WO2006098516A1 - 電動パワーステアリング装置の制御方法及び装置 - Google Patents
電動パワーステアリング装置の制御方法及び装置 Download PDFInfo
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- WO2006098516A1 WO2006098516A1 PCT/JP2006/305887 JP2006305887W WO2006098516A1 WO 2006098516 A1 WO2006098516 A1 WO 2006098516A1 JP 2006305887 W JP2006305887 W JP 2006305887W WO 2006098516 A1 WO2006098516 A1 WO 2006098516A1
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- Prior art keywords
- command value
- current command
- motor
- control
- steering
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Classifications
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
- H02P21/02—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation specially adapted for optimising the efficiency at low load
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
- B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
- B62D5/046—Controlling the motor
- B62D5/0463—Controlling the motor calculating assisting torque from the motor based on driver input
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
- B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
- B62D5/046—Controlling the motor
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
- H02P21/0085—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation specially adapted for high speeds, e.g. above nominal speed
- H02P21/0089—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation specially adapted for high speeds, e.g. above nominal speed using field weakening
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
- H02P21/04—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation specially adapted for very low speeds
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
- H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
Definitions
- the present invention relates to a control method and apparatus for an electric power steering device using a permanent magnet type brushless DC motor, and particularly to a d-axis current that is as small as possible within a range that satisfies the required specifications in vector control d-axis field weakening control.
- a control method and apparatus for an electric power steering apparatus that reduces the torque ripple of the motor that causes abnormal steering wheel noise during rapid steering operation, etc. by limiting the current command value to set It is.
- Electric power steering devices that use a rotational force of a motor to assist the vehicle's steering wheel can be operated lightly.
- the driving force of the motor drive is biased to the steering shaft or the rack shaft by a transmission mechanism such as a gear or a belt via a speed reducer.
- Fig. 1 shows the general configuration of such an electric power steering system.
- Steering handle 3 0 1 shaft 3 0 2 is connected to reduction wheel 3 0 3, universal joint 3 0 4 a and 3 0 4 b, pinion rack mechanism 3 0 5 and steering wheel tie rod 3 0 6 Has been.
- the shaft 3 0 2 is provided with a torque sensor 3 0 7 for detecting the steering torque of the steering handle 3 0 1.
- a motor 3 0 8 for assisting the steering force of the steering handle 3 0 1 is provided as a reduction gear. It is connected to the shaft 3 0 2 through 3 0 3.
- the steering hand The steering torque transmitted from the driver 30 1 by the driver's steering wheel operation is detected by the torque sensor 30 07, and the motor 3 0 8 is driven and controlled by the current command value calculated based on the torque signal and the vehicle speed.
- This drive is an assisting force for the driver's handle operation, and the driver can operate the handle with a light force.
- the quality of the steering wheel steering feels good or bad. The performance of the electric power steering system is greatly affected.
- the normal operating range of the motor can be defined by the torque-speed characteristic (Tn characteristic) derived from the motor output equation. Therefore, the equation for the output of a motor for a three-phase brushless DC motor (B L DC motor) can be expressed as equation (1).
- V EMF + R ⁇ i + L ⁇ di / dt
- Equation 1 v is the motor phase voltage
- i the motor phase current
- EMF the phase back EMF
- R the resistance value per phase of the motor
- L the inductance value per phase.
- Vbat EMF LL + 2RI
- Equation 2 is the back electromotive force measured between the two phases
- I is the motor current.
- Ke is the back electromotive force constant and ⁇ is the angular velocity (rotational speed).
- Equation 6 above represents the linear torque-speed characteristic (T-n characteristic).
- Equation 7 the actual torque-speed characteristics (T — n characteristics) of a brushless DC motor are slightly different from Equation 6 and can be expressed as Equation 7 below.
- n no- (no-n rated ) T / T rated
- Equation 6 shows the expressions of Equations 6 and 7.
- point A is a point indicating the rating
- point B is a point indicating no load.
- the broken line indicated by Equation 6 is an ideal straight line, whereas the actual characteristics (solid line) indicated by Equation 7 are slightly different from the ideal straight line. This is due to the influence of the inductance value L of Moyu. The larger the current, the farther the actual characteristics are from the ideal straight line.
- the meaning of the Tn characteristic in Fig. 2 indicates the limit of the motor.
- the motor can operate from the stop state to the maximum angular velocity without exceeding the thermal and electrical limits, and can output the maximum torque.
- characteristic 1 represents the TN characteristic of a low output motor
- characteristic 3 represents a motor characteristic of a large output.
- characteristic 2 represents the motor load characteristic of the electric power steering device
- the large output motor represented by characteristic 3 can be used, the load characteristic of characteristic 2 can be covered in all areas.
