WO2009104791A1 - Motor drive for car brake - Google Patents
Motor drive for car brake Download PDFInfo
- Publication number
- WO2009104791A1 WO2009104791A1 PCT/JP2009/053190 JP2009053190W WO2009104791A1 WO 2009104791 A1 WO2009104791 A1 WO 2009104791A1 JP 2009053190 W JP2009053190 W JP 2009053190W WO 2009104791 A1 WO2009104791 A1 WO 2009104791A1
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- WO
- WIPO (PCT)
- Prior art keywords
- phase
- rotor
- coil
- motor
- temperature
- Prior art date
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
- B60T13/741—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on an ultimate actuator
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D65/00—Parts or details
- F16D65/14—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position
- F16D65/16—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake
- F16D65/18—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake adapted for drawing members together, e.g. for disc brakes
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D65/00—Parts or details
- F16D65/38—Slack adjusters
- F16D65/40—Slack adjusters mechanical
- F16D65/52—Slack adjusters mechanical self-acting in one direction for adjusting excessive play
- F16D65/56—Slack adjusters mechanical self-acting in one direction for adjusting excessive play with screw-thread and nut
- F16D65/567—Slack adjusters mechanical self-acting in one direction for adjusting excessive play with screw-thread and nut for mounting on a disc brake
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D66/00—Arrangements for monitoring working conditions, e.g. wear, temperature
- F16D2066/001—Temperature
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2121/00—Type of actuator operation force
- F16D2121/18—Electric or magnetic
- F16D2121/24—Electric or magnetic using motors
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2125/00—Components of actuators
- F16D2125/18—Mechanical mechanisms
- F16D2125/20—Mechanical mechanisms converting rotation to linear movement or vice versa
- F16D2125/34—Mechanical mechanisms converting rotation to linear movement or vice versa acting in the direction of the axis of rotation
- F16D2125/36—Helical cams, Ball-rotating ramps
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2125/00—Components of actuators
- F16D2125/18—Mechanical mechanisms
- F16D2125/44—Mechanical mechanisms transmitting rotation
- F16D2125/46—Rotating members in mutual engagement
- F16D2125/50—Rotating members in mutual engagement with parallel non-stationary axes, e.g. planetary gearing
Definitions
- the present invention relates to a motor drive device for an automobile brake used in a vehicle brake system or the like.
- the electric booster includes an input member that moves forward and backward by an operation of a brake pedal, an assist member that is arranged to be movable relative to the input member, and an electric motor that is driven by a motor drive device to move the assist member forward and backward. And an urging means for urging the input member toward a neutral position of relative displacement with respect to the assist member, and the assist by the electric motor according to the movement of the input member by the brake pedal The member is moved to generate a brake fluid pressure in the master cylinder.
- a three-phase motor having a three-phase coil (U, V, W phase coil) that receives supply of a three-phase alternating current (for example, U, V, W phase current) corresponding to each phase is used. It is desirable.
- the coil (three-phase coil) may be energized for a long time with the rotor of the electric motor (three-phase motor) being stationary (rotation of the rotor stopped).
- the three-phase alternating currents (U, V, and W phase currents) are often different in phase, so that the magnitudes (absolute values) of the energization currents flowing through the respective coils are different (indicating current bias).
- one of the three-phase coils for example, the U-phase coil
- the current flowing through the other phase coils (V, W phase coils) may be small and the temperature rise may be low.
- the present invention has been made in view of the above circumstances, and an object of the present invention is to provide a motor drive device for an automobile brake that can suppress damage due to a temperature rise of a three-phase motor or its control system components.
- the present invention is supplied to the three-phase coil when the rotation of the rotor is continued until a predetermined condition is satisfied after the rotation of the rotor is stopped while the three-phase coil of the three-phase motor is energized.
- the effective current applied to the three-phase coil is changed so that the absolute value of the current value of the coil of the phase having the largest current value among the respective phase currents is small, and the rotor is changed. Control is performed to move the rotational position.
- FIG. 1 is a cross-sectional view schematically showing an electric booster according to a first embodiment of the present invention, including a master cylinder, a brake pedal, and an ECU (motor drive device).
- It is a circuit diagram which shows typically the three-phase coil and current sensor of the electric motor (three-phase motor) of FIG. It is a figure for demonstrating the temperature estimation of the three-phase coil of the electric motor of FIG. It is a flowchart for demonstrating the temperature estimation of the three-phase coil of the electric motor of FIG.
- It is a wave form diagram which shows the three-phase alternating current supplied to the electric motor of FIG. It is the wave form diagram shown corresponding to the hydraulic pressure about the three-phase alternating current supplied to the electric motor of FIG.
- SYMBOLS 1 Electric booster, 10 ... Master cylinder, 32 ... Input piston (input member), 40 ... Electric motor (three-phase motor), 42 ... Rotor, 50 ... Ball screw mechanism (rotation-linear motion conversion mechanism), 70 ... ECU (motor drive device), 81U, 81V, 81W ... U, V, W phase coils (three phase coils).
- an electric booster 1 includes a tandem master cylinder 10, a piston assembly 30 as a piston of the master cylinder 10, and a rotation-linear motion mechanism that linearly moves the piston assembly 30.
- the motor includes a ball screw mechanism 50, an electric motor 40 as a three-phase motor for operating the ball screw mechanism 50, and an ECU (electronic control unit) 70 for driving and controlling the electric motor 40.
- the electric booster 1 includes a housing 2 in which a piston assembly 30 to be described later is shared as a primary piston of the master cylinder 10.
- the housing 2 includes a bottomed cylindrical housing body 3, a front cover 4, and a rear cover 6.
- the front cover 4 is positioned in the radial direction by fitting an annular boss portion 4a into an opening 3b formed in the bottom plate portion 3a of the housing body 3, and is fixed to the bottom plate portion 3a by a bolt (not shown).
- the rear cover 6 is formed in a cup shape, is fitted into the rear end opening of the housing 2, and is fixed to the end surface of the housing body 3 by bolts 5.
- the housing 2 is fixed to a partition wall W that partitions the engine room and the vehicle compartment by using stud bolts S planted on the rear cover 6.
- a master cylinder 10 is connected to the housing 2 by using stud bolts S ′ planted on the front cover 4.
- the front cover 4 includes a stepped cylindrical guide portion 7 extending into the housing main body 3 at the center thereof.
- the piston assembly 30 is inserted into the cylindrical guide portion 7.
- the rear cover 6 includes a cylindrical guide portion 8 that is inserted through the partition wall W and extends into the vehicle interior at the center thereof.
- An input rod 9 that is interlocked with a brake pedal (not shown) is inserted into the cylindrical guide portion 8.
- the two cylindrical guide portions 7 and 8 are arranged coaxially.
- the tandem master cylinder 10 includes a bottomed cylinder body 11 and a reservoir 12.
- a cup-shaped secondary piston 13 that is paired with a piston assembly 30 (hereinafter also referred to as a piston 30 for convenience) as the primary piston is disposed on the inner side of the cylinder body 11.
- the piston assembly 30 and the secondary piston 13 are slidably guided by two ring guides 15 and 16 disposed on both ends of a sleeve 14 fitted in the cylinder body 11.
- two pressure chambers 17 and 18 are defined by the piston assembly 30 and the secondary piston 13.
- Discharge ports 19 and 20 for opening the pressure chambers 17 and 18 to the outside are provided independently on the wall of the cylinder body 11.
- relief ports 21 and 22 are formed in the cylinder body 11, the sleeve 14, and the ring guides 15 and 16 to communicate the inside of the pressure chambers 17 and 18 with the reservoir 12.
- a pair of seal members 23 and 24 for sealing between the piston assembly 30 and the secondary piston 13 are disposed in front and rear of the ring guides 15 and 16 so as to sandwich the relief ports 21 and 22. .
- Each of the pressure chambers 17, 18 is brought into sliding contact with the outer peripheral surface of the corresponding piston 30, 13 by the pair of seal members 23, 24 in accordance with the advancement of the pistons 30, 13. Will be closed against.
- return springs 25 and 26 for urging the piston assembly 30 as the primary piston and the secondary piston 13 in the backward direction are disposed.
- the configuration of the master cylinder 10 described above is the same as that of a conventional general-purpose tandem master cylinder except for the piston assembly 30 as a primary piston.
- the brake fluid sealed in the pressure chambers 17 and 18 is discharged from the discharge ports 19 and 20 to the outside as the pistons 30 and 13 advance.
- brake pipes 28 and 28 'extending from a hydraulic circuit are connected to the discharge ports 19 and 20, respectively.
- the brake fluid in each of the pressure chambers 17 and 18 is adjusted in pressure by the hydraulic circuit and supplied to a wheel cylinder (not shown) such as a corresponding disc brake caliper.
- the piston assembly 30 includes a cylindrical booster piston 31 and an input piston (input member) 32 disposed in the booster piston 31 so as to be relatively movable therewith.
- the booster piston 31 is slidably fitted into the cylindrical guide portion 7 of the front cover 4 and the ring guide 15 in the master cylinder 10.
- the front end portion of the booster piston 31 extends into the pressure chamber (primary chamber) 17 of the master cylinder 10.
- the input piston 32 is slidably fitted into an annular wall 31 a formed on the inner periphery of the booster piston 31.
- the front end portion of the input piston 32 extends into the pressure chamber 27 in the same manner as the front end portion of the booster piston 31.
- through holes (not shown) that can communicate with the relief ports 21 and 22 in the master cylinder 6 are formed in the front end portion of the booster piston 31 and the front end portion of the secondary piston 13, respectively.
- the pressure chambers 17 and 18 and the reservoir tank 12 are in communication with each other through these through holes.
- the booster piston 31 and the input piston 32 constituting the piston assembly 30 are sealed by a seal member (reference numeral omitted) disposed on the front side of the annular wall 31a of the booster piston 31.
- This seal member and the seal members 23 on both ends of the ring guide 15 prevent leakage of brake fluid from the pressure chamber 17 to the outside of the master cylinder 10.
- the seal member disposed on the front side of the annular wall 31 a of the booster piston 31 is fixed in position by a cylindrical member 36 that is housed in the booster piston 31 and receives one end of the return spring 25 in the pressure chamber 17.
