在從通電驅動方式選擇部31接收到互補120度通電驅動選擇信號時，依據車速、曲柄角度及踏力範圍而進行根據預定的演算法決定輔助比(輔助力/踏力)的電子處理。又，互補120度通電驅動部32，由於是以產生與所決定之輔助比對應的輔助力之方式對電動馬達37進行互補120度通電驅動，所以會根據由霍爾IC371檢測出的磁極位置而設定通電時序，並且進行PWM信號之工作比的設定。The complementary 120-degree energization drive unit 32 calculates the magnetic pole position based on the pulse wave signal received from the three Hall ICs 371 provided in the electric motor 37, and uses the drive current waveform shown in FIG. 11 based on the calculated magnetic pole position. The electric motor 37 is energized and driven by a complementary 120 degrees. Specifically, when the complementary 120-degree energization drive unit 32 receives the complementary 120-degree energization drive selection signal from the energization drive mode selection unit 31, the auxiliary ratio is determined according to a predetermined algorithm based on the vehicle speed, the crank angle, and the pedal effort range. Electronic processing of (assisted force / pedaling force). Further, since the 120-degree energization drive unit 32 is electrically driven by the electric motor 37 in a complementary manner by generating an assist force corresponding to the determined assist ratio, the magnetic pole position detected by the Hall IC 371 is used. The energization timing is set and the duty ratio of the PWM signal is set.

PWM製作部35，係根據依180度通電驅動部33、120度通電驅動部34及互補120度通電驅動部32所進行的通電時序及工作比之設定，而針對每一電晶體製作用以驅動換流器電路15之電晶體(UH、UL、VH、VL、WH、WL)的PWM信號，並予以輸出。The PWM generating unit 35 is configured to drive for each transistor based on the energization timing and the duty ratio set by the 180-degree energization drive unit 33, the 120-degree energization drive unit 34, and the complementary 120-degree energization drive unit 32. The PWM signals of the transistors (UH, UL, VH, VL, WH, WL) of the inverter circuit 15 are output.

換流器電路15，係依從微電腦14輸出的180度通電驅動用、120度通電驅動用或互補120度通電驅動用之PWM信號而切換各電晶體，且施加驅動電壓(驅動電流)至電動馬達37之各相。The inverter circuit 15 switches each transistor in accordance with a PWM signal for 180-degree energization driving, 120-degree energization driving, or complementary 120-degree energization driving output from the microcomputer 14, and applies a driving voltage (driving current) to the electric motor. 37 phases.

以下，一邊比較互補120度通電驅動方式與120度通電驅動方式一邊進行說明。Hereinafter, a description will be given while comparing the complementary 120-degree energization driving method and the 120-degree energization driving method.

[120度通電驅動方式][120 degree power drive mode] 第9圖係顯示在120度驅動方式中相對於通電電角度(橫軸)馬達各相之電流波形(縱軸)的示意圖。第10圖係用以說明120度通電驅動方式中之施加至各電晶體的PWM信號之工作比及流通至馬達之各相的電流之路徑的示意圖。在此等圖中，＜1＞係表示電角度0至60度之狀態；＜2＞係表示電角度60至120度之狀態；＜3＞係表示電角度120至180度之狀態；＜4＞係表示電角度180至240度之狀態；＜5＞係表示電角度240至300度之狀態；＜6＞係表示電角度300至360度之狀態。Fig. 9 is a view showing a current waveform (vertical axis) of each phase of the motor with respect to the energization angle (horizontal axis) in the 120-degree driving mode. Fig. 10 is a view for explaining a duty ratio of a PWM signal applied to each transistor in a 120-degree energization driving method and a path of a current flowing to each phase of the motor. In these figures, <1> indicates a state in which the electrical angle is 0 to 60 degrees; <2> indicates a state in which the electrical angle is 60 to 120 degrees; and <3> indicates a state in which the electrical angle is 120 to 180 degrees; <4 > indicates a state in which the electrical angle is 180 to 240 degrees; <5> indicates a state in which the electrical angle is 240 to 300 degrees; and <6> indicates a state in which the electrical angle is 300 to 360 degrees. 第10圖中，區間＜1＞，係在U相之上電晶體UH及V相之下電晶體VL施加有例如工作比25%之PWM信號；而在其他的電晶體施加有工作比0%之PWM信號而關閉。此時，從電池17輸出的電流，係通過U相之上電晶體UH而流入至電動馬達37的U相之線圈，且從V相之線圈流出並通過V相之下電晶體VL而返回至電池17。此時，在W相之線圈並未流通有電流。In Fig. 10, the interval <1> is that the transistor VL is applied with a PWM signal of, for example, a duty ratio of 25% under the U-phase and the V-phase of the U-phase, and a duty ratio of 0% is applied to other transistors. The PWM signal is turned off. At this time, the current output from the battery 17 flows into the U-phase coil of the electric motor 37 through the U-phase upper transistor UH, and flows out from the V-phase coil and returns to the V-phase lower transistor VL to return to Battery 17. At this time, no current flows through the coil of the W phase. 區間＜2＞，係在U相之上電晶體UH及W相之下電晶體WL施加有工作比25%之PWM信號；而在其他的電晶體施加有工作比0%之PWM信號而關閉。此時，從電池17輸出的電流，係通過U相之上電晶體UH而流入至電動馬達37的U相之線圈，且從W相之線圈流出並通過W相之下電晶體WL而返回至電池17。此時，在V相之線圈並未流通有電流。The interval <2> is that the transistor WL of the U phase and the W phase is applied with a PWM signal having a duty ratio of 25%, and the other transistor is turned off by applying a PWM signal with a duty ratio of 0%. At this time, the current output from the battery 17 flows into the U-phase coil of the electric motor 37 through the U-phase upper transistor UH, and flows out from the W-phase coil and returns to the W-phase lower transistor WL to return to Battery 17. At this time, no current flows through the coil of the V phase. 區間＜3＞，係在V相之上電晶體VH及W相之下電晶體WL施加有工作比25%之PWM信號；而在其他的電晶體施加有工作比0%之PWM信號而關閉。此時，從電池17輸出的電流，係通過V相之上電晶體VH而流入至電動馬達37的V相之線圈，且從W相之線圈流出電流並通過W相之下電晶體WL而返回至電池17。此時，在U相之線圈並未流通有電流。In the interval <3>, the transistor WL is applied with a PWM signal having a duty ratio of 25% below the V phase and the W phase, and the other transistor is turned off by applying a PWM signal having a duty ratio of 0%. At this time, the current output from the battery 17 flows into the coil of the V phase of the electric motor 37 through the V-phase upper transistor VH, and flows out from the coil of the W phase and returns through the transistor WL under the W phase. To battery 17. At this time, no current flows through the coil of the U phase. 區間＜4＞，係在V相之上電晶體VH及U相之下電晶體UL施加有工作比25%之PWM信號；而在其他的電晶體施加有工作比0%之PWM信號而關閉。此時，從電池17輸出的電流，係通過V相之上電晶體VH而流入至電動馬達37的V相之線圈，且從U相之線圈流出並通過U相之下電晶體UL而返回至電池17。此時，在W相之線圈並未流通有電流。The interval <4> is that the transistor UL is applied with a PWM signal having a duty ratio of 25% below the V phase of the transistor VH and the U phase, and is turned off when the other transistor is applied with a PWM signal having a duty ratio of 0%. At this time, the current output from the battery 17 flows into the coil of the V phase of the electric motor 37 through the V-phase upper transistor VH, and flows out from the coil of the U phase and returns to the transistor UL through the U phase. Battery 17. At this time, no current flows through the coil of the W phase. 區間＜5＞，係在W相之上電晶體WH及U相之下電晶體UL施加有工作比25%之PWM信號；而在其他的電晶體施加有工作比0%之PWM信號而關閉。此時，從電池17輸出的電流，係通過W相之上電晶體WH而流入至電動馬達37的W相之線圈，且從U相之線圈流出電流並通過U相之下電晶體UL而返回至電池17。此時，在V相之線圈並未流通有電流。The interval <5> is that the transistor UL is applied with a PWM signal having a duty ratio of 25% below the W phase and the U phase of the transistor, and the other transistor is turned off by applying a PWM signal having a duty ratio of 0%. At this time, the current output from the battery 17 flows into the W-phase coil of the electric motor 37 through the W-phase upper transistor WH, and the current flows from the U-phase coil and returns through the U-phase under the transistor UL. To battery 17. At this time, no current flows through the coil of the V phase. 區間＜6＞，係在W相之上電晶體WH及V相之下電晶體VL施加有工作比25%之PWM信號；而在其他的電晶體施加有工作比0%之PWM信號而關閉。此時，從電池17輸出的電流，係通過W相之上電晶體WH而流入至電動馬達37的W相之線圈，且從V相之線圈流出電流並通過V相之下電晶體VL而返回至電池17。此時，在U相之線圈並未流通有電流。The interval <6> is that the transistor VL is applied with a PWM signal having a duty ratio of 25% below the W phase and the V phase of the transistor, and the other transistor is turned off by applying a PWM signal with a duty ratio of 0%. At this time, the current output from the battery 17 flows into the W-phase coil of the electric motor 37 through the W-phase upper transistor WH, and the current flows from the V-phase coil and returns to the V-phase lower transistor VL. To battery 17. At this time, no current flows through the coil of the U phase. 另外，上述中，雖是舉例說明在使導通的電晶體施加工作比25%之PWM信號的情況，但是工作比之值可按照輔助比來變更。Further, in the above description, the PWM signal having a duty ratio of 25% is applied to the on-state transistor, but the duty ratio can be changed in accordance with the assist ratio. 從第9圖及第10圖可明白，在120度通電驅動方式中，U、V、W之各相中，在電角度120度之通電區間之間於電角度60度之範圍內有不流通電流的區間(非通電區間)。It can be understood from Fig. 9 and Fig. 10 that in the 120-degree energization driving method, among the phases of U, V, and W, there is no circulation in the range of the electrical angle of 60 degrees between the energization sections of the electrical angle of 120 degrees. Current interval (non-energized interval). [互補120度通電驅動][Complementary 120 degree power drive]