- the cost and the external shape of the device become large. Therefore, if the load characteristic of characteristic 2 is to be covered in a mode where the output of characteristic 1 is small, it cannot be covered in the high-speed rotation range. Therefore, as a method to cover the load characteristics of characteristic 2 in the case of characteristic 1, the T-n characteristic of the motor of characteristic 1 is changed to T 1 n of characteristic 4 by using field weakening control in the motor vector control.
- a method of changing to characteristics can be considered. It has been well known to control the mode of an electric power steering device by vector control that also takes into account field-weakening control. For example, JP
- the motor of the electric power steering apparatus is controlled using vector control.
- FIG. 4 shows a basic configuration of a control device for an electric power steering device using vector control disclosed in Japanese Patent Laid-Open No. 2001-18822.
- the command current determination means 3 2 4 calculates the current command values idref and iqref for the d and Q axes.
- the motor currents ia, ib and ic of the motor 3 0 8 are detected by the current detection means 3 4 1, 3 4 2, and the detected currents ia, ib and ic are the three-phase Z two-phase conversion means. 3 4 3 d-Q Converted to 2-axis current id, i Q.
- the subtractor 3 2 5 and 3 2 6 calculate the deviation current between the d-axis and Q-axis current command values idref and iqref and the fed back currents i d and i q.
- the deviation current is input to the PI control means 3 28, and the voltage command values V d and V Q are calculated so that the deviation current is zero.
- the motor 3 0 8 is a three-phase motor, and the voltage command values v d and V Q are converted into three-phase voltage command values V a, V b and v c by the two-phase / three-phase conversion means 3 3 6.
- Control means 3 3 7 generates a gate signal that is PWM controlled based on the three-phase voltage command values v a, v b, and ⁇ c.
- the chamber 3 3 8 is driven by the gate signal generated by the PWM control means 3 3 7, and the motor 3 0 8 is supplied with such a current that the deviation current becomes zero.
- the resolver 3 1 6 detects the angle (rotation position) ⁇ of the motion 3 0 8, calculates the angular velocity (rotation speed) ⁇ from the angle ⁇ by the angular velocity conversion means 3 4 8, and uses it for vector control. Is done.
- field-weakening control is used in the high-speed rotation region of the motor.
- Equation 9 shows the case where field weakening control is executed (ld ⁇ 0).
- FIG. 5 is a control block diagram disclosed in Japanese Patent Laid-Open No. 8-142886.
- Current command calculator 2 0 1 8 computed motor evening of the current command value S, the calculated motor Isseki driving signal S M based on the, when located between the upper limit value S MAX and the lower limit value one S MAX is According to the calculated motor drive signal S M , the motor is controlled by PWM.
- the motor evening current command value S the calculated motor evening driving signal S M based on is equal to or less than the upper limit value S MAX above or the lower limit one S MAX, the motor Yuka Doshingo S M, the upper limit The value S MAX or the lower limit value — replaced by S MAX , so that the output value is limited by the limiter 2 1 1 0.
- the PWM duty is forcibly limited, so that saturation of the PWM duty can be prevented.
- the output value to the PWM circuit 2 0 2 9 is limited by the limiter 2 1 1 0, so that the discomfort of the steering wheel operation for the driver is removed. It is not possible.
- the present invention has been made under the circumstances as described above, and the object of the present invention is to set a d-axis current as small as possible within the range that satisfies the required specifications during the d-axis field weakening control of vector control.
- the current command value By limiting the current command value, the torque ripple in the high-speed region of the motor can be suppressed even during rapid turning of the steering wheel. As a result, the steering wheel does not vibrate and the steering wheel is operated.
- Another object of the present invention is to calculate a d-axis current in a field-weakening control region in order to limit the reference current that minimizes torque ripple in motor drive, and to expand the operating range of the motor. It is an object of the present invention to provide a control method and apparatus for an electric power steering apparatus in which torque ripple is always small and there is no sense of incongruity in steering operation by calculating based on the concept of maximum function. Disclosure of the invention
- the motor is controlled by the vector control, and the motor is driven by the current command value calculated based on the steering torque and the like, and the steering assist force is applied to the steering system of the vehicle.
- the above-mentioned object of the present invention is to limit the current command value based on desired output characteristics and angular velocity during field-weakening control and non-field-weakening control of the vector control. Is achieved.
- the above object of the present invention is more effectively achieved by holding a calculation value related to the limitation of the current command value in a look-up table or the like, or by using a battery voltage for limiting the current command value. Is achieved.
- the present invention converts a current command value calculated on the basis of steering torque and vehicle speed into a torque component current (Q-axis current) and an excitation component current (d-axis current) to control the motor current.
- the present invention relates to a control method of an electric power steering apparatus configured to drive a motor by control and apply a steering assist force to a steering system of a vehicle.
- the object of the present invention is to provide field weakening control of the vector control.