- a seal member 37 is interposed between the inner peripheral surface of the cylindrical guide portion 7 of the front cover 4 of the housing 2 and the booster piston 31 to prevent foreign matter from entering between the two.
- the tip end portion of the input rod 9 interlocked with the brake pedal is connected so as to be swingable.
- the input piston 32 moves forward and backward in the booster piston 31 by operating the brake pedal.
- a flange portion 38 is integrally formed in the middle of the input rod 9. Since the flange portion 38 is in contact with an inward projection 39 formed integrally with the rear end of the cylindrical guide portion 8 of the rear cover 6, movement of the input rod 9 to the rear side (vehicle compartment side) is restricted. .
- the input rod 9 is connected in a state in which the spherical portion 9a at the tip thereof is fitted in a spherical concave portion 32a formed at the rear end of the input piston 32. Thereby, the swing of the input rod 9 is allowed.
- an electric motor 40 as a three-phase motor that operates by receiving supply of a three-phase alternating current, and the piston assembly is converted by converting the rotation of the electric motor 40 into a linear motion.
- a ball screw mechanism 50 serving as a rotation-linear motion converting mechanism that is transmitted to a booster piston 31 that constitutes the three-dimensional body 30 is provided.
- the electric motor 40 generates power for assisting the depressing force from the brake pedal, thereby moving the booster piston 31 and generating hydraulic pressure in each of the pressure chambers 17 and 18 to generate a braking force of the vehicle. It has become.
- As the electric motor 40 a three-phase concentrated winding DC brushless motor is used.
- the electric motor 40 includes a stator 41 housed in the housing 2, a hollow rotor 42, and a rotation sensor 66 such as a resolver as a rotational position detector.
- the stator 41 is disposed between the housing body 3 and the rear cover 6 in a fixed manner.
- the stator 41 is composed of 16 poles and 18 slots.
- the rotor 42 is rotatably supported by the housing body 3 and the rear cover 6 via bearings 43 and 44.
- the rotor 42 has a permanent magnet for 16 poles attached to the outer periphery thereof.
- the ball screw mechanism 50 includes a nut member 52 that is non-rotatably fitted to the rotor 43 of the electric motor 40 via a key (not shown), and a hollow screw shaft that is engaged with the nut member 52 via a ball 53. (Linear motion member) 54.
- a slit 55 extending in the axial direction is formed at the rear end of the screw shaft 54.
- An inward projection 39 at the rear end of the rear cover 6 is inserted into the slit 55. That is, the screw shaft 54 is disposed in the housing 2 so as not to rotate but to be movable in the axial direction. Accordingly, when the nut member 52 rotates integrally with the rotor 42, the screw shaft 54 moves linearly.
- the screw shaft 54 includes an inner flange 56 at the start end portion of the slit 55.
- An outer flange portion 57 a formed at the rear end of the extension cylinder portion 57 of the booster piston 31 is in contact with the inner flange portion 56.
- a potentiometer 65 (not shown in FIG. 1) for detecting the absolute displacement of the input piston 32 (input rod 9) with respect to the vehicle body is disposed in the fixed portion in the vehicle compartment.
- a rotation sensor 66 (resolver) that detects the absolute displacement of the booster piston 31 relative to the vehicle body from the rotational displacement of the electric motor 40 is disposed in the housing 2.
- a pressure sensor 69 for detecting the brake fluid pressure in the pressure chamber 17 of the master cylinder 10 is provided on one of the brake pipes 28 connecting the master cylinder 10 and the hydraulic circuit. As shown in FIG.
- the ECU 70 is defined and arranged on the outer peripheral side of the electric motor 40 in the housing 2, and controls the rotation of the electric motor 40 (rotor 43) based on the signals of the respective sensors.
- the ECU 70 includes an inverter circuit 71 that supplies current to the electric motor 40, a driver circuit 72 that operates a switching element of the inverter circuit, and a control circuit 73 that controls the driver circuit.
- the above-described potentiometer 65, rotation sensor 66, pressure sensor 69, and temperature sensor 80 are connected to the control circuit 73.
- the control circuit 73 recognizes the rotation angle that is the rotation position of the rotor 42 of the electric motor 40 from the signal of the rotation sensor 66.
- the control circuit 73 drives the driver circuit so that a current having a phase corresponding to the rotation angle flows through the three-phase coils (U, V, W-phase coils 81U, 81V, 81W) of the stator 41, and the inverter circuit 71.
- the rotation of the electric motor 40 (rotor 42) is controlled by causing a current to flow through the three-phase coils (U, V, W-phase coils 81U, 81V, 81W).
- the temperature sensor 80 is arranged in the vicinity of the joint surface with the housing 2 in the ECU 70, and measures both the temperature of the housing 2 and the temperature of the ECU 70.
- the depression of the brake pedal that is, the forward movement of the input piston 32 is detected by the potentiometer 65, and the electric motor 40 is rotated according to the detected value.
- the rotation of the electric motor 40 is converted into a linear motion by the ball screw mechanism 50, and the booster piston 31 moves forward.
- brake fluid pressure corresponding to the input thrust applied from the brake pedal to the input piston 32 and the booster thrust applied from the electric motor 40 to the booster piston 31 is generated in the pressure chambers 17 and 18 in the master cylinder 10. .
- the electric booster 1 when the brake pedal is held down and a constant hydraulic pressure is generated, a current flows through the electric motor 40 and torque is generated. 42 is not rotating and remains stationary. Since a three-phase DC brushless motor is used as the electric motor 40, the phase current flowing in each phase of the electric motor 40 is shifted in phase by 120 ° in terms of electrical angle. Assuming that the electric motor 40 is stationary while generating a constant torque, the absolute values of the current values of the phase currents flowing through the U, V, and W phase coils 81U, 81V, and 81W are different for each phase, and the coils for each phase A difference will be produced in the temperature of 81U, 81V, and 81W. Therefore, among the coils 81U, 81V, 81W of each phase, the coil of the phase having the largest absolute value of the current value of the phase current is the coil having the highest temperature.
- one temperature sensor 80 such as a thermistor is provided, and the temperature sensors 80 are not provided in the coils 81U, 81V, 81W of the respective phases, and the detection value of the temperature sensor 80 is used.
- the temperatures of the coils 81U, 81V, 81W of the respective phases are estimated, and this estimated value is used for the rotor rotational position movement control described later.
- the electric motor 40 has three coils 81U, 81V, 81W corresponding to three phases (U, V, W phase).
- the coils 81U, 81V, 81W for each phase are connected to the inverter circuit 71 via wiring extending to the ECU 70.
- Current sensors 83U, 83V, and 83W are provided for wiring in the ECU 70, respectively.
- Current sensors 83U, 83V, and 83W measure currents flowing through U, V, and W phase coils 81U, 81V, and 81W, and output detection signals to control circuit 73. Note that three current sensors are not necessarily required, and it is also possible to measure the current of two phase coils and obtain the remaining one phase coil current by calculation.
- the heat generation of the coils 81U, 81V, 81W of each phase is 2 of the resistance of the coils 81U, 81V, 81W of each phase and the current value (U, V, W phase current) of the coils 81U, 81V, 81W of each phase. It is a product of powers. From this, the temperature rise of each coil 81U, 81V, 81W can be estimated from the current value of each coil 81U, 81V, 81W.
- the temperature rise ⁇ Tu1, ⁇ Tv1, ⁇ Tw1 due to the currents of the coils 81U, 81V, 81W of each phase is the product of the proportionality constant k1, the square of each coil current Iu, Iv, Iw and the energization time (unit time) ⁇ t. Determined.
- the temperature rises ⁇ Tu1, ⁇ Tv1, ⁇ Tw1 can be expressed as (1), (1) ′, (1) ′′, respectively.
- the heat generated in the coils 81U, 81V, 81W of each phase flows to the housing 2 side through the iron core of the stator 41 and also flows to other adjacent coils through the iron core of the stator 41.
- the characteristics of these two heat transfer paths are grasped, the material and shape of the housing 2 are set so as to obtain good heat transfer characteristics, and the temperature distribution is set to be small.
- the heat transfer is modeled as shown in FIG.
- the temperature change of the coil by the heat transfer from the coils 81U, 81V, 81W of each phase to the housing 2 includes the difference between the coil temperature Tu, Tv, Tw and the housing temperature Th by the temperature sensor 80, and the coil 81U of each phase. , 81V, 81W and the characteristics of heat transfer between the housing 2 and the housing 2. Assuming that k2 is a constant for heat transfer between the coil and the housing, the temperature changes ⁇ Tu2, ⁇ Tv2, ⁇ Tw2 of the coil in unit time ⁇ t are respectively expressed by equations (2), (2) ′, and (2) ′′. be able to.
- ⁇ Tu2 (Tu ⁇ Th) ⁇ (1-EXP (k2 ⁇ ⁇ t)) (2)
- ⁇ Tv2 (Tv ⁇ Th) ⁇ (1 ⁇ EXP (k2 ⁇ ⁇ t)) (2) ′
- ⁇ Tw2 (Tw ⁇ Th) ⁇ (1-EXP (k2 ⁇ ⁇ t)) (2) ”
- the one-phase coil (U-phase coil) by heat transfer from the one-phase coil (for example, U-phase coil 81U) of the stator 41 to the other-phase coils (V, W-phase coils 81V, 81W).
- 81U) temperature change ( ⁇ Tu3) can be obtained from the difference in coil temperature of each phase and the characteristics of heat transfer between the coils.
- the temperature change ⁇ Tu3 of the U-phase coil 81U per unit time ⁇ t is affected by the temperature difference from the V phase and the temperature difference from the W phase. It becomes like the formula. Further, the temperature changes ⁇ Tv3 and ⁇ Tw3 of the V and W phase coils 81V and 81W are expressed by equations (3) ′ and (3) ”, respectively.