如第14圖所示，互補120度通電驅動方式，係理論上控制互換120度通電驅動方式之PWM信號之工作比的通電驅動方式。如第14圖所示，在120度通電驅動方式中，雖然均對未選作為電流路徑的上下電晶體UH、UL施加工作比0%之PWM信號；但是在互補120度通電中係藉由對上下電晶體UH、UL各施加工作比50%之PWM信號，而將流通至馬達的電流設為零。利用此原理，就可依上下電晶體UH、UL中之工作比較大的一方決定所要導通的電晶體。例如，如第14圖中段所示，若將上電晶體UH之工作比設為75%、將下電晶體UL之工作比設為25%，則電流會從上電晶體UH流入馬達。反之，若將上電晶體UH之工作比設為25%、將下電晶體UL之工作比設為75%，則電流會從馬達流入至下電晶體UL。在互補120度通電驅動方式中，係利用此種原理，且在選作為電流路徑的2相之上下電晶體中，係將上下一方之電晶體的工作比設為比另一方之電晶體的工作比還大，而在未選作為電流路徑的相中，係將上下電晶體之工作比設為相同。As shown in Fig. 14, the complementary 120-degree energization drive mode is a power-driven drive mode that theoretically controls the duty ratio of the PWM signal of the 120-degree energization drive mode. As shown in Fig. 14, in the 120-degree energization driving method, although the PWM signals of 0% of the operation ratio are applied to the upper and lower transistors UH and UL which are not selected as the current paths, the complementary 120-degree energization is performed by the pair. The upper and lower transistors UH and UL each apply a PWM signal having a duty ratio of 50%, and the current flowing to the motor is set to zero. By using this principle, the transistor to be turned on can be determined according to the larger one of the upper and lower transistors UH and UL. For example, as shown in the middle of Fig. 14, if the operating ratio of the upper transistor UH is set to 75% and the operating ratio of the lower transistor UL is set to 25%, current flows from the upper transistor UH to the motor. On the other hand, if the operating ratio of the upper transistor UH is set to 25% and the operating ratio of the lower transistor UL is set to 75%, current flows from the motor to the lower transistor UL. In the complementary 120-degree energization driving method, this principle is utilized, and in the lower phase of the two-phase selected as the current path, the operating ratio of the upper and lower transistors is set to be higher than that of the other transistor. The ratio is larger, and in the phase not selected as the current path, the operating ratio of the upper and lower transistors is set to be the same.

第11圖係顯示在互補120度驅動方式中相對於通電電角度(橫軸)馬達各相之電流波形(縱軸)的示意圖。第12圖係用以說明互補120度通電驅動方式中之施加至各電晶體的PWM信號之工作比及流通至馬達之各相的電流之路徑的示意圖。在此等圖中，區間＜1＞至＜6＞，係顯示與第9圖及第10圖同樣的通電電角度之區間。在此，雖然也是舉例說明特定的工作比，但是工作比之值係可按照輔助比而變更。Fig. 11 is a view showing a current waveform (vertical axis) of each phase of the motor with respect to the energization angle (horizontal axis) in the complementary 120-degree driving mode. Fig. 12 is a view for explaining a duty ratio of a PWM signal applied to each transistor in a complementary 120-degree energization driving method and a path of a current flowing to each phase of the motor. In the figures, the intervals <1> to <6> show the sections of the energization angles similar to those of the ninth and tenth diagrams. Here, although the specific work ratio is also exemplified, the duty ratio can be changed in accordance with the assist ratio.