- the calculation of the d-axis current command value in the region is performed based on the rated output characteristics and angular velocity of the motor to limit the current command value, and the change in the d-axis current command value and the battery voltage is obtained, This is achieved by correcting the angular velocity with the change.
- the present invention also provides a steering assist current command value calculation unit that calculates a steering assist current command value based on a steering torque and the like, and a drive control unit that drives and controls the motor by vector control of the steering assist current command value.
- the above-mentioned object of the present invention is to provide the rated output characteristic of the motor and the motor, and to provide a steering assist force to the steering system of the vehicle by the motor. Based on the current command value and the angular velocity of the motor. Therefore, a current command value calculation unit for limiting the steering assist current command value is provided, and the current command value calculation unit determines the current command value limit value and the current command value calculation unit during field weakening control and non-weakening field control of the vector control. This is achieved by outputting the d-axis current command value.
- the object of the present invention is to provide the current command value calculation unit with a first look-up table that outputs a first limit value based on the angular velocity, and a second look-up table that outputs a base limit value based on the angular velocity.
- a second comparison unit that outputs, a third look-up table that inputs the angular velocity and a limit value and outputs the d-axis current command value, a switch unit that switches and outputs the limit value and the base limit value, and This is achieved more effectively by comprising a detection switching unit that detects the angular velocity and switches the switch.
- the present invention relates to a steering auxiliary current command value calculation unit that calculates a steering auxiliary current command value based on steering torque and the like, and a drive control unit that drives and controls a motor by vector control of the steering auxiliary current command value
- the above-mentioned object of the present invention is to provide a rated output of the motor, wherein the motor power steering device is configured to apply a steering assist force to a steering system of the vehicle by the motor.
- a current command value calculation unit that limits the steering assist current command value based on characteristics, the current command value, the angular speed of the motor, and the battery voltage; a d-axis current command value and the current command value calculation unit;
- the battery voltage change adapting unit for calculating the change in angular velocity by inputting the battery voltage, and the added value obtained by adding the angular velocity of the motor and the change in angular velocity are input.
- Serial and an addition unit that inputs the current command value calculating section is provided, on the base click when Torr weakening control of the field control and non-weakening during field control, the current command The value calculation unit is achieved by outputting the current command value limit value and the d-axis current command value.
- the object of the present invention is to provide the current command value calculation unit with a first look-up table that outputs a first limit value based on the added value, and a second that outputs a base limit value based on the added value.
- a second comparison unit that outputs a value
- a third look-up table that inputs the addition value and the limit value and outputs the d-axis current command value, and a switch unit that switches and outputs the limit value and the base limit value
- a detection switching unit that detects the magnitude of the added value and switches the switch, or the battery voltage change adaptation unit includes a limit value for the d-axis current command value and the current command value. Enter Or a multiplier that multiplies the battery voltage and the adaptive calculation value, and outputs a change in angular velocity from the multiplier.
- FIG. 1 is a configuration diagram of a general electric power steering apparatus.
- FIG. 1 shows the T_ ⁇ characteristics of Moyu.
- FIG. 3 is a diagram showing the motor characteristics and the motor load characteristics superimposed.
- FIG. 4 is a block diagram showing a configuration example of a conventional vector control apparatus.
- FIG. 5 is a block diagram showing an example of the configuration of a conventional control device using current limit values.
- FIG. 6 is a diagram for explaining the principle of the present invention.
- FIG. 7 is a block diagram showing a configuration example of pseudo vector control to which the present invention can be applied.
- FIG. 8 is a block diagram showing a configuration example of a current command value calculation unit.
- FIG. 9 is a diagram showing a characteristic example (3 regions) of the d-axis current command value, the current command value, and the motor rotation speed.
- FIG. 10 is a diagram showing a characteristic example (4 regions) of the d-axis current command value, the current command value, and the motor rotation speed.
- FIG. 11 is a flowchart showing an operation example of the present invention.
- Fig. 12 is a waveform diagram showing the relationship between the fundamental wave, the third harmonic, and the voltage actually applied to the motor.
- Fig. 13 is a graph showing the characteristics of the MO and the desirable field-weakening control characteristics.
- FIG. 14 is a block diagram showing another embodiment of the present invention.
- FIG. 15 is a flowchart showing another operation example of the present invention. BEST MODE FOR CARRYING OUT THE INVENTION
- the basic idea of the present invention is different from the current limiter disclosed in JP-A-8-142886, that is, it does not impose a limit on the current command value calculated based on the steering assist current command value.
- a limitation is imposed on the steering assist current command value in advance, and a calculation for driving the motor is performed based on the limited current command value.
- the motor's rated output characteristics and angular velocity (rotational speed) ⁇ , as well as the battery voltage Vdc (DC link voltage) are used.