- ⁇ Tu3 (Tu ⁇ Tv) ⁇ (1 ⁇ EXP (k3 ⁇ ⁇ t)) + (Tu ⁇ Tw) ⁇ (1 ⁇ EXP (k3 ⁇ ⁇ t)) (3)
- ⁇ Tv3 (Tv ⁇ Tw) ⁇ (1 ⁇ EXP (k3 ⁇ ⁇ t)) + (Tv ⁇ Tu) ⁇ (1 ⁇ EXP (k3 ⁇ ⁇ t)) (3)
- ′ ⁇ Tw3 (Tw ⁇ Tu) ⁇ (1 ⁇ EXP (k3 ⁇ ⁇ t)) + (Tw ⁇ Tv) ⁇ (1 ⁇ EXP (k3 ⁇ ⁇ t)) (3) ” From the temperature rises ⁇ Tu1, ⁇ Tv1, ⁇ Tw1 of the coils 81U, 81V, 81W of the respective phases obtained from the coil energization current of the expressions (1), (1) ′, (1) ”, (2), (2) ′, (2) The temperature reductions ⁇ Tu2, ⁇ T
- the coil temperature of each previous phase estimated based on the actually measured temperature (initial value) of the temperature sensor 80 attached to the housing for the estimated temperature change of the coils 81U, 81V, 81W of each phase.
- the current coil temperatures Tu (n), Tv (n), and Tw (n) of each phase can be estimated, and the calculation formulas at this time are the following (4), (4) ′, (4 )"become that way.
- Tu (n) (k1 ⁇ Iu2) ⁇ ⁇ t ⁇ (Tu (n ⁇ 1) ⁇ Th) ⁇ (1-EXP (k2 ⁇ ⁇ t)) -(Tu (n-1) -Tv (n-1)) ⁇ (1-EXP (k3 ⁇ ⁇ t)) -(Tu (n-1) -Tw (n-1)) ⁇ (1-EXP (k3 ⁇ ⁇ t)) + Tu (n-1) (4)
- Tv (n) (k1 ⁇ Iv2) ⁇ ⁇ t ⁇ (Tv (n ⁇ 1) ⁇ Th) ⁇ (1-EXP (k2 ⁇ ⁇ t)) ⁇ (Tv (n ⁇ 1) ⁇ Tw (n ⁇ 1)) ⁇ (1-EXP (k3 ⁇ ⁇ t)) + Tv (n-1) (4) ' T
- Fig. 4 shows the temperature estimation of each coil in the flowchart.
- the temperature estimation process for each coil is continuously performed by the control circuit 73 while the brake system is activated.
- step S1 for example, when the ignition key is turned on and the brake system is activated, the current I does not flow through the coils 81U, 81V, 81W of the phases, so the coils 81U, 81V, 81W of the phases and the housing 2 Are estimated to be equal to each other, and the estimated temperatures of the coils 81U, 81V, 81W of the respective phases are set to the same value as the housing temperature (the housing temperature Th is measured when the system is started) as an initial value.
- step S2 the housing temperature Th is measured, and in step S3, the temperature change of the coils 81U, 81V, 81W of each phase during the unit time ⁇ t and the previous estimated coil temperature values Tu (n ⁇ 1), Tv.
- the current estimated coil temperature values Tu (n), Tv (n), and Tw (n)) can be obtained.
- step S4 it is determined in step S4 whether or not the brake system has stopped, and steps S2 and S3 are repeated while the brake system is operating. When the ignition key is turned off and the brake system is stopped in step S4, the temperature estimation of each coil is finished.
- the generated hydraulic pressure In braking operation while the vehicle is running, if the generated hydraulic pressure is low, the amount of heat generated by the coils of each phase is small, and if the generated hydraulic pressure is high, the vehicle decelerates or stops in a short time.
- the temperature rise of the booster motor is generally not large. Rather, the temperature rise for the electric motor of the electric booster is severe when the brake pedal is continuously depressed while the vehicle is stopped.
- the ECU 70 determines the electrical angle of the motor so that the current flows efficiently according to the rotational position of the rotor 42 detected by the rotation sensor 66, and based on this, the three-phase coil of the electric motor 40
- the current flowing through 81U, 81V, and 81W is determined by the electric angle of the motor as shown in FIG.
- the temperature rises in the same manner in each phase because there is a similar amplitude of current in each phase.
- heat generation of the coil is maximized at a position where an alternating peak current (current indicating a peak value) flows.
- the heat generation of the U-phase coil, the W-phase coil at the position (ii), and the V-phase coil at the position (iii) are maximized.
- the brake fluid pressure is generated in the pressure chambers 17 and 18 in the master cylinder 10.
- the generated hydraulic pressure of the master cylinder 10 and the coil currents (U, V, W phase currents) of the U, V, W phases of the motor have a correspondence relationship as shown in FIG. 6, for example.
- the electric motor 40 generates torque in proportion to the three-phase effective current, and the torque required for the electric motor 40 increases as the hydraulic pressure increases, so the current amplitude (effective current) increases.
- the hydraulic pressure generated by the electric booster 1 is generated according to the depression force of the brake pedal.
- the brake pedal is stepped for a long time with a strong force, the coil 81U, 81V, 81W of each phase of the electric motor 40 is prevented from being burned out and the hydraulic pressure generation time by the master cylinder 10 is prevented. Need to be long.
- each phase coil 7 for example, changes as shown in FIG. 7, and the temperature rise of the W-phase coil 81W in which the current is at a peak value proceeds rapidly, and reaches 170 ° C. in about 1200 seconds after the start of energization.
- the temperature of the W-phase coil 81W is about 180 seconds, which is the heat resistance temperature of each coil 81U, 81V, 81W, or a component in the vicinity of these coils. It will reach °C.
- the reference temperature T0 for limiting the temperature rise of the coil so as not to reach the heat resistant temperature is set to 170 ° C., and when the reference temperature T0 is reached, the current is deviated from the peak value. Control to move the.
- the time to reach the heat resistant temperature of 180 ° C. is extended to about 7000 seconds by one control.
- the hydraulic pressure generation time by the master cylinder 10 can be extended.
- the above time varies depending on the coil material, wire diameter, heat resistance temperature of components in the vicinity of the coil or components in the ECU 70, etc. For example, if a coil with a smaller wire diameter is used, the heat resistance of the coil The above time becomes a shorter time because the characteristics are reduced.
- an increase in coil temperature of each phase of the electric motor 40 can be suppressed as described above.
- the energization current control shown in the flowchart of FIG. 8 is performed by the ECU 70 (control circuit 73).
- this control is performed in parallel with the control to the electric motor 40 for propelling the booster piston 31 after the potentiometer 65 detects that the brake pedal has been depressed.
- step S11 whether or not the brake pedal is being depressed with a constant force is determined based on the detection signal of the rotation angle sensor 66 based on whether or not the rotor 42 has been stopped from rotating for a predetermined time. If it is determined in step S11 that the rotor 42 has stopped rotating for a predetermined time, the process proceeds to step 12.
- the predetermined time is set to be shorter than the time required to reach the heat resistant temperature when the maximum peak current value at the maximum hydraulic pressure of the master cylinder 10 is passed through the coils 81U, 81V, 81W of the respective phases. ing.
- rotation stop of the rotor 42 is continued means that the change in the electrical angle of the three-phase coils 81U, 81V, 81W is not limited to the case where the rotor 42 has completely stopped rotating. It is used to include a case where the rotor 42 rotates very slightly within a range in which any one of the phases does not deviate from the peak value or a large current value before and after the peak value.
- step S12 the temperature estimation result of each coil shown in the flowchart of FIG. 4 described above is acquired, and the process proceeds to step 13.
- step 13 among the coils 81U, 81V, 81W of each phase, any one of the coil temperatures Tu, Tv, Tw is determined based on the reference temperature T0 (predetermined based on the above-described heat resistant temperature (for example, 180 ° C.)). For example, it is determined whether or not the temperature has reached 170.degree. This determination is performed until the coil temperature Tu, Tv, Tw of any phase reaches the reference temperature T0, and the detection signal of the rotation angle sensor 66 indicates that the rotor 42 has started to rotate again by operating the brake pedal. If it is determined in step S14 based on this, the control of this flowchart is terminated.
- the coil temperature Tu, Tv, Tw of any phase reaches the reference temperature T0 in step S13, the current values (U, V, W) flowing through the coils 81U, 81V, 81W of the respective phases in step S15.
- the direction in which the hydraulic pressure generated in the master cylinder 10 increases that is, in the direction in which the booster piston 31 moves forward
- the coil temperature Tw of the W-phase coil 81W is set to the reference temperature T0 when the electrical angle of the rotor 42 is at the position (ii) in FIG. 5, that is, the position (iv) in FIG.
- the rotor 42 is rotated in a direction that increases the electrical angle by 60 °.
- the W-phase coil 81W has a U-phase coil 81U whose absolute value of the current value of the W-phase coil 81W becomes equal to the current value when the coil current decreases from the peak value and becomes smaller. It becomes the same value as the temperature.
- the hydraulic pressure in the pressure chamber 17 of the master cylinder 10 increases, and the reaction force corresponding to the hydraulic pressure is transmitted via the input rod 17.
- the electrical angle of 60 ° is 7.5 ° of the rotation angle of the rotor 42, the hydraulic pressure rises slightly, and the brake pedal is transmitted to the brake pedal. Because it is stepped on with a strong force, it does not give the driver a sense of incongruity.
- step S16 the temperature estimation result of each coil is acquired again as in step 12, and the process proceeds to step 17.
- step S17 If the coil temperature Tu, Tv, Tw of any phase reaches the reference temperature T0 in step S17, the current (U, V, W phase) flowing through the coils 81U, 81V, 81W of the respective phases is determined in step S19. Control is performed so that the booster piston 31 moves backward, that is, the rotor 42 rotates reversely in a direction where the electrical angle is reduced by 60 ° so that the current is shifted from the peak value. In this control, since the electrical angle of the rotor 42 is in the position (iii) of FIG. 5 by the process of step S15, the coil temperature Tv of the V-phase coil 81V at which the current is at the peak value.
- the V-phase coil 81V has a U-phase coil 81U whose absolute value of the current value of the V-phase coil 81V becomes equal to the current value when the coil current decreases from the peak value and becomes smaller. It becomes the same value as the temperature.
- the braking force is slightly weakened. However, since the braking force is slightly strengthened in the previous step S15, only the original braking force is returned, and no trouble is caused.
- step S19 When the process of step S19 is completed, the process returns to step S12 again, and in step S14 or step 18, any one of the coils 81U, 81V, 81W of each phase is operated until the brake pedal is operated and the rotor 42 starts to rotate again.
- the forward and reverse rotation of the rotor 42 is repeated between the positions (ii) and (iii) of the electrical angle in FIG.