在互補120度通電驅動方式中，如第12圖之區間＜1＞所示，在以120度通電驅動方式選作為電流路徑的2相U、V相(對應第10圖之區間＜1＞)中，藉由對電晶體UH、VL施加工作比75%之PWM信號、對電晶體UL、VH施加工作比25%之PWM信號，與120度通電驅動方式同樣，可經由電晶體UH、VL流通電流(實線箭頭)。又，對未選作為電流路徑的W相之上下電晶體WH、WL均施加工作比50%之PWM信號以將理論上流通至W相的電流設為零。但是，在互補120度通電驅動方式中，係在未選作為電流路徑的W相中，將蓄積於馬達之W相線圈的能量，於電晶體WL導通的時序進行放電(虛線箭頭)。此係因在即將進入區間＜1＞之前，於先行的區間＜5＞至＜6＞中，電流會流入至電動馬達37之W相線圈(實線箭頭)，而在W相線圈中以換流器電路15側變成比中性點還高的高電位之方式蓄積能量之故；透過該能量會在區間＜1＞於下電晶體WL導通後的時序從W相線圈通過下電晶體WL，而流出電流(虛線箭頭)至電池17之低電位側。In the complementary 120-degree energization drive method, as shown in the interval <1> in Fig. 12, the 2-phase U and V phases of the current path are selected by the 120-degree energization drive method (corresponding to the interval <1> of Fig. 10). By applying a PWM signal with a duty ratio of 75% to the transistors UH and VL and a PWM signal having a duty ratio of 25% to the transistors UL and VH, the transistor can be circulated via the transistors UH and VL in the same manner as the 120-degree energization driving method. Current (solid arrow). Further, a PWM signal having a duty ratio of 50% is applied to the lower transistors WH and WL above the W phase which is not selected as the current path to set the current theoretically flowing to the W phase to zero. However, in the complementary 120-degree energization driving method, in the W phase which is not selected as the current path, the energy stored in the W-phase coil of the motor is discharged at the timing when the transistor WL is turned on (dashed arrow). This is because before the interval <1> is entered, in the preceding interval <5> to <6>, the current flows into the W-phase coil of the electric motor 37 (solid arrow), and is changed in the W-phase coil. The side of the streamer circuit 15 is charged at a higher potential than the neutral point; the transmitted energy passes through the lower transistor WL from the W-phase coil at a timing after the lower transistor WL is turned on in the interval <1>. The current is drawn (dotted arrow) to the low potential side of the battery 17.

有關區間＜1＞以外的區間＜2＞至＜6＞也是同樣，在區間＜2＞中，係在U相及W相中，與第10圖之區間＜2＞同樣地流通有電流。另一方面，雖然在V相之上下電晶體VH、VL施加有同一工作比(50%)之PWM信號，但是在即將進入區間＜2＞之前，會在先行的區間＜6＞、＜1＞中從馬達之V相線圈流出電流，並在V相線圈，以中性點側變成比換流器電路15側還高的高電位之狀態蓄積能量。因而，在區間＜2＞中，當對V相之上下電晶體VH、VL施加有工作比50%之PWM信號時，上電晶體VH就會在對上電晶體VH施加有脈波的時序導通，而電流會從電池17之高電位側經由上電晶體VH流入V相線圈(虛線箭頭)。The same applies to the sections <2> to <6> except for the section <1>. In the section <2>, in the U phase and the W phase, a current flows in the same manner as the section <2> in the tenth diagram. On the other hand, although the lower duty transistors VH and VL are applied with the PWM signal of the same duty ratio (50%) above the V phase, they will be in the preceding interval <6>, <1> immediately before entering the interval <2>. The current flows from the V-phase coil of the motor, and the V-phase coil accumulates energy in a state where the neutral point side becomes higher than the inverter circuit 15 side. Therefore, in the interval <2>, when a PWM signal having a duty ratio of 50% is applied to the lower transistors VH and VL above the V phase, the upper transistor VH is turned on at the timing of applying the pulse wave to the upper transistor VH. And the current flows from the high potential side of the battery 17 to the V-phase coil (dashed arrow) via the upper transistor VH.

在區間＜3＞中，係在V相及W相，與第10圖之區間＜3＞同樣地流通電流。雖然在U相之上下電晶體UH、UL施加有同一工作比(50%)之PWM信號，但是在即將進入區間＜3＞之前，會在先行的區間＜1＞、＜2＞中使電流流入至馬達之U相線圈，並在U相線圈，以換流器電路15側變成比中性點側還高的高電位之狀態蓄積能量。因而，在區間＜3＞中，當對U相之上下電晶體UH、UL施加有工作比50%之PWM信號時，就會在對下電晶體UL施加有脈波的時序使下電晶體UL導通，而電流會從U相線圈經由下電晶體UL流出至電池17之低電位側(虛線箭頭)。In the interval <3>, the V phase and the W phase are distributed, and the current flows in the same manner as the interval <3> in the tenth graph. Although the transistors UH and UL are applied with the PWM signal of the same duty ratio (50%) above the U phase, the current flows in the preceding intervals <1> and <2> just before entering the interval <3>. In the U-phase coil of the motor, the U-phase coil accumulates energy in a state where the converter circuit 15 side becomes higher than the neutral point side. Therefore, in the interval <3>, when a PWM signal having a duty ratio of 50% is applied to the lower transistor UH and UL above the U phase, the timing of the pulse wave is applied to the lower transistor UL to cause the lower transistor UL. Turning on, current flows from the U-phase coil to the low potential side of the battery 17 via the lower transistor UL (dashed arrow).

在區間＜4＞中，係在U相及V相，與第10圖之區間＜4＞同樣地流通電流。雖然在W相之上下電晶體WH、WL施加有同一工作比(50%)之PWM信號，但是在即將進入區間＜4＞之前，會在先行的區間＜2＞、＜3＞中從馬達之W相線圈流出電流，並在W相線圈，以中性點側變成比換流器電路15側還高的高電位之狀態蓄積能量。因而，在區間＜4＞中，當對W相之上下電晶體WH、WL施加有工作比50%之PWM信號時，就會在對上電晶體WH施加有脈波的時序使上電晶體WH導通，而電流會從電池17之高電位側經由上電晶體WH流入至W相線圈(虛線箭頭)。In the interval <4>, the U phase and the V phase are distributed, and the current flows in the same manner as the interval <4> in the tenth graph. Although the lower-voltage transistors WH and WL are applied with the PWM signal of the same duty ratio (50%) above the W phase, they will be in the preceding interval <2>, <3> from the motor before entering the interval <4>. The W-phase coil flows current, and the W-phase coil accumulates energy in a state where the neutral point side becomes higher than the inverter circuit 15 side. Therefore, in the interval <4>, when a PWM signal having a duty ratio of 50% is applied to the lower transistors WH and WL over the W phase, the timing of the pulse wave is applied to the upper transistor WH to cause the upper transistor WH. Turned on, and current flows from the high potential side of the battery 17 to the W-phase coil (dashed arrow) via the upper transistor WH.

在區間＜5＞中，係在U相及W相，與第10圖之區間＜5＞同樣地流通電流。雖然在V相之上下電晶體VH、VL施加有同一工作比(50%)之PWM信號，但是在即將進入區間＜5＞之前，會在先行的區間＜3＞、＜4＞中使電流流入至馬達之V相線圈，並在V相線圈，以換流器電路15側變成比中性點側還高的高電位之狀態蓄積能量。因而，在區間＜5＞中，當對V相之上下電晶體VH、VL施加有工作比50%之PWM信號時，就會在對下電晶體VL施加有脈波的時序使下電晶體VL導通，而電流會從V相線圈經由下電晶體VL流出至電池17之低電位側(虛線箭頭)。In the interval <5>, in the U phase and the W phase, a current flows in the same manner as the interval <5> in the tenth graph. Although the lower duty transistors VH and VL are applied with the PWM signal of the same duty ratio (50%) above the V phase, the current flows in the preceding intervals <3> and <4> just before entering the interval <5>. In the V-phase coil of the motor, the V-phase coil accumulates energy in a state where the inverter circuit 15 side becomes higher than the neutral point side. Therefore, in the interval <5>, when a PWM signal having a duty ratio of 50% is applied to the lower transistors VH and VL above the V phase, the timing of the pulse wave is applied to the lower transistor VL to lower the transistor VL. Turned on, and current flows from the V-phase coil to the low potential side of the battery 17 via the lower transistor VL (dashed arrow).