- characteristic 2 rated output characteristic
- characteristic 4 maximum output
- the current command value to the motor is suppressed based on the force characteristics. And if the current command value is limited with the maximum output characteristic of characteristic 4, the current limit value becomes the maximum, and the electric power steering device can follow the steering wheel operation most faithfully.
- the rated output P n of Moyu can be calculated as shown in Equation 11 as the display value of Moyu.
- the maximum output Pmax of Moyu means the maximum output that can always be operated, and is a characteristic given by the manufacturer of Moyu.
- the maximum output Pmax and the rated output Pn have the following relationship:
- Number 1 2 means that the maximum output Pmax of the motor is different from the rated operating point of the motor, which also depends on the circuit configuration of the motor drive It is a matter. In the motor of the electric power steering device, the maximum output Pmax is generated in the region where the rotational speed is higher than the rated angular velocity ⁇ n .
- Figure 6 shows the characteristics 2 of the rated output P n and the characteristics 4 of the maximum output Pmax on the same drawing. From Fig. 6, the characteristic 4 indicating the maximum output P max is shifted by the n-offset (denoted as “n. S ”) in the direction of the rotational speed axis (vertical axis). A relationship I understand.
- Offset n when displayed at an angular velocity ⁇ (ra dZ s) corresponding to the rotation speed n (r pm) display.
- s can be displayed as angular velocity " ⁇ . s ".
- angular velocity ⁇ . s is the offset n with respect to the rotation axis direction. Shifted by s .
- the maximum output angular velocity is defined as ( ⁇ ⁇ + ⁇ . 3 ), and this relationship is expressed by the following equation (13).
- the present invention is basically based on the maximum output Pmax which is the rated output characteristic. In other words, the condition is that the output must never exceed the maximum output Pmax in the steady state. This can be expressed in the following formula:
- Equation 16 Tlim ⁇ ⁇ ⁇ ( ⁇ ⁇ + ⁇ . 3 ) / ⁇ m
- Ireflim of the current command value is determined from Equation 16 and can be expressed as Equation 17.
- the number 17 means that the maximum output characteristics that are the rated output characteristics of the
- the current command value limit value Ireflim is obtained from the rotation speed (angular velocity o m ) of the motor, and the motor drive current is limited based on the obtained current command value limit value Ireflim.
- Equation 1 8 the following Equation 1 8 is obtained.
- the current command value is calculated separately into two axis components, d-axis (excitation component) and Q-axis (torque component).
- the feedback current is also decomposed from three phases to d-axis and Q-axis components to execute PI control.
- two-phase to three-phase conversion is performed to control the three-phase mode. ing.
- PVC control uses the d-axis and Q-axis components to calculate the 3-phase current reference value.
- a current command value calculation unit calculates a steering assist current command value Iref based on the steering torque T, vehicle speed, etc., and the steering assist current command value Iref is a vector control phase command value calculation unit 1
- a conversion unit 1 0 6 in 0 0, a Q-axis current reference value calculation unit 1 0 3, and a d-axis current reference value calculation unit 1 0 5 are input.
- a torque command value Tref K t -Iref
- the resolver 2 0 9 detects the angle e 2 0 8 and the differential circuit 2 4 receives the angle 0 e and calculates the angular velocity ⁇ ⁇ .
- Steering assist current command value Iref, angle 0 e and angular velocity ⁇ e are input to vector control phase command value calculation unit 1 0 0, and each phase current reference value lavref, Ibvref and Icvref are calculated, and the current reference values lavref, Ibvref, and Icvref are input to the ⁇ I control unit 2 1 through the subtraction units 2 0 — 1, 2 0-2, 2 0 — 3 respectively.
- the d-axis current reference value Idref shown in the following equation 19 is calculated in the d-axis current reference value calculation unit 105.
- the base angular velocity ⁇ b is obtained by converting the steering assist current command value I ref by the conversion unit 106.
- Idref -
- the motor Isseki than the angular velocity omega m Gabe Ichisu angular velocity omega b when it becomes high-speed it appears as d-axis current reference value Idref value. that is, when it becomes faster than the angular velocity c m Gabe Ichisu angular velocity o b of the motor, field weakening control is executed.
- the conversion unit 1 0 1 receives the angle 0 e and the angular velocity co e as inputs.
- the back-electromotive voltages ea, eb, and ec of each phase of 8 are calculated, and the back-electromotive voltages ed and eq of the d-axis and Q-axis are calculated by the 3-phase / 2-phase converter 1 0 2 respectively.
- the q-axis current reference value calculation unit 103 receives the d-axis and Q-axis back electromotive voltages ed and e cj, the angular velocity o e , the d-axis current reference value Idref, and the steering assist current command value Iref. Calculate the q-axis current reference value Iqref according to the following formula (20).
- Two-phase Z Three-phase converter 1 0 4 inputs the d-axis current reference value Idref and q-axis current reference value Iqref, and calculates the three-phase current reference values Iavref, Ibvref, and Icvref.