- An increase in coil temperature of the coils 81U, 81V, 81W of each phase can be suppressed.
- the generated hydraulic pressure of the master cylinder 10 that increases in the process of step 15 is generated by rotating the rotor 42 in the direction in which the booster piston 31 moves backward by the process of step S19.
- step S11 the generated hydraulic pressure of the master cylinder 10 at the time when it is determined that the rotor 42 has stopped rotating for a predetermined time is made not to fall below.
- the hydraulic pressure generated in the master cylinder 10 does not continue to increase by continuing to step on the brake pedal, so that the driver does not feel uncomfortable.
- the case where the temperature of the coils 81U, 81V, 81W of each phase is estimated from the energization current and the detected value of the temperature sensor 80 is taken as an example, but the inverter circuit 71 is provided with an FET.
- the junction temperature of the FET can be estimated from the energization current and the detected value of the temperature sensor 80.
- the one temperature sensor 80 also provides the overheating protection of the ECU 70. It becomes possible to plan. In this case, the temperature sensor 80 can be used more efficiently.
- a temperature sensor may be provided for each phase coil 81U, 81V, 81W so as not to estimate the temperature of each phase coil 81U, 81V, 81W.
- the control of the electric motor 40 is such that the position of the rotor 42 is held after the electric motor 40 is driven, and the current flowing in the three-phase coils 81U, 81V, 81W at the time of the holding is a one-phase peak value.
- the coil in the above example, the W-phase coil 81W
- the control of the electric motor 40 is set to a predetermined time in anticipation of the temperature rise of the coil temperature regardless of the detected value or estimated value of the coil temperature, and the rotational position of the rotor 42 is stopped after the electric motor 40 is driven. May be performed when the predetermined time has elapsed.
- the rotation stop of the rotor 42 is continued after the rotation of the rotor 42 is stopped while the three-phase coils 81U, 81V, 81W are energized.
- the electric motor 40 is controlled when the one-phase coil (W-phase coil 81W) having the largest current value among the three-phase coils 81U, 81V, 81W reaches a predetermined temperature.
- it may be configured to detect that the rotation stop of the rotor 42 is continued based on the detection signal of the pressure sensor 69 that the generated hydraulic pressure of the master cylinder 10 is kept constant. Good. Further, it may be configured to detect that the rotation stop of the rotor 42 is continued by keeping the movement of the input piston (input member) 32 detected by the potentiometer 65 constant.
- the electric booster to which the present invention is applied is not limited to the electric booster shown in the present embodiment, and applies a force in the linear motion direction to the master cylinder using a three-phase motor.
- the present invention can be applied to a motor driving device of an electric booster as disclosed in WO 2004-5095.
- the electric disc brake 1A according to the second embodiment includes an ECU 70A and an electric motor 40A in place of the ECU 70 and the electric motor 40 of the first embodiment.
- a rotor temperature sensor 80A (not shown) for detecting the temperature of the rotor 25A of the electric motor 40A is provided.
- the electric disk brake 1A rotates the rotor 25A of the electric motor 40A by supplying a control current from the inverter circuit 71A by the ECU 70A based on the operation of a brake pedal (not shown) by the driver.
- the rotation of the rotor 25A is decelerated at a predetermined reduction ratio by the differential reduction mechanism 100, converted into a linear motion by the ball ramp mechanism 101, and advances the piston 102.
- the piston 102 advances, one of the brake pads 103 and 104 is pressed against the disc rotor 106.
- the caliper body 107 is moved by the reaction force of the piston 102 pressing, and the claw portion 108 presses the other brake pad 104 against the disc rotor 106 to generate a braking force. Further, after the braking operation, when the driver releases the brake pedal, the brake pads 103 and 104 return to the initial positions.
- the adjustment screw 110 of the pad wear compensation mechanism 109 moves forward by the amount of wear to advance the ball ramp mechanism 101.
- the pad wear compensation mechanism 109 keeps the pad clearance between the disc rotor 106 and the brake pads 103 and 104 constant during non-braking.
- the ECU 70A When the position of the rotor 25A is held while the electric motor 40A (three-phase motor) is energized, the ECU 70A has one of the coil temperatures (the temperatures of the coils 81U, 81V, 81W of each phase) [see FIG.
- the three-phase coil 81U , 81V, and 81W, the three-phase coils 81U, 81V, and 81W are energized so that the absolute value of the current value of the coil of the phase that has the largest current value among the phase currents that are supplied to
- the electric motor 40A is controlled so as to move the rotational position of the rotor 25A in the direction in which the pressing force of the brake pad 103 increases by changing the effective current.
- the ECU 70A and the electric motor 40A are used for the electric disc brake 1A.
- the ECU 70A controls the electric motor 40A as described above, and thus the first embodiment and the first embodiment.
- the temperature rise of the coils 81U, 81V, 81W of each phase, and consequently the electric motor 40A can be suppressed.
- the present invention is not limited to the second embodiment, but can be applied to other types of electric disc brakes using a three-phase motor. is there.
- the third embodiment relates to control in the electric booster 1 shown in the first embodiment, and will be described with reference to FIGS.
- the first embodiment described above when the rotation of the rotor 42 is continuously stopped, it is assumed that the current of the coil of any one of the three-phase coils is at the peak value, and the electric angle is simply set. In the above description, the angle is advanced by 30 ° or 60 °. However, the phase coil with the highest temperature is not necessarily at the peak value.
- FIG. 10 is a waveform diagram showing the three-phase alternating current supplied to the electric motor 40 according to the third embodiment of the present invention corresponding to the electrical angle with one cycle being 360 °.
- FIG. 11 is a characteristic diagram showing temperature changes of three-phase coils (U, V, W-phase coils 81U, 81V, 81W) for explaining the third embodiment of the present invention.
- the three-phase coils (U, V, W-phase coils 81U, 81V, 81W) shown in FIG. 2 have three-phase currents (U, V, W-phase currents) as shown in FIG. ) Is energized.
- the rotation stop of the rotor 42 shown in FIG. 1 when the rotation stop of the rotor 42 shown in FIG. 1 is continued for a predetermined time while the electric motor 40 is energized, three-phase coils (U, V, W-phase coils 81U, 81V, 81W) are used. ) To determine which phase of the coil has the highest temperature. At this time, the absolute value of the current value of the phase current of the coil having the highest temperature is larger than the absolute value of the current value of the other two-phase currents, and each coil has a predetermined value.
- the electrical angle is In this case, the current of the phase current of the coil having the highest temperature is obtained by rotating the rotor 42 so that one of the other two-phase coils has an electrical angle at which the maximum peak current value is obtained.
- the absolute value is small.
- the relationship between the electrical angle having a predetermined width that varies depending on each coil and the electrical angle at which the rotor 42 should be rotated is as follows for each coil.
- the electrical angle is between 30 ° and less than 150 °, or between 210 ° and less than 330 ° This is the case.
- the electrical angle is between 30 ° and less than 150 °, the rotor 42 is moved to a rotational position where the electrical angle is 150 °.
- the electrical angle is between 210 ° and less than 330 °, the rotor 42 is moved to a rotational position where the electrical angle is 330 °.
- the electrical angle is between 90 ° and less than 210 °, or 0 ° to less than 30 °. And between 270 ° and 360 °.
- the rotor 42 is moved to a rotational position where the electrical angle is 30 °.
- the electrical angle is between 270 ° and 360 °, the rotor 42 is moved to a rotational position where the electrical angle of the next cycle is 30 °.
- the electrical angle is between 90 ° and less than 210 °, the rotor 42 is moved to a rotational position where the electrical angle is 210 °.
- the electrical angle when the temperature of the V-phase coil 81V is the highest and reaches the reference temperature T0 of 170 ° C, is the electrical angle between 0 ° and less than 90 ° and between 330 ° and 360 ° or less? Or a case where the angle is between 150 ° and less than 270 °.
- the electrical angle is between 0 ° and less than 90 °
- the rotor 42 is moved to a rotational position where the electrical angle is 90 °.
- the electrical angle is between 270 ° and 360 °
- the rotor 42 is moved to a rotational position where the electrical angle of the next cycle is 90 °.
- the electrical angle is between 150 ° and less than 270 °
- the rotor 42 is moved to a rotational position where the electrical angle is 270 °.
- the current value to the U-phase coil 81U is the highest.
- the absolute value is a large current value, and the temperature of the U-phase coil 81U is high.
- the temperature of the U-phase coil 81U reaches 170 ° C., which is the reference temperature T0, the current electrical angle is 80 °, so the master angle is set to 150 ° from the current electrical angle.
- the rotor 42 is moved to the rotational position on the side where the hydraulic pressure of the cylinder 10 is increased. Thereby, the absolute value of the current value of the phase current of the U-phase coil 81U can be reduced.
- the relationship between the elapsed time and the coil temperature at this time is as shown in FIG. That is, energization is started at an electrical angle of 80 °, and after about 1400 seconds have elapsed, the temperature of the U-phase coil 81U reaches 170 ° C., which is the reference temperature T0.
- the rotor 42 is moved to the rotational position on the side where the hydraulic pressure of the master cylinder 10 is increased so that the electrical angle becomes 150 °, the temperature of the U-phase coil 81U decreases.
- the W-phase temperature is increased and reaches 170 ° C. in about 1750 seconds.
- the rotor 42 is moved to the rotational position on the side where the hydraulic pressure of the master cylinder 10 is increased so that the electrical angle becomes 210 °, and the U-phase is moved.
- the temperature of the coil 81U is lowered.
- the temperature of the V-phase coil 81V reaches 170 ° C. in about 2000 seconds, the temperature of the V-phase coil 81V becomes the highest temperature, so that the master cylinder 10 has an electrical angle of 90 ° in the next cycle.
- the rotor 42 is moved to the rotational position on the side where the hydraulic pressure is increased to lower the temperature of the V-phase coil 81V.
- the current value of the coil of the phase in which the current (U, V, W phase current) flowing through the coils of each phase (U, V, W phase coils 81U, 81V, 81W) is the largest current value.
- Control is performed to move the rotational position of the rotor 42 of the electric motor 40 so that the absolute value of the electric angle becomes small.
- an increase in the motor coil temperature can be suppressed.
- it is possible to avoid unnecessarily reducing the generated motor torque as compared with the conventional technique in which the motor effective current is lowered in order to prevent the motor coil temperature from rising, and accordingly, the torque generation time is reduced. It is possible to avoid an extremely long time.