在區間＜6＞中，係在V相及W相，與第10圖之區間＜6＞同樣地流通電流。雖然在U相之上下電晶體UH、UL施加有同一工作比(50%)之PWM信號，但是在即將進入區間＜6＞之前，會在先行的區間＜4＞、＜5＞中從馬達之U相線圈流出電流，並在U相線圈，以中性點側變成比換流器電路15側還高的高電位之狀態蓄積能量。因而，在區間＜6＞中，當對U相之上下電晶體UH、UL施加有工作比50%之PWM信號時，就會在對上電晶體UH施加有脈波的時序使上電晶體UH導通，而電流會從電池17之高電位側經由上電晶體UH流入至U相線圈(虛線箭頭)。In the interval <6>, the V phase and the W phase are distributed, and the current flows in the same manner as the interval <6> in the tenth graph. Although the transistor UH and UL are applied with the PWM signal of the same duty ratio (50%) above the U phase, before entering the interval <6>, the motor will be in the preceding interval <4>, <5>. The U-phase coil flows current, and the U-phase coil accumulates energy in a state where the neutral point side becomes higher than the inverter circuit 15 side. Therefore, in the interval <6>, when a PWM signal having a duty ratio of 50% is applied to the upper transistor UH, UL above the U phase, the timing of the pulse wave is applied to the upper transistor UH to make the upper transistor UH. Turning on, current flows from the high potential side of the battery 17 to the U-phase coil (dashed arrow) via the upper transistor UH.

如以上，在互補120度通電驅動中，係於U、V、W相之任一相均在全區間＜1＞至＜6＞流通電流，且在任一相中均不存在非導通區間。因此，如第11圖所示，各相之電流會在電角度360度整個範圍連續變化，藉此就可抑制可能在120度通電驅動方式中產生的相切換時之電氣震動。As described above, in the complementary 120-degree energization drive, any phase of the U, V, and W phases flows through the entire range <1> to <6>, and there is no non-conduction interval in any of the phases. Therefore, as shown in Fig. 11, the current of each phase is continuously changed over the entire range of the electrical angle of 360 degrees, whereby the electrical shock at the time of phase switching which may occur in the 120-degree energization driving mode can be suppressed.

[控制流程][Control flow]

以下，參照第13圖之流程圖，說明使用本實施形態之馬達控制裝置的馬達控制之一例。Hereinafter, an example of motor control using the motor control device of the present embodiment will be described with reference to a flowchart of Fig. 13.

在步驟S11中，以互補120度通電驅動來啟動電動馬達37。In step S11, the electric motor 37 is activated by energization driving at a complementary 120 degrees.

在步驟S12中，判別電動馬達37之旋轉速度是否變成50rpm以上且是否已連續檢測60次電動馬達37之順向(CW方向)的旋轉次數。在未滿足其中任一條件的情況時會移行至步驟S11，並繼續互補120度通電驅動的啟動運轉。In step S12, it is determined whether or not the rotational speed of the electric motor 37 has become 50 rpm or more and whether the number of rotations of the electric motor 37 in the forward direction (CW direction) has been continuously detected 60 times. When the condition is not satisfied, the process proceeds to step S11, and the startup operation of the complementary 120-degree energization drive is continued.

在已滿足步驟S12之雙方條件的情況時會移行至步驟S13，並切換成180度通電驅動方式之馬達控制。When the condition of both of the steps S12 has been satisfied, the process proceeds to step S13, and the motor control of the 180-degree energization drive mode is switched.

在步驟S14中，判別是否已檢測出暫態的負載變動。具體而言，判別是否已「檢測1次逆向(CCW方向)之馬達旋轉」，且在未檢測逆向之馬達旋轉時會移行至步驟S13，並繼續180度通電驅動方式之馬達控制。In step S14, it is determined whether or not a transient load fluctuation has been detected. Specifically, it is determined whether or not "detecting the motor rotation in the reverse direction (CCW direction) once), and when the motor rotation in the reverse direction is not detected, the process proceeds to step S13, and the motor control of the 180-degree energization drive mode is continued.

另一方面，在步驟S14中已檢測出逆向之馬達旋轉時會移行至步驟S15，並切換成120度通電驅動方式之馬達控制。On the other hand, when it is detected in step S14 that the reverse motor is rotated, the process proceeds to step S15, and is switched to the motor control of the 120-degree energization drive mode.

在步驟S16中，判別暫態負載狀態是否已被解除。具體而言，在滿足「馬達旋轉速度為126rpm以上」且「連續檢測240次順向之馬達旋轉」且「踏力範圍為0」之3個條件時，會檢測過負載狀態之解除。另外，在滿足「馬達旋轉速度為126rpm以上」且「車速(內部速度)為6km/h以上」之2個條件時，亦可檢測過負載狀態之解除。In step S16, it is determined whether or not the transient load state has been released. Specifically, when the "motor rotation speed is 126 rpm or more" and "continuous detection of 240 times of forward motor rotation" and "the pedaling force range is 0" are satisfied, the overload state is detected. In addition, when the "motor rotation speed is 126 rpm or more" and the "vehicle speed (internal speed) is 6 km/h or more" is satisfied, the release of the overload state can be detected.

在步驟S16中未檢測暫態負載狀態之解除時會移行至步驟S15，並繼續120度通電驅動方式之馬達控制。When the release of the transient load state is not detected in step S16, the process proceeds to step S15, and the motor control of the 120-degree energization drive mode is continued.

另一方面，在步驟S16中已檢測出暫態負載狀態之解除時會移行至步驟S13，並復原至180度通電驅動方式之馬達控制。On the other hand, when the release of the transient load state has been detected in step S16, the process proceeds to step S13, and the motor control of the 180-degree energization drive mode is restored.

[通電驅動方式之比較][Comparison of power-on drive methods]

表2係顯示180度通電驅動方式、120度通電驅動方式、互補120度通電驅動方式之各通電驅動方式的特性。表中，雙圓圈之標示係顯示在3個通電驅動方式中該特性特佳，單圓圈之標示係顯示該特性良好，三角之標示係顯示該性能稍差，打叉之標示係顯示該性能差。Table 2 shows the characteristics of each energization drive mode of the 180-degree energization drive mode, the 120-degree energization drive mode, and the complementary 120-degree energization drive mode. In the table, the double circle is displayed in the three power-on driving modes. This characteristic is particularly good. The single circle indicates that the characteristic is good, the triangle indicates that the performance is slightly poor, and the cross-mark indicates that the performance is poor. .