- each phase current la, I b, I c of the module 20 8 is detected by the current detection circuit 3 2-1, 3 2-2, 3 2 — 3 and the subtractor 2 0— 1, 2 0 -Calculate the deviation currents from the three-phase current reference values Iavref, Ibvref, and Icvref at 2 and 2 0 to 3, respectively, and input the deviation currents to the PI controller 21.
- the PI controller 21 calculates the voltage command values V a, V b, and V c so that the deviation current is zero, and executes feedback control. With the voltage command values V a, V b, and V c as inputs, the PWM control unit 31 calculates the P WM gate signal to the inverter 31, and the inverter 31 is PWM controlled by its gate signal. Therefore, the inverter 31 is controlled so that the deviations between the phase currents Ia, Ib, Ic and the current reference values Iavref, Ibvref, Icvref are 0 respectively.
- the above is the description of the PVC control.
- the steering assist current command value Iref needs to be limited by the variable limit value Ireflim expressed by Equation 18 above the angular velocity at which the angular velocity ⁇ e of the motor is increased and the field weakening control is executed. Comes out.
- field-weakening control is used beyond the limits of the performance, there is a problem that noise increases due to torque ripples.
- Vmax, Imax the current command value limit in the high-speed area
- Iref negative d-axis current command value
- Vmax, Imax the required torque torque-speed (T-n) characteristics from the performance specifications requested by the customer, and input the steering assist current command value Iref, motor angular speed ⁇ e, and battery voltage V dc.
- Vmax, Imax is used to calculate the d-axis current command value Id for field-weakening control.
- Each of the above calculations is executed by a look-up table designed in advance to speed up the operation of the microcomputer, etc., and the change in the battery voltage Vdc calculates the current due to the change in the motor speed and the voltage change. Can be applied. These change signals are also calculated using an additional lookup table.
- the configuration of the current command value calculation unit according to the present invention is as shown in FIG. 8, and the steering assist current command value Iref is input to the comparison units 13 and 14 to estimate or detect the angular velocity.
- ⁇ e is input to the look-up tables 1 1 and 1 2 and also to the look-up table 1 5, and further detects whether the angular velocity ⁇ e is equal to or higher than the base angular velocity c b , and contacts c of switch 1 6 Input to detection switching unit 1 7 for switching between 1 and c 2.
- Look-up table 1 Limit value Ireflim of current command value calculated in 1 is input to comparator 13 and current command value limit value Ireflim-base calculated in lookup table 1 2 is the comparator 1 4 Is input. In this example, the battery voltage Vdc is not required.
- the limit value Irefjim of the current command value output from the comparison unit 1 3 is the contact of the switch 16 .
- the base limit value Iref_base of the current command value output from the comparison unit 14 is given to the switch 16 and the contact of the switch 16 Given to C 1.
- phase voltage v an for the a phase is as follows: i a is the phase current, R'a is the phase resistance, and La is the phase inductance. , E a is the phase counter-electromotive force, and is expressed by the following formula 21.
- the number 2 1 is usually as the following number 2 2 It is expressed in
- V i ⁇ R + L ⁇ diZdt + e
- Equation 26 The d-axis current i d and the Q-axis current i q change in a direct current with respect to the sine wave motor, and their derivatives are zero. Therefore, the equations 2 3 and 2 4 are the following equations 2 5 and It is expressed in the steady state as shown in Equation 26.
- V d i d ⁇ R— ⁇ e ⁇ L d ⁇ i q
- the Q-axis current i ⁇ in square wave mode is not DC, and its change and derivative are ⁇ i q ⁇ 0 and di q Zdt ⁇ 0 should be taken into account. Therefore, it can be defined as the following number 27. (Number 2 7)
- Iref is a current command value
- V d i d ⁇ R- ⁇ e ⁇ Ld (Iref + ⁇ i g )
- Lq ⁇ di g / dt (Iref + ⁇ i q ) ⁇ R + Lq ⁇ di q / dt + ⁇ e ⁇ Lq ⁇ i d + ⁇ e ⁇ ⁇
- the derivative Lq ⁇ di g / dt in number 29 is a function of speed and current. However, if the maximum current constant is maintained, the peak of LQ ⁇ di q / dt can be replaced with the speed function of the following formula 30.
- k is a coefficient representing a linear relationship between the differential of the Q-axis current i q and the angular velocity ⁇ e . Therefore, the following numbers 3 1 and 3 2 hold.
- control can be realized by the PVC method described above (see Fig. 7). Since the current and other variables are not sinusoidal, the dq equation cannot be used to analyze the square wave mode. However, by introducing other changes ⁇ i q and coefficient k, analysis on the d — Q axis becomes possible.