- each phase coil (U, V, W phase coils 81U, 81V, 81W) reaches the reference temperature T0, the rotation position on the side where the hydraulic pressure of the master cylinder 10 is increased is set.
- the rotor 42 is moved, but when the temperature drop for each phase coil (U, V, W phase coils 81U, 81V, 81W) is completed, the rotational position on the side where the hydraulic pressure of the master cylinder 10 is lowered.
- the rotor 42 may be moved. By repeating this every round, it is possible to prevent an enormous increase in the hydraulic pressure of the master cylinder over time.
- an electric booster according to a fourth embodiment of the present invention will be described with reference to FIGS.
- the fourth embodiment relates to control in the structure of the electric booster 1 shown in the first embodiment, and will be described with reference to FIGS.
- the electric booster according to the fourth embodiment utilizes the fact that the current-generated hydraulic pressure characteristic of the electric motor (three-phase motor) included therein has a hysteresis characteristic when the hydraulic pressure is raised or lowered.
- FIG. 12 shows the current supplied to the three-phase coils (U, V, W-phase coils 81U, 81V, 81W; see FIG. 2) of the electric motor 40 (see FIG. 1) in the fourth embodiment of the present invention. It is a figure which shows typically that correspondence with a hydraulic pressure has a hysteresis characteristic.
- FIG. 13 is a waveform diagram showing currents supplied to the three-phase coils 81U, 81V, 81W of the fourth embodiment.
- the hydraulic pressure generated in the master cylinder 10 is increased. Further, when the generated hydraulic pressure of the master cylinder 10 is increased and when it is decreased, the necessary current is different, and as described above, the current-generated hydraulic pressure characteristic of the electric motor 40 has a hysteresis characteristic.
- a current is flowed so as to generate 4 MPa as the generated hydraulic pressure of the master cylinder 10 at the position (vi) in FIG. 13, for example, and then the pressure is lowered to the position (vii). Hold the hydraulic pressure.
- the fourth embodiment hysteresis characteristics can be used, and the effect of reducing current (heat generation) is increased.
- the electric booster according to the fourth embodiment is used for an automatic brake, the automatic brake generates a pressure larger than the target hydraulic pressure once and holds it at a slightly returned position, thereby efficiently generating heat. Well, it can be suppressed.
- An automobile brake device includes a three-phase motor that rotates when a three-phase coil is supplied with alternating phase currents having different phases, and the rotational force of the rotor of the three-phase motor is Based on the operation of an electric booster that generates a hydraulic pressure in the master cylinder by operating a force in the direction of the linear movement on the piston of the master cylinder by the rotation-linear motion conversion mechanism that is transmitted, and operating the brake pedal And a control device for controlling AC phase currents having different phases to be energized to the three-phase coils, wherein the control device is configured such that the input member moves from an initial position and the three-phase After the rotor stops rotating after the motor is driven, the rotation of the rotor is stopped until the temperature of one of the three-phase coils reaches a predetermined temperature or higher.
- an electrical angle position where the absolute value of the current value of the coil flowing in the phase in which the coil temperature becomes equal to or higher than the predetermined temperature among the phase currents supplied to the three-phase coils becomes small.
- the present invention is characterized in that control is performed to change the effective current applied to the three-phase coil to move the rotational position of the rotor.
- the automotive brake device is the automotive brake device according to the eleventh aspect of the invention, wherein the rotor rotational position movement control moves the rotor rotational position in a direction in which the generated hydraulic pressure of the master cylinder increases. It is performed as follows.
- the automotive brake device is the automotive brake device according to the eleventh aspect of the invention, wherein the rotational position movement control of the rotor is such that any one of the three-phase coils has a predetermined temperature or higher. It is performed every time.
- the automotive brake device is the automotive brake device according to the eleventh aspect of the invention, wherein when the rotational position of the rotor is moved a plurality of times, the generated hydraulic pressure of the master cylinder decreases. The rotor rotation position is moved alternately in the direction.
- the automobile brake device includes a three-phase motor that rotates when a three-phase coil is supplied with alternating phase currents having different phases, and the rotational force of the rotor of the three-phase motor is
- An electric disc brake that generates a braking force by applying a force in the linear motion direction to the friction pad by the transmitted rotation-linear motion conversion mechanism and pressing the friction pad against the disc rotor, and energizing each of the three-phase coils
- An automotive brake device having a control device for controlling alternating phase currents having different phases, wherein the control device stops the rotation of the rotor after the input member moves from an initial position to drive the three-phase motor.
- the three-phase coil is energized so that the absolute value of the current value of the coil flowing in the phase in which the coil temperature is equal to or higher than the predetermined temperature among the phase currents supplied to Control is performed to change the effective current to move the rotational position of the rotor.
- the automotive brake device is the automotive brake device according to the fifteenth aspect of the present invention, wherein the rotational position movement control of the rotor moves the rotational position of the rotor in a direction in which the pressing force of the friction pad increases. It is characterized by being performed.
- the automotive brake device is the automotive brake device according to the fifteenth aspect of the present invention, wherein the rotational position movement control of the rotor is such that any one of the three-phase coils has a predetermined temperature or higher. It is performed every time.
- the automotive brake device is the automotive brake device according to the fifteenth aspect of the invention, wherein when the rotational position of the rotor is moved a plurality of times, the pressing force of the friction pad increases and decreases. And the rotor rotational position is moved alternately.
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Braking Systems And Boosters (AREA)
- Valves And Accessory Devices For Braking Systems (AREA)
- Braking Arrangements (AREA)
- Stopping Of Electric Motors (AREA)
Abstract
Provided is a motor controller which can suppress temperature rise of a three-phase motor by suppressing decrease in torque generated. Also provided is an electric brake booster. When an ECU determines that the temperature of a coil has reached a reference temperature (e.g. 170°C) predetermined based on the heat-resistant temperature (e.g. 180°C) of a coil or a component near the coil, rotation of a rotor is advanced such that the currents (of U, V and W phases) flowing through the coils (of U, V and W phases) are shifted from a maximum peak value, and rotation of a rotor is stopped at a position where the absolute values of the V and W phase currents are equal and the U phase current becomes 0 (lowest value) ((v) position where the liquid pressure exceeds 4 Mpa). Consequently, the temperature of a coil of W phase drops and an electric brake booster can suppress temperature rise of a motor coil.
Description
本発明は、車両ブレーキシステム等に用いられる自動車ブレーキ用モータ駆動装置に関する。
The present invention relates to a motor drive device for an automobile brake used in a vehicle brake system or the like.
車両ブレーキシステム等での自動車ブレーキ用モータ駆動装置に用いられるものの一例として、特許文献1に記載された電動倍力装置がある。この電動倍力装置は、ブレーキペダルの操作により進退動する入力部材と、該入力部材と相対移動可能に配置されたアシスト部材と、モータ駆動装置に駆動されて前記アシスト部材を進退移動させる電動モータと、前記アシスト部材に対して前記入力部材を相対変位の中立位置に向けて付勢する付勢手段と、を備え、前記ブレーキペダルによる前記入力部材の移動に応じて、前記電動モータにより前記アシスト部材を移動させてマスタシリンダ内にブレーキ液圧を発生させる構造となっている。
特開2007-191133号公報
As an example of what is used for a motor drive device for automobile brakes in a vehicle brake system or the like, there is an electric booster described in Patent Document 1. The electric booster includes an input member that moves forward and backward by an operation of a brake pedal, an assist member that is arranged to be movable relative to the input member, and an electric motor that is driven by a motor drive device to move the assist member forward and backward. And an urging means for urging the input member toward a neutral position of relative displacement with respect to the assist member, and the assist by the electric motor according to the movement of the input member by the brake pedal The member is moved to generate a brake fluid pressure in the master cylinder.
JP 2007-191133 A
前記電動モータとしては、3相交流電流(例えばU、V、W相電流)の供給を各相に対応して受ける3相のコイル(U、V、W相コイル)を有する3相モータを用いることが望ましい。
As the electric motor, a three-phase motor having a three-phase coil (U, V, W phase coil) that receives supply of a three-phase alternating current (for example, U, V, W phase current) corresponding to each phase is used. It is desirable.
ところで、上記従来技術において、使用態様によっては、電動モータ(3相モータ)のロータを静止した状態(ロータの回転を停止した状態)でコイル(3相のコイル)に長時間通電することがある。この際、3相交流電流(U、V、W相電流)は、位相が異なることによって、夫々のコイルに流れる通電電流の大きさ(絶対値)が異なる(電流の偏りを示す)ことが多い。そして、上述したようにロータを静止した状態で、例えば、3相のコイルのうち1相のコイル(例えばU相コイル)にはピーク値またはその前後の大きな電流が供給されて温度が大きく上昇する一方、他の相のコイル(V、W相コイル)に流れる電流は小さくて温度上昇も低いことがある。
By the way, in the above prior art, depending on the usage mode, the coil (three-phase coil) may be energized for a long time with the rotor of the electric motor (three-phase motor) being stationary (rotation of the rotor stopped). . At this time, the three-phase alternating currents (U, V, and W phase currents) are often different in phase, so that the magnitudes (absolute values) of the energization currents flowing through the respective coils are different (indicating current bias). . Then, with the rotor stationary as described above, for example, one of the three-phase coils (for example, the U-phase coil) is supplied with a peak value or a large current before and after the peak value, and the temperature greatly increases. On the other hand, the current flowing through the other phase coils (V, W phase coils) may be small and the temperature rise may be low.
このため、温度が大きく上昇する前記1相のコイル(例えばU相コイル)またはその制御系統の部品に損傷を生じる虞があった。
For this reason, there is a risk of damage to the one-phase coil (for example, the U-phase coil) or its control system parts whose temperature is greatly increased.
本発明は、上記事情に鑑みてなされたものであり、3相モータまたはその制御系統の部品の温度上昇による損傷を抑制できる自動車ブレーキ用モータ駆動装置を提供することを目的とする。
The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a motor drive device for an automobile brake that can suppress damage due to a temperature rise of a three-phase motor or its control system components.