如表2所示，180度通電驅動方式，係靜音性、震動特性及效率特佳。另一方面，在180度通電驅動方式中，由於是對未來預測控制所以暫態負載對應性較弱，且當因暫態的負載而發生位置偏移時會有造成無法控制的可能性。又，180度通電驅動方式，係相較於120度通電驅動方式，控制較為複雜。As shown in Table 2, the 180-degree power-on drive mode is excellent in quietness, vibration characteristics, and efficiency. On the other hand, in the 180-degree energization driving method, since the transient load correspondence is weak for the future predictive control, there is a possibility that it is uncontrollable when the positional shift occurs due to the transient load. In addition, the 180-degree energization drive method is more complicated than the 120-degree energization drive method.

120度通電驅動方式，由於只根據以馬達之霍爾IC檢測的磁極位置進行控制，且未作預測控制，所以暫態負載對應特性特優。因此，在因急劇負載變動而進行過負載狀態之運轉時也可能繼續控制，而可迴避馬達之停止。又，控制簡單，效率也良好。但是，有震動特性稍差、靜音性差的缺點。The 120-degree energization drive method is excellent in transient load response characteristics because it is controlled only based on the magnetic pole position detected by the Hall IC of the motor and is not subjected to predictive control. Therefore, it is possible to continue the control even when the operation is performed in an overload state due to a sudden load fluctuation, and the stop of the motor can be avoided. Moreover, the control is simple and the efficiency is good. However, there are disadvantages that the vibration characteristics are slightly poor and the quietness is poor.

互補120度通電驅動方式，由於只根據以馬達之霍爾IC檢測的磁極位置進行控制，且未作預測控制，所以暫態負載對應特性特優。暫態負載對應特性良好。因此，在因急劇負載變動而進行過負載狀態之運轉時也可能繼續控制，而可迴避馬達之停止。又，靜音性、震動特性特佳。另一方面，有控制複雜、效率為3方式中最差的缺點。The complementary 120-degree energization drive mode is superior to the transient load corresponding characteristic because it is controlled only based on the magnetic pole position detected by the Hall IC of the motor and is not subjected to predictive control. The transient load corresponding characteristics are good. Therefore, it is possible to continue the control even when the operation is performed in an overload state due to a sudden load fluctuation, and the stop of the motor can be avoided. Moreover, the quietness and vibration characteristics are particularly excellent. On the other hand, there is a disadvantage that the control is complicated and the efficiency is the worst of the three methods.

上述的實施形態中，在有可能發生暫態負載狀態且被要求良好的靜音性及震動特性之馬達啟動運轉時，藉由互補120度通電驅動方式來控制馬達，藉此在馬達啟動運轉中發生暫態的負載變動之情況時也可確實地迴避馬達之停止而繼續運轉，且可進行噪音及震動少的啟動運轉。In the above-described embodiment, when a motor that is in a transient load state and is required to have good quietness and vibration characteristics is started, the motor is controlled by a complementary 120-degree energization drive method, thereby generating a motor start-up operation. In the case of a transient load change, the motor can be surely stopped to continue the operation, and the start-up operation with less noise and vibration can be performed.

又，在馬達之旋轉速度及旋轉次數達到預定值之通常運轉時，可將馬達控制切換成180度通電驅動方式，而可進行噪音及震動少之舒適的運轉，並且可提高效率而抑制電力消耗。In the normal operation in which the rotational speed and the number of rotations of the motor reach a predetermined value, the motor control can be switched to the 180-degree energization drive mode, and comfortable operation with less noise and vibration can be performed, and efficiency can be improved to suppress power consumption. .

又，在通常運轉時發生暫態的負載變動之情況時，可將馬達控制切換成120度通電驅動方式，而可一邊抑制效率之降低一邊確實地迴避馬達之停止而能夠繼續運轉。In addition, when a transient load fluctuation occurs during normal operation, the motor control can be switched to the 120-degree energization drive mode, and the operation can be continued while avoiding the stop of the motor while suppressing the decrease in efficiency.

又，在切換成120度通電驅動方式之後，暫態負載狀態被解除時，藉由使之復原至180度通電驅動方式，就可將靜音性、震動特性及效率優異的運轉利用至最大限。Further, after switching to the 120-degree energization drive mode, when the transient load state is released, by returning to the 180-degree energization drive mode, the operation with excellent quietness, vibration characteristics, and efficiency can be utilized to the maximum.

如以上所述，依據本實施形態，可在馬達之啟動運轉時藉由互補120度通電驅動方式一邊抑制噪音及震動一邊確實地迴避馬達之停止，且在移行至通常運轉之後，能夠藉由180度通電驅動方式將噪音及震動少且效率佳的運轉利用至最大限，並且在發生暫態的負載變動之情況時，可藉由120度通電驅動方式一邊抑制效率之降低一邊確實地迴避馬達之停止。As described above, according to the present embodiment, it is possible to reliably avoid the stop of the motor while suppressing noise and vibration by the complementary 120-degree energization driving method during the start-up operation of the motor, and it is possible to pass the 180 after the transition to the normal operation. The power-on driving method uses the operation with less noise and vibration and high efficiency to the maximum limit, and when a transient load fluctuation occurs, the motor can be surely avoided by the 120-degree energization drive method while suppressing the decrease in efficiency. stop.

[其他實施形態][Other Embodiments]

另外，在上述實施形態中，雖然是在移行至通常運轉後檢測出暫態負載狀態時，進行了切換至120度通電驅動方式的控制，但是在能夠容許效率降低之情況，亦可在移行至通常運轉後檢測出暫態負載狀態時，切換至互補120度通電驅動方式。該情況，即使是在暫態負載運轉時也可能進行噪音及震動少的運轉，且使電動輔助自行車之運轉更為舒適。Further, in the above-described embodiment, the control is switched to the 120-degree energization drive mode when the transient load state is detected after the transition to the normal operation. However, when the efficiency can be reduced, the process may be shifted to When the transient load state is detected after the normal operation, the switch is switched to the complementary 120-degree energization drive mode. In this case, even during the transient load operation, it is possible to perform an operation with less noise and vibration, and to make the operation of the electric assist bicycle more comfortable.

又，上述實施形態中，雖然是藉由互補120度通電驅動方式進行馬達之啟動運轉，但是在可容許噪音及震動之情況，亦可藉由120度通電驅動方式進行馬達之啟動運轉。該情況，可提高馬達之啟動運轉時的效率。Further, in the above-described embodiment, the start-up operation of the motor is performed by the complementary 120-degree energization driving method. However, the motor can be started up by the 120-degree energization driving method while allowing noise and vibration. In this case, the efficiency at the time of starting the motor can be improved.

又，亦可構成：取代直至馬達變成通常運轉狀態為止繼續互補120度通電驅動方式(或120度通電驅動方式)的馬達啟動控制，而以180度通電驅動方式啟動馬達，當在檢測出暫態負載狀態時，切換至互補120度通電驅動方式(或120度通電驅動方式)，而在檢測出暫態負載狀態之解除時，復原至180度通電驅動方式。Further, it is also possible to configure a motor start control that continues to complement the 120-degree energization drive mode (or the 120-degree energization drive mode) until the motor is in the normal operation state, and activates the motor by the 180-degree energization drive method, and detects the transient state. In the load state, the mode is switched to the complementary 120-degree energization drive mode (or the 120-degree energization drive mode), and when the transient load state is detected, the 180-degree energization drive mode is restored.