- the back electromotive force voltage waveform and current waveform of the sine wave module are sine waves, and the three-phase Z d—
- both the d-axis component (excitation component) and Q-axis component (torque component) become DC values (constant values).
- the back electromotive voltage waveform and the current waveform are pseudo-rectangular waves, and in addition to the sine wave of the primary component, 3, 5, 7,.
- Three-phase When converted to the Q axis, neither the d-axis component nor the Q-axis component becomes a DC value (constant value), but a function of the electrical angle. Specifically, the 5th and 7th order components in the 3 phase appear as 6th order components on the d_Q axis.
- the 1st and 1 3rd order components in the 3 phase are 1 on the dq axis. Appears as a second-order component and disappears because the 3, 9,..., second-order components are zero-phase. Since the calculation to calculate the limit value is complicated if it is a function of the electrical angle, it is necessary to simplify it and the purpose is to obtain the limit value, so here we deal with the maximum value of the oscillating component.
- the change ⁇ i q and the coefficient k are parameters that represent the maximum value depending on the electrical angle. By introducing these parameters that are not a function of the electrical angle, a rectangular wave motor can also use a sine wave mode.
- the limit value can be calculated in the same way as.
- the current command value in the current command value calculating unit limits Ireflim and d-axis current command value I d Explain the calculation.
- the voltage and current limiting conditions are as follows.
- V dc is the battery voltage measured at the input of the controller
- k s is a safety factor indicating the mo- ration technique and modulation technique.
- Equation 3 8 Equation 3 8
- Vmax 2 (i d ⁇ R- ⁇ e - L ⁇ I re - ⁇ e - L - Ai q) 2
- the d-axis current command value I d is derived from Equation 38 as follows.
- a 1 and B 1 are the following number 40 and number 41, respectively.
- Equation 4 2 Equation 4 2 below.
- the current command value Iref is a function of speed only and is expressed as the following number 44.
- Iref Ireflim
- id Idmax
- Iref Iref
- Id Id
- Figure 9 shows examples of characteristics (3 areas) of d-axis current command value Id, current command value Iref, and motor rotation speed. 1 and the characteristic B data is stored in the look-up table 1 2. The characteristic C data is stored in the lookup table 15. Similarly, Fig. 10 shows an example of the characteristics of the d-axis current command value I d and current command value I ref and the motor rotation speed characteristics (4 areas). Stored in table 11 1, characteristic B data stored in look-up table 12 2, and characteristic C data stored in look-up table 15.
- the steering assist current command value calculation unit calculates the steering assist current command value Iref based on the steering torque and the vehicle speed (step S 1), and inputs the angular speed o e of the motor 5 (step S 2). This order is arbitrary.
- the lookup table 11 calculates the current command value limit value Ireflim based on the characteristic B in FIG. 9 or FIG. 10 (step S 3), and the lookup table Table 1 2 calculates the current command value base limit value Ireflim_base based on the characteristic A in Fig. 9 or Fig. 10 (step S4).
- the base limit value Ireflim_base of the current command value is input to the comparison unit 14.
- the order of calculating the current command value limit value Ireflim and the current command value base limit value Ireflim-base is arbitrary.
- the lookup table 15 calculates the d-axis current command value I d based on the characteristic C shown in FIG. 9 or FIG. 10 based on the angular velocity ⁇ e and the current command value limit value Iref—lim ( Step S7).
- step S 1 1 If the angular velocity c e is equal to or greater than the base angular velocity c b , switch the switch 16 switch to c 2 (step S 1 1), and use the current command value limit value Irefjim from the comparison unit 1 3 as it is. Is output as the limit value Iref_lim (step S 1 3).
- the third harmonic is added to the voltage, that is, the third harmonic is added to the duty.
- the duty is partially reduced and the system is less likely to saturate. This is equivalent to a 15% increase in battery voltage Vdc.
- the peak of the fundamental wave (dashed line) is crushed by the 3rd harmonic (dashed line), so that the voltage actually applied to the motor (solid line) is reduced.
- the fundamental wave (dashed line) exceeds the battery voltage Vdc.
- the third harmonic is superimposed, it appears that the peak is lowered and the duty is less likely to be saturated, and the battery voltage Vdc is increased. Theoretically, the battery voltage Vdc seems to have increased by about 16, but in practice it is set to 15%. Therefore, the following number 4 6 holds.
- Equation 37 Vdc / 2X k XI.15
- the current constant is expressed by Equation 37 above.
- the general formulas for calculating the current command value limit value Ireflim and the d-axis current command value Id are based on the voltages and currents of Equations 3 6 and 37 forced as described above. In other words, not only the current characteristics but also the maximum current Imax and maximum voltage Vmax cannot be exceeded. Then, substituting Equations 2 5 and 2 6 into Equation 3 6 gives Equation 4 7 below.
- the specification requested by the manufacturer (customer) is known.