本発明は、3相モータの3相のコイルに通電状態で前記ロータの回転が停止した後、所定条件となるまで前記ロータの回転停止が継続されたときに、前記3相のコイルに供給される各相電流のうち最も大きな電流値となる相のコイルの電流値の絶対値が小さくなる電気角度位置となるように、前記3相のコイルに通電している実効電流を変更して前記ロータの回転位置を移動させる制御を行なうことを特徴とする。
The present invention is supplied to the three-phase coil when the rotation of the rotor is continued until a predetermined condition is satisfied after the rotation of the rotor is stopped while the three-phase coil of the three-phase motor is energized. The effective current applied to the three-phase coil is changed so that the absolute value of the current value of the coil of the phase having the largest current value among the respective phase currents is small, and the rotor is changed. Control is performed to move the rotational position.
1…電動倍力装置、10…マスタシリンダ、32…入力ピストン(入力部材)、40…電動モータ(3相モータ)、42…ロータ、50…ボールねじ機構(回転-直動変換機構)、70…ECU(モータ駆動装置)、81U,81V,81W…U、V、W相コイル(3相のコイル)。
DESCRIPTION OF SYMBOLS 1 ... Electric booster, 10 ... Master cylinder, 32 ... Input piston (input member), 40 ... Electric motor (three-phase motor), 42 ... Rotor, 50 ... Ball screw mechanism (rotation-linear motion conversion mechanism), 70 ... ECU (motor drive device), 81U, 81V, 81W ... U, V, W phase coils (three phase coils).
[第1実施形態]
以下、本発明の第1実施形態に係る電動倍力装置を図1ないし図6に基づいて説明する。 [First Embodiment]
Hereinafter, an electric booster according to a first embodiment of the present invention will be described with reference to FIGS.
以下、本発明の第1実施形態に係る電動倍力装置を図1ないし図6に基づいて説明する。 [First Embodiment]
Hereinafter, an electric booster according to a first embodiment of the present invention will be described with reference to FIGS.
図1において、電動倍力装置1は、タンデム型のマスタシリンダ10と、このマスタシリンダ10のピストンとしてのピストン組立体30と、このピストン組立体30を直動移動させる回転-直動機構としてのボールねじ機構50と、このボールねじ機構50を作動させるための3相モータとしての電動モータ40と、この電動モータ40を駆動制御するためのECU(電子制御装置)70とを有している。
In FIG. 1, an electric booster 1 includes a tandem master cylinder 10, a piston assembly 30 as a piston of the master cylinder 10, and a rotation-linear motion mechanism that linearly moves the piston assembly 30. The motor includes a ball screw mechanism 50, an electric motor 40 as a three-phase motor for operating the ball screw mechanism 50, and an ECU (electronic control unit) 70 for driving and controlling the electric motor 40.
電動倍力装置1は、マスタシリンダ10のプライマリピストンとして共用される後述のピストン組立体30を内装したハウジング2を備えている。ハウジング2は、有底筒状のハウジング本体3と、フロントカバー4と、リヤカバー6とからなっている。フロントカバー4は、ハウジング本体3の底板部3aに形成した開口部3bに環状ボス部4aを嵌合させて径方向に位置決めされると共に、図示を略すボルトにより底板部3aに重ねて固定されている。リヤカバー6は、カップ形状に形成され、ハウジング2の後端開口部に嵌合されると共に、ボルト5によりハウジング本体3の端面に固定されている。ハウジング2は、そのリヤカバー6に植立したスタッドボルトSを利用して、エンジンルームと車室とを仕切る隔壁Wに固定される。一方、このハウジング2には、そのフロントカバー4に植立したスタッドボルトS´を利用してマスタシリンダ10が連結される。
The electric booster 1 includes a housing 2 in which a piston assembly 30 to be described later is shared as a primary piston of the master cylinder 10. The housing 2 includes a bottomed cylindrical housing body 3, a front cover 4, and a rear cover 6. The front cover 4 is positioned in the radial direction by fitting an annular boss portion 4a into an opening 3b formed in the bottom plate portion 3a of the housing body 3, and is fixed to the bottom plate portion 3a by a bolt (not shown). Yes. The rear cover 6 is formed in a cup shape, is fitted into the rear end opening of the housing 2, and is fixed to the end surface of the housing body 3 by bolts 5. The housing 2 is fixed to a partition wall W that partitions the engine room and the vehicle compartment by using stud bolts S planted on the rear cover 6. On the other hand, a master cylinder 10 is connected to the housing 2 by using stud bolts S ′ planted on the front cover 4.
フロントカバー4は、その中心部にハウジング本体3内に延びる段付きの筒状ガイド部7を備えている。この筒状ガイド部7内には、前記ピストン組立体30が嵌挿されている。一方、リヤカバー6は、その中心部に隔壁Wを挿通して車室内へ延ばされる筒状ガイド部8を備えている。この筒状ガイド部8には、図示しないブレーキペダルと連動する入力ロッド9が挿入されている。なお、前記2つの筒状ガイド部7、8は同軸に配置されている。
The front cover 4 includes a stepped cylindrical guide portion 7 extending into the housing main body 3 at the center thereof. The piston assembly 30 is inserted into the cylindrical guide portion 7. On the other hand, the rear cover 6 includes a cylindrical guide portion 8 that is inserted through the partition wall W and extends into the vehicle interior at the center thereof. An input rod 9 that is interlocked with a brake pedal (not shown) is inserted into the cylindrical guide portion 8. The two cylindrical guide portions 7 and 8 are arranged coaxially.
タンデム型マスタシリンダ10は、有底のシリンダ本体11とリザーバ12とを備えている。シリンダ本体11内の奥側には、前記プライマリピストンとしてのピストン組立体30(以下、便宜上、ピストン30ともいう。)と対をなすカップ形状のセカンダリピストン13が配設されている。本実施形態において、ピストン組立体30およびセカンダリピストン13は、シリンダ本体11内に嵌合したスリーブ14の両端側に配置した2つのリングガイド15、16により摺動案内されるようになっている。シリンダ本体11内には、前記ピストン組立体30とセカンダリピストン13とにより2つの圧力室17、18が画成されている。シリンダ本体11の壁には、各圧力室17、18を外部に開通させる吐出ポート19、20が各独立に設けられている。
The tandem master cylinder 10 includes a bottomed cylinder body 11 and a reservoir 12. A cup-shaped secondary piston 13 that is paired with a piston assembly 30 (hereinafter also referred to as a piston 30 for convenience) as the primary piston is disposed on the inner side of the cylinder body 11. In this embodiment, the piston assembly 30 and the secondary piston 13 are slidably guided by two ring guides 15 and 16 disposed on both ends of a sleeve 14 fitted in the cylinder body 11. In the cylinder body 11, two pressure chambers 17 and 18 are defined by the piston assembly 30 and the secondary piston 13. Discharge ports 19 and 20 for opening the pressure chambers 17 and 18 to the outside are provided independently on the wall of the cylinder body 11.
また、シリンダ本体11、スリーブ14およびリングガイド15、16には、各圧力室17、18内とリザーバ12とを連通するリリーフポート21、22が形成されている。各リングガイド15、16の前後には、前記リリーフポート21、22を挟む態様で、ピストン組立体30、セカンダリピストン13との間をシールする各一対のシール部材23、24が配設されている。各圧力室17、18は、前記両ピストン30、13の前進に応じて、前記各一対のシール部材23、24が対応するピストン30、13の外周面に摺接することで、リリーフポート21、22に対して閉じられるようになる。また、各圧力室17、18内には、前記プライマリピストンとしてのピストン組立体30、セカンダリピストン13を後退方向へ付勢する戻しばね25、26がそれぞれ配設されている。
Also, relief ports 21 and 22 are formed in the cylinder body 11, the sleeve 14, and the ring guides 15 and 16 to communicate the inside of the pressure chambers 17 and 18 with the reservoir 12. A pair of seal members 23 and 24 for sealing between the piston assembly 30 and the secondary piston 13 are disposed in front and rear of the ring guides 15 and 16 so as to sandwich the relief ports 21 and 22. . Each of the pressure chambers 17, 18 is brought into sliding contact with the outer peripheral surface of the corresponding piston 30, 13 by the pair of seal members 23, 24 in accordance with the advancement of the pistons 30, 13. Will be closed against. In each of the pressure chambers 17 and 18, return springs 25 and 26 for urging the piston assembly 30 as the primary piston and the secondary piston 13 in the backward direction are disposed.
上記したマスタシリンダ10の構成は、プライマリピストンとしてのピストン組立体30を除けば、従来汎用のタンデム型マスタシリンダと同じである。マスタシリンダ10は、両ピストン30、13の前進に応じて各圧力室17、18内に封じ込められているブレーキ液が、吐出ポート19、20から外部へ吐出される。本実施形態において各吐出ポート19、20には、液圧回路(図示省略)から延ばされたブレーキ配管28、28´がそれぞれ接続されている。各圧力室17、18内のブレーキ液は、前記液圧回路で圧力調整されて対応するディスクブレーキのキャリパ等のホイールシリンダ(図示省略)へ供給されるようになっている。
The configuration of the master cylinder 10 described above is the same as that of a conventional general-purpose tandem master cylinder except for the piston assembly 30 as a primary piston. In the master cylinder 10, the brake fluid sealed in the pressure chambers 17 and 18 is discharged from the discharge ports 19 and 20 to the outside as the pistons 30 and 13 advance. In the present embodiment, brake pipes 28 and 28 'extending from a hydraulic circuit (not shown) are connected to the discharge ports 19 and 20, respectively. The brake fluid in each of the pressure chambers 17 and 18 is adjusted in pressure by the hydraulic circuit and supplied to a wheel cylinder (not shown) such as a corresponding disc brake caliper.