又，上述實施形態中，雖然已舉例說明120度通電驅動方式及互補120度通電驅動方式，但是本發明能夠適用於以未滿180度且120度以外之導電角進行間歇通電的其他間歇通電驅動方式及互補間歇通電方式。Further, in the above-described embodiment, the 120-degree energization drive method and the complementary 120-degree energization drive method have been exemplified, but the present invention can be applied to other intermittent energization drive that intermittently energizes at a conduction angle of less than 180 degrees and 120 degrees. Mode and complementary intermittent energization mode.

1．．．電動輔助自行車1. . . Electric assisted bicycle

2．．．鏈輪2. . . Sprocket

3．．．車體框架3. . . Body frame

4．．．驅動軸4. . . Drive shaft

5．．．軸方向5. . . Axis direction

6L、6R．．．踏板曲柄6L, 6R. . . Pedal crank

8．．．間歇通電驅動部(120度通電驅動部)8. . . Intermittent energization drive unit (120-degree energization drive unit)

8L、8R．．．踏板8L, 8R. . . pedal

9．．．旋轉脈波產生手段(180度通電驅動部)9. . . Rotary pulse wave generation means (180 degree energization drive unit)

10．．．後輪動力機構10. . . Rear wheel power mechanism

11．．．電動輔助單元11. . . Electric auxiliary unit

12．．．鏈條12. . . Chain

13．．．車體框架13. . . Body frame

14．．．微電腦14. . . Microcomputer

15．．．換流器電路15. . . Inverter circuit

16．．．手把16. . . Handle

17．．．電池17. . . battery

18．．．車座18. . . Seat

20．．．前輪20. . . Front wheel

22．．．後輪twenty two. . . rear wheel

31．．．驅動方式選擇部31. . . Drive mode selection unit

32．．．互補120度通電驅動部32. . . Complementary 120 degree power drive unit

33．．．180度通電驅動部33. . . 180 degree power drive unit

34．．．120度通電驅動部34. . . 120 degree power drive unit

35．．．PWM製作部35. . . PWM Production Department

36．．．暫態負載狀態檢測部36. . . Transient load status detection unit

37．．．電動馬達37. . . electric motor

38．．．馬達旋轉速度檢測部38. . . Motor rotation speed detecting unit

39．．．馬達旋轉次數檢測部39. . . Motor rotation number detecting unit

40．．．踏力範圍檢測部40. . . Step force detection unit

41．．．車速檢測部41. . . Vehicle speed detection department

99．．．單向離合器(棘輪裝置)99. . . One-way clutch (ratchet device)

100．．．定位銷部100. . . Locating pin

102．．．棘輪定位銷102. . . Ratchet positioning pin

104．．．彈簧棒104. . . Spring rod

106．．．定位銷鏜孔106. . . Locating pin boring

108．．．第1旋轉防止用槽108. . . First rotation preventing groove

108a．．．第3旋轉防止用槽108a. . . Third rotation preventing groove

108b．．．第4旋轉防止用槽108b. . . Fourth rotation preventing groove

110．．．第2卡合面110. . . 2nd engagement surface

112．．．齒部112. . . Tooth

114．．．棘輪齒114. . . Ratchet tooth

116．．．斜面116. . . Bevel

118．．．傾斜(斜面)118. . . Tilt (bevel)

121．．．第1卡合面121. . . First engaging surface

137．．．盤形彈簧137. . . Disc spring

140．．．第2旋轉防止用槽140. . . Second rotation preventing groove

140a．．．突起部140a. . . Protrusion

140b．．．第5旋轉防止用槽140b. . . Fifth rotation preventing groove

150．．．鋼珠150. . . Steel ball

151．．．支撐圓盤151. . . Support disc

160．．．平衡方向160. . . Balance direction

161、202．．．永久磁鐵161, 202. . . permanent magnet

162、210、371．．．霍爾IC162, 210, 371. . . Hall IC

163．．．環構件163. . . Ring member

164．．．磁鐵164. . . magnet

170．．．凹部170. . . Concave

171．．．直線槽171. . . Straight groove

200．．．動力傳送裝置200. . . Power transmission device

204．．．齒204. . . tooth

206．．．固定銷206. . . Fixed pin

220．．．齒輪220. . . gear

222．．．輔助力輸出軸222. . . Auxiliary output shaft

a．．．上升方向a. . . Rising direction

b．．．下降方向b. . . Down direction

Fd、Fp．．．力Fd, Fp. . . force

Fr．．．彈力Fr. . . elastic force

Hu、Hv、Hw．．．脈波信號Hu, Hv, Hw. . . Pulse signal

T．．．踏板踏力T. . . Pedal force

第1圖係本發明實施形態的電動輔助自行車之概略圖。Fig. 1 is a schematic view showing a power-assisted bicycle according to an embodiment of the present invention.

第2圖係顯示第1圖所示的電動輔助自行車之控制系統的概略圖。Fig. 2 is a schematic view showing a control system of the electric assist bicycle shown in Fig. 1.

第3圖係在第1圖所示的電動輔助自行車中使用之組裝有本發明實施形態的轉矩檢測機構之單向離合器的側視圖。Fig. 3 is a side view of a one-way clutch in which a torque detecting mechanism according to an embodiment of the present invention is incorporated, which is used in the electric assist bicycle shown in Fig. 1.

第4圖係顯示單向離合器之定位銷部及在該定位銷部使用的彈簧棒之構成的示意圖；其中(a)為安裝有彈簧棒的狀態之定位銷部的立體圖；(b)為拆除彈簧棒後的狀態之定位銷部的立體圖；(c)為彈簧棒的側視圖。Figure 4 is a schematic view showing the configuration of the locating pin portion of the one-way clutch and the spring bar used in the locating pin portion; wherein (a) is a perspective view of the locating pin portion in a state in which the spring bar is attached; (b) is removed A perspective view of the positioning pin portion in the state behind the spring bar; (c) is a side view of the spring bar.

第5圖係為了說明第1圖所示的電動輔助自行車之踏力檢測的原理而顯示單向離合器(棘輪裝置)之齒及定位銷之嵌合狀態的示意圖。Fig. 5 is a schematic view showing the fitting state of the teeth and the positioning pin of the one-way clutch (ratchet device) for explaining the principle of the pedaling force detection of the electric assist bicycle shown in Fig. 1.

第6圖係顯示防止定位銷部對驅動軸之相對旋轉的旋轉防止手段之例的示意圖；其中(a)係顯示滾珠栓槽、(b)係顯示栓槽鍵、(c)係顯示鍵槽的概略構成之俯視圖。Fig. 6 is a view showing an example of a rotation preventing means for preventing relative rotation of the positioning pin portion with respect to the drive shaft; wherein (a) shows a ball pin groove, (b) shows a pin groove key, and (c) shows a key groove. A top view of the schematic structure.

第7圖係本發明實施例之合力機構中使用的動力傳送裝置的前視圖及側視圖。Fig. 7 is a front view and a side view of a power transmission device used in the resultant mechanism of the embodiment of the present invention.

第8圖係180度通電驅動方式中的各相之電流波形圖。Fig. 8 is a current waveform diagram of each phase in the 180-degree energization driving method.

第9圖係120度通電驅動方式中的各相之電流波形圖。Fig. 9 is a current waveform diagram of each phase in the 120-degree energization driving method.