- the rotation speed and torque that should be output are described mainly in the specifications required by the manufacturer (customer), but these are conditions that are known in advance.
- the value Iref_lim can be pre-calculated and stored as a look-up table. Since this result only needs to be used during the assist operation, no complicated calculation is required.
- the cases 1 to 3 will be described.
- the maximum value solution means that the d-axis current command value I d always takes the maximum value when the angular velocity ⁇ of the motor is greater than or equal to the base speed line c b . This is because the maximum current condition is used when calculating the d-axis current command value I d.
- Equation 5 4 Solving Equations 5 0 and 5 1 gives Equation 5 4 below.
- the number 5 4 above is the limit value of the current command value Iref in the case where the maximum value of the d-axis current command value I d is used. From the number 50, the d-axis maximum current Idmax is the following number 55. .
- the d-axis current command value I d always takes the maximum value when the motor angular speed ⁇ is greater than the base angular speed 0 b , and the motor current always takes the maximum value as described above.
- the maximum current of the d-axis current command value I d means that there is an extra loss in the motor, and a larger undesirable noise is generated based on the d-axis current command value I d.
- Such a large d-axis current command value I d is not necessary in various cases, and the specifications required by the customer are known.
- Case 2 is a conventional technology, and the d-axis current command value I d is determined so as not to exceed the maximum current of Equation 37. If the d-axis current is large, there are harmful effects such as efficiency drop, vibration, and noise. Weak field control is required to produce output However, it is not necessary to set the maximum d-axis current command value I d so that the duty is not saturated. It is desirable that the d-axis current command value I d be the minimum to produce the required output, and the required output as an electric power steering system is a design requirement and known, usually from an automobile manufacturer (customer) Determined by the request.
- the point C in Fig. 13 is a required output that cannot be output unless field weakening control is executed.
- the limit value of the d-axis current command value I d is determined so that the output at point C can be output. No further output is required, so there is no need to output.
- the d-axis current limit value obtained in this way is the optimum value.
- the desired field weakening control line is defined as line CD.
- point A is the rated point
- point B is the no-load point
- point C is the specification point (performance requested by the customer)
- point D is the starting point of field-weakening control (this point can be selected.
- line AB is the non-weak field control line (IrefO_lim)
- line CD is the field weakening control line.
- Equation 4 7 is solved for the d-axis current command value I d
- Equation 5 6 is obtained as an accurate solution.
- the solution number 5 6 is based on the maximum voltage condition number 4 7.
- the d-axis current command value I d in Equation 5 6 is further limited as in the following Equation 5 7 using the limited current condition.
- the variation ⁇ Vdc of the battery voltage Vdc is a change in the angular velocity omega e. That is, the d-axis current limit value can be a function of only the angular velocity ⁇ e . If the function is a function of two variables, battery voltage Vdc and angular velocity ⁇ , the capacity of the look-up table with sufficient accuracy is large, and R0 ⁇ capacity is wasted. In addition, if multiple maps are supplemented as in the case of an assist map, the computation time is increased. Therefore, in the present invention, it is proposed that the change in the battery voltage Vdc is expressed as a change in the angular velocity ⁇ , and the d-axis current limit value is a function of only the angular velocity ⁇ .
- Equation 25 changes to V—V + ⁇ and the angular velocity 0) of Equation 26 changes from 0 to 0 + ⁇
- Equations 5 8 and 5 9 are obtained.
- ⁇ ⁇ ⁇ ⁇ ⁇ ⁇ ⁇ L q ⁇ ⁇ ⁇ + ⁇ ⁇ , ⁇ ⁇ ⁇ ⁇ Number 60 and Number 61 are the relational expressions for the change in voltage ⁇ and angular velocity ⁇ ⁇ . There is no need for a d-axis current limit approximation formula or a complementary calculation of the function of only the angular speed ⁇ and the relational expression (look-up table) for the change in voltage ⁇ and angular speed ⁇ .
- Equation 6 5 means that the change in ⁇ is calculated by the lookup table and multiplied by ⁇ .
- the battery voltage change adaptation unit 6 0 includes a setting unit 6 2 for outputting the parameter Vdcn, a subtraction unit 6 3 for the battery voltage Vdc and the parameter Vdcn, and a d-axis current command value I d and a current command value calculation unit.
- the steering assist current command value calculation unit calculates the steering assist current command value Iref based on the steering torque and the vehicle speed (step S 2 0), and calculates the angular velocity co e of the motor 5 from the angular velocity from the battery voltage change adaptation unit 60.
- the amount of change A o e is input to calculate the amount of change ( ⁇ ⁇ + ⁇ ⁇ ⁇ ) (step S 2 1). This order is arbitrary.
- the lookup table 11 calculates the limit value Ireflim of the current command value (step S 2 2), and the lookup table 1 2
- the base limit value Iref of the command value is calculated as base 1 (step S 2 3).