ピストン組立体30は、筒状をなすブースタピストン31と、このブースタピストン31内にこれと相対移動可能に配設された入力ピストン(入力部材)32とからなっている。ブースタピストン31は、前記フロントカバー4の筒状ガイド部7およびマスタシリンダ10内のリングガイド15に摺動可能に嵌挿されている。ブースタピストン31の前端部は、マスタシリンダ10の圧力室(プライマリ室)17内に延出されている。一方、入力ピストン32は、ブースタピストン31の内周に形成した環状壁31aに摺動可能に嵌挿されている。入力ピストン32の前端部は、ブースタピストン31の前端部と同じく圧力室27内に延出されている。なお、ブースタピストン31の前端部およびセカンダリピストン13の前端部には、前記マスタシリンダ6内のリリーフポート21、22に連通可能な貫通孔(図示省略)がそれぞれ穿設されている。ブレーキ非作動時には、これら貫通孔を通じて各圧力室17、18とリザーバタンク12とが連通状態となる。
The piston assembly 30 includes a cylindrical booster piston 31 and an input piston (input member) 32 disposed in the booster piston 31 so as to be relatively movable therewith. The booster piston 31 is slidably fitted into the cylindrical guide portion 7 of the front cover 4 and the ring guide 15 in the master cylinder 10. The front end portion of the booster piston 31 extends into the pressure chamber (primary chamber) 17 of the master cylinder 10. On the other hand, the input piston 32 is slidably fitted into an annular wall 31 a formed on the inner periphery of the booster piston 31. The front end portion of the input piston 32 extends into the pressure chamber 27 in the same manner as the front end portion of the booster piston 31. Note that through holes (not shown) that can communicate with the relief ports 21 and 22 in the master cylinder 6 are formed in the front end portion of the booster piston 31 and the front end portion of the secondary piston 13, respectively. When the brake is not operated, the pressure chambers 17 and 18 and the reservoir tank 12 are in communication with each other through these through holes.
ここで、上記ピストン組立体30を構成するブースタピストン31と入力ピストン32との間は、ブースタピストン31の環状壁31aの前側に配置したシール部材(符号省略)によりシールされている。このシール部材と前記したリングガイド15の両端側のシール部材23とにより、圧力室17からマスタシリンダ10外へのブレーキ液の漏出が防止されている。ブースタピストン31の環状壁31aの前側に配置したシール部材は、ブースタピストン31に内装されて圧力室17内の戻しばね25の一端を受ける筒状部材36によって位置固定されている。また、ハウジング2のフロントカバー4の筒状ガイド部7の内周面とブースタピストン31との間には、両者の間への異物の侵入を防止するシール部材37が介装されている。
Here, the booster piston 31 and the input piston 32 constituting the piston assembly 30 are sealed by a seal member (reference numeral omitted) disposed on the front side of the annular wall 31a of the booster piston 31. This seal member and the seal members 23 on both ends of the ring guide 15 prevent leakage of brake fluid from the pressure chamber 17 to the outside of the master cylinder 10. The seal member disposed on the front side of the annular wall 31 a of the booster piston 31 is fixed in position by a cylindrical member 36 that is housed in the booster piston 31 and receives one end of the return spring 25 in the pressure chamber 17. A seal member 37 is interposed between the inner peripheral surface of the cylindrical guide portion 7 of the front cover 4 of the housing 2 and the booster piston 31 to prevent foreign matter from entering between the two.
一方、入力ピストン32の後端部には、前記ブレーキペダルと連動する入力ロッド9の先端部が揺動可能に連結されている。入力ピストン32は、前記ブレーキペダルの操作によりブースタピストン31内を進退移動するようになっている。また、入力ロッド9の途中には、フランジ部38が一体に形成されている。フランジ部38がリヤカバー6の筒状ガイド部8の後端に一体に形成した内方突起39に当接していることにより、入力ロッド9の後方(車室側)への移動が規制されている。なお、入力ロッド9は、その先端の球形部9aを入力ピストン32の後端に形成された球面状凹部32aに嵌合させた状態で連結されている。これにより入力ロッド9の揺動が許容されている。
On the other hand, to the rear end portion of the input piston 32, the tip end portion of the input rod 9 interlocked with the brake pedal is connected so as to be swingable. The input piston 32 moves forward and backward in the booster piston 31 by operating the brake pedal. A flange portion 38 is integrally formed in the middle of the input rod 9. Since the flange portion 38 is in contact with an inward projection 39 formed integrally with the rear end of the cylindrical guide portion 8 of the rear cover 6, movement of the input rod 9 to the rear side (vehicle compartment side) is restricted. . The input rod 9 is connected in a state in which the spherical portion 9a at the tip thereof is fitted in a spherical concave portion 32a formed at the rear end of the input piston 32. Thereby, the swing of the input rod 9 is allowed.
本電動倍力装置1のハウジング2内には、3相交流電流の供給を受けて作動する3相モータとしての電動モータ40と、この電動モータ40の回転を直線運動に変換して上記ピストン組立体30を構成するブースタピストン31に伝達する回転-直動変換機構としてのボールねじ機構50とが配設されている。電動モータ40は、ブレーキペダルからの踏力をアシストする動力を発生させることで、前記ブースタピストン31を移動させ、各圧力室17、18に液圧を発生させて車両のブレーキ力を発生させるようになっている。当該電動モータ40としては3相の集中巻きのDCブラシレスモータが用いられている。電動モータ40は、ハウジング2内に収められるステータ41、中空のロータ42、回転位置検出器としてのレゾルバ等の回転センサ66からなっている。ステータ41は、ハウジング本体3およびリヤカバー6の相互間に位置固定的に配設されている。本実施形態では、ステータ41は16極18スロットで構成されている。ロータ42は、ハウジング本体3およびリヤカバー6に軸受43、44を介して回動自在に支持されている。本実施形態では、ロータ42は、16極分の永久磁石がその外周に貼付されている。
In the housing 2 of the electric booster 1, an electric motor 40 as a three-phase motor that operates by receiving supply of a three-phase alternating current, and the piston assembly is converted by converting the rotation of the electric motor 40 into a linear motion. A ball screw mechanism 50 serving as a rotation-linear motion converting mechanism that is transmitted to a booster piston 31 that constitutes the three-dimensional body 30 is provided. The electric motor 40 generates power for assisting the depressing force from the brake pedal, thereby moving the booster piston 31 and generating hydraulic pressure in each of the pressure chambers 17 and 18 to generate a braking force of the vehicle. It has become. As the electric motor 40, a three-phase concentrated winding DC brushless motor is used. The electric motor 40 includes a stator 41 housed in the housing 2, a hollow rotor 42, and a rotation sensor 66 such as a resolver as a rotational position detector. The stator 41 is disposed between the housing body 3 and the rear cover 6 in a fixed manner. In this embodiment, the stator 41 is composed of 16 poles and 18 slots. The rotor 42 is rotatably supported by the housing body 3 and the rear cover 6 via bearings 43 and 44. In the present embodiment, the rotor 42 has a permanent magnet for 16 poles attached to the outer periphery thereof.
ボールねじ機構50は、電動モータ40のロータ43にキー(図示省略)を介して回転不能に嵌合されたナット部材52と、このナット部材52にボール53を介して噛合わされた中空のねじ軸(直動部材)54とからなっている。ねじ軸54の後端部には軸方向に延びるスリット55が形成されている。このスリット55には、前記リヤカバー6の後端の内方突起39が挿入されている。すなわち、ねじ軸54は、ハウジング2内に回動不能にかつ軸方向移動可能に配設されている。これによりロータ42と一体にナット部材52が回転すると、ねじ軸54が直動することになる。一方、ねじ軸54は、そのスリット55の始端部分に内方フランジ56を備えている。この内方フランジ部56には、ブースタピストン31の延長筒部57の後端に形成した外方フランジ部57aが当接するようになっている。
The ball screw mechanism 50 includes a nut member 52 that is non-rotatably fitted to the rotor 43 of the electric motor 40 via a key (not shown), and a hollow screw shaft that is engaged with the nut member 52 via a ball 53. (Linear motion member) 54. A slit 55 extending in the axial direction is formed at the rear end of the screw shaft 54. An inward projection 39 at the rear end of the rear cover 6 is inserted into the slit 55. That is, the screw shaft 54 is disposed in the housing 2 so as not to rotate but to be movable in the axial direction. Accordingly, when the nut member 52 rotates integrally with the rotor 42, the screw shaft 54 moves linearly. On the other hand, the screw shaft 54 includes an inner flange 56 at the start end portion of the slit 55. An outer flange portion 57 a formed at the rear end of the extension cylinder portion 57 of the booster piston 31 is in contact with the inner flange portion 56.
車室内の固定部には、ブレーキペダルの動きを介して車体に対する入力ピストン32(入力ロッド9)の絶対変位を検出するポテンショメータ65(図1への図示省略)が配設されている。一方、ハウジング2内には、電動モータ40の回転変位から車体に対するブースタピストン31の絶対変位を検出する回転センサ66(レゾルバ)が配設されている。また、マスタシリンダ10と前記液圧回路とを接続するブレーキ配管の一方28には、マスタシリンダ10の圧力室17内のブレーキ液圧を検出する圧力センサ69が設けられている。図2に示すように、これらポテンショメータ65、回転センサ66、および圧力センサ69、並びに後述する温度センサ80(サーミスタ)の検出信号は、モータ駆動装置としてのECU(電子制御装置)70に送出されるようになっている。
A potentiometer 65 (not shown in FIG. 1) for detecting the absolute displacement of the input piston 32 (input rod 9) with respect to the vehicle body is disposed in the fixed portion in the vehicle compartment. On the other hand, a rotation sensor 66 (resolver) that detects the absolute displacement of the booster piston 31 relative to the vehicle body from the rotational displacement of the electric motor 40 is disposed in the housing 2. A pressure sensor 69 for detecting the brake fluid pressure in the pressure chamber 17 of the master cylinder 10 is provided on one of the brake pipes 28 connecting the master cylinder 10 and the hydraulic circuit. As shown in FIG. 2, detection signals from the potentiometer 65, the rotation sensor 66, the pressure sensor 69, and a temperature sensor 80 (thermistor) described later are sent to an ECU (electronic control unit) 70 serving as a motor driving device. It is like that.