第10圖係顯示120度通電驅動方式中的PWM信號之工作比及電流路徑的示意圖。Fig. 10 is a schematic diagram showing the duty ratio and current path of the PWM signal in the 120-degree energization driving mode.

第11圖係互補120度通電驅動方式中的各相之電流波形圖。Figure 11 is a current waveform diagram of each phase in a complementary 120-degree energization drive mode.

第12圖係顯示互補120度通電驅動方式中的PWM信號之工作比及電流路徑的示意圖。Fig. 12 is a view showing the duty ratio and current path of the PWM signal in the complementary 120-degree energization driving mode.

第13圖係顯示依本發明一實施形態的馬達控制裝置之控制流程的流程圖。Figure 13 is a flow chart showing the control flow of the motor control device according to an embodiment of the present invention.

第14圖係說明120度通電驅動方式與互補120度通電驅動方式之控制互換的示意圖。Fig. 14 is a view showing the control interchange of the 120-degree energization drive mode and the complementary 120-degree energization drive mode.

14．．．微電腦14. . . Microcomputer

15．．．換流器電路15. . . Inverter circuit

17．．．電池17. . . battery

31．．．驅動方式選擇部31. . . Drive mode selection unit

32．．．互補120度通電驅動部32. . . Complementary 120 degree power drive unit

33．．．180度通電驅動部33. . . 180 degree power drive unit

34．．．120度通電驅動部34. . . 120 degree power drive unit

35．．．PWM製作部35. . . PWM Production Department

36．．．暫態負載狀態檢測部36. . . Transient load status detection unit

37．．．馬達37. . . motor

38．．．馬達旋轉速度檢測部38. . . Motor rotation speed detecting unit

39．．．馬達旋轉次數檢測部39. . . Motor rotation number detecting unit

40．．．踏力範圍檢測部40. . . Step force detection unit

41．．．車速檢測部41. . . Vehicle speed detection department

371．．．霍爾IC371. . . Hall IC

U、V、W．．．相U, V, W. . . phase

UH、UL、VH、VL、WH、WL．．．電晶體UH, UL, VH, VL, WH, WL. . . Transistor

Claims (10)

一種三相無刷馬達之控制裝置，其特徵在於，具備：三相橋接換流器電路(15)，將驅動電壓供給至前述三相無刷馬達(37)之各相(U、V、W)；以及互補間歇通電驅動手段(32)，將未滿180度之導電角的PWM信號施加至前述換流器電路(15)之電晶體(UH、UL、VH、VL、WH、WL)，並藉由互補間歇通電驅動方式驅動前述三相無刷馬達者，其中該互補間歇通電驅動手段(32)係於3相中之2相施加彼此工作比不同的PWM信號至各相之上下電晶體並經由該2相之線圈流通電流，並且於3相中之1相施加彼此工作比相同的PWM信號至上下電晶體並藉由蓄積於該1相之線圈的能量經由上下電晶體中之任一個流通電流，藉此，在各相中以全電角度流通電流，而對前述三相無刷馬達進行互補間歇通電驅動。 A control device for a three-phase brushless motor, comprising: a three-phase bridge converter circuit (15) for supplying a driving voltage to each phase of the three-phase brushless motor (37) (U, V, W) And a complementary intermittent energization driving means (32) for applying a PWM signal having a conduction angle of less than 180 degrees to the transistors (UH, UL, VH, VL, WH, WL) of the inverter circuit (15), And driving the three-phase brushless motor by a complementary intermittent energization driving method, wherein the complementary intermittent energization driving means (32) applies two different phases of the PWM signals to the lower phase of each phase in the three phases of the three phases. And a current flows through the two-phase coil, and one of the three phases is applied with the same PWM signal to the upper and lower transistors, and the energy accumulated in the coil of the one phase passes through any of the upper and lower transistors. By circulating a current, a current flows at a full electrical angle in each phase, and the three-phase brushless motor is driven by complementary intermittent energization. 如申請專利範圍第1項所述之三相無刷馬達之控制裝置，其中，在前述三相無刷馬達之啟動運轉狀態或暫態負載狀態之至少其中一方狀態中藉由互補間歇通電驅動方式控制前述三相無刷馬達。 The control device for a three-phase brushless motor according to claim 1, wherein the complementary intermittent energization driving mode is performed in at least one of a start operation state or a transient load state of the three-phase brushless motor The aforementioned three-phase brushless motor is controlled. 如申請專利範圍第2項所述之三相無刷馬達之控制裝置，其中，復具備：180度通電驅動手段(33)，將導電角180度之PWM信號施加至前述換流器電路(15)，並以180度通電驅動方式驅動前述三相無刷馬達(37)；以及 驅動方式選擇手段(31)，在前述三相無刷馬達(37)之啟動運轉狀態中選擇互補間歇通電驅動方式，而在前述三相無刷馬達(37)之運轉狀態變成通常運轉狀態時選擇180度通電驅動方式。 The control device for a three-phase brushless motor according to claim 2, wherein the device is provided with a 180-degree energization driving means (33), and a PWM signal having a conduction angle of 180 degrees is applied to the inverter circuit (15). And driving the aforementioned three-phase brushless motor (37) with a 180-degree energization drive; The drive mode selection means (31) selects the complementary intermittent energization drive mode in the start-up operation state of the three-phase brushless motor (37), and selects when the operation state of the three-phase brushless motor (37) becomes the normal operation state. 180 degree power-on drive mode. 如申請專利範圍第3項所述之三相無刷馬達之控制裝置，其中，復具備：間歇通電驅動手段(34)，將未滿180度之導電角的PWM信號施加至前述換流器電路(15)，並以間歇通電驅動方式驅動前述三相無刷馬達(37)；前述驅動方式選擇手段(31)，係在前述三相無刷馬達(37)之暫態負載狀態被檢測出時，選擇間歇通電驅動方式。 The control device for a three-phase brushless motor according to claim 3, wherein the intermittently energizing driving means (34) applies a PWM signal having a conduction angle of less than 180 degrees to the inverter circuit. (15) driving the three-phase brushless motor (37) by intermittent energization driving; the driving mode selecting means (31) is when the transient load state of the three-phase brushless motor (37) is detected , select intermittent power drive mode. 如申請專利範圍第4項所述之三相無刷馬達之控制裝置，其中，前述驅動方式選擇手段(31)，係在暫態負載狀態被檢測出並選擇了間歇通電驅動方式之後，於前述暫態負載狀態之解除被檢測出時復原至180度通電驅動方式。 The control device for a three-phase brushless motor according to claim 4, wherein the driving mode selection means (31) is after the transient load state is detected and the intermittent energization driving mode is selected. When the release of the transient load state is detected, it is restored to the 180-degree energization drive mode. 如申請專利範圍第3項所述之三相無刷馬達之控制裝置，其中，前述驅動方式選擇手段(31)，係在前述三相無刷馬達(37)之旋轉速度變成預定值以上，且前述三相無刷馬達(37)之正轉方向的旋轉次數連續被檢測出預定次數以上時，判斷已從啟動運轉狀態移行至通常運轉狀態。 The control device for a three-phase brushless motor according to the third aspect of the invention, wherein the driving mode selection means (31) is such that a rotation speed of the three-phase brushless motor (37) becomes a predetermined value or more, and When the number of rotations of the three-phase brushless motor (37) in the forward rotation direction is continuously detected for a predetermined number of times or more, it is judged that the operation has been shifted from the startup operation state to the normal operation state. 如申請專利範圍第4項所述之三相無刷馬達之控制裝 置，其中，前述驅動方式選擇手段(31)，係在前述三相無刷馬達(37)之逆向旋轉被檢測出時，判斷處於暫態負載狀態。 Control device for three-phase brushless motor as described in item 4 of the patent application scope The drive mode selection means (31) determines that the reverse rotation of the three-phase brushless motor (37) is in a transient load state. 如申請專利範圍第5項所述之三相無刷馬達之控制裝置，其中，前述三相無刷馬達(37)，係使用於電動輔助自行車之輔助控制；前述驅動方式選擇手段(31)，係在前述三相無刷馬達(37)之旋轉速度變成預定值以上，且前述三相無刷馬達(37)之正轉方向的旋轉次數連續被檢測出預定次數以上，且前述電動輔助自行車之踏力範圍變成預定值以下時，判斷暫態負載狀態已被解除。 The control device for a three-phase brushless motor according to claim 5, wherein the three-phase brushless motor (37) is used for auxiliary control of a power-assisted bicycle; and the driving mode selection means (31), The rotation speed of the three-phase brushless motor (37) is equal to or greater than a predetermined value, and the number of rotations of the three-phase brushless motor (37) in the forward rotation direction is continuously detected a predetermined number of times or more, and the electric assist bicycle is When the pedaling force range becomes equal to or lower than the predetermined value, it is judged that the transient load state has been released. 如申請專利範圍第5項所述之三相無刷馬達之控制裝置，其中，前述三相無刷馬達(37)，係使用於電動輔助自行車之輔助控制；前述驅動方式選擇手段(31)，係在前述三相無刷馬達(37)之旋轉速度變成預定值以上，且前述電動輔助自行車之車速變成預定值以上時，判斷暫態負載狀態已被解除。 The control device for a three-phase brushless motor according to claim 5, wherein the three-phase brushless motor (37) is used for auxiliary control of a power-assisted bicycle; and the driving mode selection means (31), When the rotational speed of the three-phase brushless motor (37) becomes a predetermined value or more and the vehicle speed of the electric assist bicycle becomes equal to or greater than a predetermined value, it is determined that the transient load state has been released. 一種電動輔助自行車之電動輔助單元，係具備：申請專利範圍第1項至第9項中任一項所述之三相無刷馬達之控制裝置。 A power-assisted unit for a power-assisted bicycle, comprising: a control device for a three-phase brushless motor according to any one of claims 1 to 9.
TW100100447A 2010-01-06 2011-01-06 Device for controlling three-phase brushless motor TWI493862B (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2010001106A JP5506407B2 (en) 2010-01-06 2010-01-06 Control device for three-phase brushless motor