- the limit value Ireflim of the current command value is input to the comparator 1 3 and the base limit value Iref-base of the current command value is the comparator 1 Input to 4.
- step S 3 2 If the amount of change ( e + A i e ) is smaller than the base angular velocity ⁇ b , switch the contact of switch 16 to c 2 (step S 3 2), and limit the current command value from comparator 13
- the value Ireflim_lim is output as it is as the current command value limit value Iref_lim (step S 33).
- the d-axis current command value I d and the current command value limit value Iref-lim are input from the current command value calculation unit 10 to the look-up table 61 (step S 3 6).
- the lookup table 61 calculates a calculation value for adaptation based on the d-axis current command value I d and the limit value Iref_lim of the current command value (step S 37), and inputs the calibration calculation value to the multiplication unit 64.
- Multiplying portion 6 4 is input to the addition section 1 8 calculates an angular velocity variation delta omega epsilon based on compliance calculated value and the differential voltage delta V (stearyl-up S 3 8).
- the present invention it is possible to reduce the operation noise and torque ripple in the high speed region by reducing the current error due to the excessive reference current, and it is possible to reduce the duty by calculating the limit value of the accurate current command value. Can be prevented. As a result, the generation of torque ripple due to the distortion of the motor current waveform can be suppressed, so there is no abnormal noise from the motor even if the steering wheel is turned quickly, and the electric power steering device does not feel strange to the steering wheel. Can be provided.
- the minimum current corresponding to the required load speed can be obtained, and excessive d-axis current command value I This eliminates the noise of steering based on d and contributes to energy saving.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Power Engineering (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
- Power Steering Mechanism (AREA)
- Control Of Ac Motors In General (AREA)
- Control Of Motors That Do Not Use Commutators (AREA)
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
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US11/908,887 US8285451B2 (en) | 2005-03-17 | 2006-03-17 | Method and apparatus for controlling electric power steering system |
EP06729835.6A EP1860766B1 (en) | 2005-03-17 | 2006-03-17 | Electric power steering device control method and apparatus |
JP2007508261A JP5024040B2 (ja) | 2005-03-17 | 2006-03-17 | 電動パワーステアリング装置の制御方法及び装置 |
Applications Claiming Priority (2)
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JP2005076537 | 2005-03-17 | ||
JP2005-076537 | 2005-03-17 |
Publications (1)
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WO2006098516A1 true WO2006098516A1 (ja) | 2006-09-21 |
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PCT/JP2006/305887 WO2006098516A1 (ja) | 2005-03-17 | 2006-03-17 | 電動パワーステアリング装置の制御方法及び装置 |
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US (1) | US8285451B2 (ja) |
EP (1) | EP1860766B1 (ja) |
JP (1) | JP5024040B2 (ja) |
KR (1) | KR20070116629A (ja) |
WO (1) | WO2006098516A1 (ja) |
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EP1892174A1 (en) * | 2006-08-25 | 2008-02-27 | NSK Ltd. | Electric power steering device |
JP2008049910A (ja) * | 2006-08-25 | 2008-03-06 | Nsk Ltd | 電動パワーステアリング装置 |
JP2008260340A (ja) * | 2007-04-10 | 2008-10-30 | Mitsubishi Electric Corp | 電動式パワーステアリング制御装置 |
JP2009065773A (ja) * | 2007-09-06 | 2009-03-26 | Nsk Ltd | モータ駆動制御装置 |
JP2010241165A (ja) * | 2009-04-01 | 2010-10-28 | Toyota Motor Corp | 電動パワーステアリング装置 |
JP2013085407A (ja) * | 2011-10-12 | 2013-05-09 | Mitsuba Corp | ブラシレスモータ制御方法及びブラシレスモータ制御装置並びにブラシレスモータ並びに電動パワーステアリング装置 |
US11312409B2 (en) | 2019-11-22 | 2022-04-26 | Jtekt Corporation | Steering control device |
CN114337438A (zh) * | 2020-09-24 | 2022-04-12 | 通用汽车环球科技运作有限责任公司 | 旋转电机的瞬态操作的开环控制 |
CN114337438B (zh) * | 2020-09-24 | 2024-06-11 | 通用汽车环球科技运作有限责任公司 | 用于控制电机的瞬态操作的方法和电动电力系*** |
Also Published As
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US8285451B2 (en) | 2012-10-09 |
US20090234538A1 (en) | 2009-09-17 |
KR20070116629A (ko) | 2007-12-10 |
JP5024040B2 (ja) | 2012-09-12 |
EP1860766A1 (en) | 2007-11-28 |
EP1860766A4 (en) | 2011-06-15 |
JPWO2006098516A1 (ja) | 2008-08-28 |
EP1860766B1 (en) | 2015-10-28 |
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