Publications (2)

Publication Number Publication Date
TW201145801A TW201145801A (en) 2011-12-16
TWI493862B true TWI493862B (en) 2015-07-21

Family

ID=44305460

Family Applications (1)

Application Number Title Priority Date Filing Date
TW100100447A TWI493862B (en) 2010-01-06 2011-01-06 Device for controlling three-phase brushless motor

Country Status (3)

Country Link
JP (1) JP5506407B2 (en)
TW (1) TWI493862B (en)
WO (1) WO2011083725A1 (en)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
TWI556568B (en) * 2015-05-21 2016-11-01 A reversible drive control circuit for single - phase brushless DC fan motors
JP6510582B2 (en) 2017-04-03 2019-05-08 ミネベアミツミ株式会社 Motor drive control device, motor drive control method and tube pump
WO2019186761A1 (en) * 2018-03-28 2019-10-03 新電元工業株式会社 Drive device, electric vehicle, and drive device control method
CN111869097B (en) * 2018-03-28 2023-11-28 新电元工业株式会社 Driving device, electric vehicle, and control method for driving device
CN111869096B (en) * 2018-03-28 2023-12-22 新电元工业株式会社 Driving device, electric vehicle, and control method for driving device
JP7323927B2 (en) 2019-11-08 2023-08-09 アピュアン株式会社 Molding sand removal device and molding sand removal method

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH10341594A (en) * 1997-06-10 1998-12-22 Hitachi Ltd Controller for electric vehicle
JP2003047273A (en) * 2001-05-21 2003-02-14 Asmo Co Ltd Motor controller
JP2009178019A (en) * 2007-12-28 2009-08-06 Denso Corp Motor control circuit, fan driver for vehicle, and motor control method

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3689327B2 (en) * 1999-12-24 2005-08-31 シャープ株式会社 Motor control device
JP2003324986A (en) * 2002-04-26 2003-11-14 Denso Corp Control method for three-phase brushless dc motor

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH10341594A (en) * 1997-06-10 1998-12-22 Hitachi Ltd Controller for electric vehicle
JP2003047273A (en) * 2001-05-21 2003-02-14 Asmo Co Ltd Motor controller
JP2009178019A (en) * 2007-12-28 2009-08-06 Denso Corp Motor control circuit, fan driver for vehicle, and motor control method

Also Published As

Publication number Publication date
WO2011083725A1 (en) 2011-07-14
TW201145801A (en) 2011-12-16
JP2011142721A (en) 2011-07-21
JP5506407B2 (en) 2014-05-28

Similar Documents

Publication Publication Date Title
TWI493862B (en) Device for controlling three-phase brushless motor
JP5649374B2 (en) Bicycle with auxiliary power unit
US8634979B2 (en) Drive device and drive control method for electric bicycle
US8004223B2 (en) Wheel driving apparatus and electric vehicle including the same
US9376164B2 (en) Electrically assisted vehicle
CN102916641B (en) Multi-phase rotary machine control appliance and use its electric boosting steering system
US8820459B2 (en) Assistive power control apparatus for motor-assisted bicycle
JP6565783B2 (en) Shift range control device
US8606462B2 (en) Electric power steering device
EP2631165A1 (en) Power-assisted bicycle
US6329782B1 (en) Method and apparatus for robust generation of an index pulse for an electric power steering system
JP5049042B2 (en) Electric assist bicycle
US20090167119A1 (en) Switched reluctance motor
JP2008259289A (en) Controller for electric motor
JP2009284726A (en) Motor for motor driven two-wheeler
JP2011207362A (en) Motor shaft supporting structure in assist unit
JP2011207361A (en) Magnetic pole sensor structure in assist unit
US20050078431A1 (en) Electric discharge controller, electric discharge control method and its program
KR101253474B1 (en) Multi motor
JP2004023932A (en) Motor controller
JP3243977B2 (en) Control method of brushless DC motor for electric vehicle
WO2014051011A1 (en) Electromagnetic rotating device, engine assembly, and engine vehicle
JP2002302088A (en) Drive unit for motor-assisted bicycle
JP2009284727A (en) Motor for motor driven two-wheeler
JP2009126427A (en) Battery-assisted bicycle

Legal Events

Date Code Title Description
MM4A Annulment or lapse of patent due to non-payment of fees