ECU70は、ハウジング2における電動モータ40の外周側に画成されて配置されており、上記の各センサの信号に基づいて電動モータ40(ロータ43)の回転を制御する。ECU70は、電動モータ40へ電流を供給するインバータ回路71と、該インバータ回路のスイッチング素子を作動させるドライバ回路72と、ドライバ回路を制御する制御回路73とを有している。上述したポテンショメータ65、回転センサ66、圧力センサ69、および温度センサ80は制御回路73に接続されている。制御回路73は、回転センサ66の信号から、電動モータ40のロータ42の回転位置である回転角を認識する。そして、制御回路73は、ステータ41の3相のコイル(U、V、W相コイル81U,81V,81W)へ回転角に応じた位相の電流を流すようにドライバ回路を駆動してインバータ回路71により3相のコイル(U、V、W相コイル81U,81V,81W)へ電流を流すことにより、電動モータ40(ロータ42)の回転を制御している。
The ECU 70 is defined and arranged on the outer peripheral side of the electric motor 40 in the housing 2, and controls the rotation of the electric motor 40 (rotor 43) based on the signals of the respective sensors. The ECU 70 includes an inverter circuit 71 that supplies current to the electric motor 40, a driver circuit 72 that operates a switching element of the inverter circuit, and a control circuit 73 that controls the driver circuit. The above-described potentiometer 65, rotation sensor 66, pressure sensor 69, and temperature sensor 80 are connected to the control circuit 73. The control circuit 73 recognizes the rotation angle that is the rotation position of the rotor 42 of the electric motor 40 from the signal of the rotation sensor 66. Then, the control circuit 73 drives the driver circuit so that a current having a phase corresponding to the rotation angle flows through the three-phase coils (U, V, W- phase coils 81U, 81V, 81W) of the stator 41, and the inverter circuit 71. Thus, the rotation of the electric motor 40 (rotor 42) is controlled by causing a current to flow through the three-phase coils (U, V, W- phase coils 81U, 81V, 81W).
前記温度センサ80は、ECU70内におけるハウジング2との接合面付近に配置されており、ハウジング2の温度及びECU70の温度の両方を測定するようにしている。
The temperature sensor 80 is arranged in the vicinity of the joint surface with the housing 2 in the ECU 70, and measures both the temperature of the housing 2 and the temperature of the ECU 70.
本実施形態の電動倍力装置1では、ブレーキペダルの踏込み、すなわち入力ピストン32の前進をポテンショメータ65で検出し、この検出値に応じて電動モータ40を回転させる。電動モータ40の回転がボールねじ機構50によって直線運動に変換されて、ブースタピストン31が前進する。これにより、ブレーキペダルから入力ピストン32に付与される入力推力と電動モータ40からブースタピストン31に付与されるブースタ推力とに応じたブレーキ液圧がマスタシリンダ10内の圧力室17、18に発生する。
In the electric booster 1 of the present embodiment, the depression of the brake pedal, that is, the forward movement of the input piston 32 is detected by the potentiometer 65, and the electric motor 40 is rotated according to the detected value. The rotation of the electric motor 40 is converted into a linear motion by the ball screw mechanism 50, and the booster piston 31 moves forward. As a result, brake fluid pressure corresponding to the input thrust applied from the brake pedal to the input piston 32 and the booster thrust applied from the electric motor 40 to the booster piston 31 is generated in the pressure chambers 17 and 18 in the master cylinder 10. .
そして、この電動倍力装置1では、ブレーキペダルの踏込みが保持されて一定の液圧を発生しているときには、電動モータ40に電流が流れてトルクは発生しているが、電動モータ40のロータ42は回転しておらず静止した状態となる。そして、電動モータ40として3相のDCブラシレスモータを使用していることにより、電動モータ40の各相に流れる相電流は電気角度で120°位相がずれている。電動モータ40が一定のトルクを発生しながら静止していたとすると、U、V、W相コイル81U,81V,81Wに流れる相電流の電流値の絶対値は、各相で異なり、各相のコイル81U,81V,81Wの温度に差を生じることになる。したがって、各相のコイル81U,81V,81Wのうちで、相電流の電流値の絶対値が最も大きい相のコイルは、その温度が最も大きいコイルとなる。
In the electric booster 1, when the brake pedal is held down and a constant hydraulic pressure is generated, a current flows through the electric motor 40 and torque is generated. 42 is not rotating and remains stationary. Since a three-phase DC brushless motor is used as the electric motor 40, the phase current flowing in each phase of the electric motor 40 is shifted in phase by 120 ° in terms of electrical angle. Assuming that the electric motor 40 is stationary while generating a constant torque, the absolute values of the current values of the phase currents flowing through the U, V, and W phase coils 81U, 81V, and 81W are different for each phase, and the coils for each phase A difference will be produced in the temperature of 81U, 81V, and 81W. Therefore, among the coils 81U, 81V, 81W of each phase, the coil of the phase having the largest absolute value of the current value of the phase current is the coil having the highest temperature.
ここで、本実施形態では、サーミスタ等の温度センサ80を1個設けて、各相のコイル81U,81V,81Wには温度センサを設けない構成としており、上記温度センサ80の検出値を利用して、各相のコイル81U,81V,81Wの温度を推定し、この推定値を後述するロータ回転位置移動制御に利用するようにしている。
Here, in this embodiment, one temperature sensor 80 such as a thermistor is provided, and the temperature sensors 80 are not provided in the coils 81U, 81V, 81W of the respective phases, and the detection value of the temperature sensor 80 is used. Thus, the temperatures of the coils 81U, 81V, 81W of the respective phases are estimated, and this estimated value is used for the rotor rotational position movement control described later.
本実施形態の作用の説明に先立って、各相のコイル81U,81V,81Wの推定温度の算出方法並びに液圧(この電動倍力装置がマスタシリンダ10の圧力室17内に発生する液圧)と各相コイル電流(U、V、W相電流)との対応関係などついて説明する。
Prior to the description of the operation of the present embodiment, the method for calculating the estimated temperatures of the coils 81U, 81V, 81W of each phase and the hydraulic pressure (the hydraulic pressure generated by the electric booster in the pressure chamber 17 of the master cylinder 10). And the corresponding relationship between each phase coil current (U, V, W phase current) will be described.
電動モータ40は、3相(U、V、W相)に対応した3つのコイル81U,81V,81Wを有している。各相のコイル81U,81V,81Wは、ECU70に延びる配線を介してインバータ回路71に接続されている。ECU70内における配線には、それぞれカレントセンサ83U,83V,83Wが設けられている。カレントセンサ83U,83V,83Wは、U、V、W相コイル81U,81V,81Wに流れる電流を計測して検出信号を制御回路73に出力する。なお、カレントセンサは必ずしも3個必要ではなく、2つの相のコイルの電流を測定し、残る1つの相のコイルの電流を計算により求めることもできる。
The electric motor 40 has three coils 81U, 81V, 81W corresponding to three phases (U, V, W phase). The coils 81U, 81V, 81W for each phase are connected to the inverter circuit 71 via wiring extending to the ECU 70. Current sensors 83U, 83V, and 83W are provided for wiring in the ECU 70, respectively. Current sensors 83U, 83V, and 83W measure currents flowing through U, V, and W phase coils 81U, 81V, and 81W, and output detection signals to control circuit 73. Note that three current sensors are not necessarily required, and it is also possible to measure the current of two phase coils and obtain the remaining one phase coil current by calculation.
まず、各相のコイル81U,81V,81Wの発熱は、各相のコイル81U,81V,81Wの抵抗と各相のコイル81U,81V,81Wの電流値(U、V、W相電流)の2乗の積である。このことから、各コイル81U,81V,81Wの温度上昇は各コイル81U,81V,81Wの電流値から推測することができる。すなわち、各相のコイル81U,81V,81Wの電流による温度上昇分ΔTu1,ΔTv1,ΔTw1は、比例定数k1と各コイル電流Iu,Iv,Iwの2乗と通電時間(単位時間)Δtの積で決まる。温度上昇分ΔTu1,ΔTv1,ΔTw1は、それぞれ(1)、(1)’、(1)”のように表すことができる。
First, the heat generation of the coils 81U, 81V, 81W of each phase is 2 of the resistance of the coils 81U, 81V, 81W of each phase and the current value (U, V, W phase current) of the coils 81U, 81V, 81W of each phase. It is a product of powers. From this, the temperature rise of each coil 81U, 81V, 81W can be estimated from the current value of each coil 81U, 81V, 81W. That is, the temperature rise ΔTu1, ΔTv1, ΔTw1 due to the currents of the coils 81U, 81V, 81W of each phase is the product of the proportionality constant k1, the square of each coil current Iu, Iv, Iw and the energization time (unit time) Δt. Determined. The temperature rises ΔTu1, ΔTv1, ΔTw1 can be expressed as (1), (1) ′, (1) ″, respectively.
ΔTu1=k1・Iu2×Δt・・・・・(1)
ΔTv1=k1・Iv2×Δt・・・・・(1)’
ΔTw1=k1・Iw2×Δt・・・・・(1)”
この式を用いて、発熱体(コイル)の断熱条件の温度上昇が分かる。なお、本実施形態においては、精度向上のため、以下のように、各相のコイル81U,81V,81Wからハウジング2等への熱伝達の特性を把握するようにしている。 ΔTu1 = k1 · Iu2 × Δt (1)
ΔTv1 = k1 · Iv2 × Δt (1) ′
ΔTw1 = k1 · Iw2 × Δt (1) "
Using this equation, the temperature rise in the heat insulation condition of the heating element (coil) can be found. In the present embodiment, in order to improve accuracy, the characteristics of heat transfer from the coils 81U, 81V, 81W of the respective phases to the housing 2 and the like are grasped as follows.
ΔTv1=k1・Iv2×Δt・・・・・(1)’
ΔTw1=k1・Iw2×Δt・・・・・(1)”
この式を用いて、発熱体(コイル)の断熱条件の温度上昇が分かる。なお、本実施形態においては、精度向上のため、以下のように、各相のコイル81U,81V,81Wからハウジング2等への熱伝達の特性を把握するようにしている。 ΔTu1 = k1 · Iu2 × Δt (1)
ΔTv1 = k1 · Iv2 × Δt (1) ′
ΔTw1 = k1 · Iw2 × Δt (1) "
Using this equation, the temperature rise in the heat insulation condition of the heating element (coil) can be found. In the present embodiment, in order to improve accuracy, the characteristics of heat transfer from the
各相のコイル81U,81V,81Wで発生した熱は、ステータ41の鉄心を通してハウジング2側ヘ流れると共に、ステータ41の鉄心を通して隣接する他の相のコイルヘも流れる。本実施形態では、この2つの熱伝達経路の特性を把握し、ハウジング2の材料及び形状について良好な熱伝達特性を得るように設定し、かつ温度分布が少ないように設定している。熱伝達については、図3に示すようにモデル化されるものになっている。
The heat generated in the coils 81U, 81V, 81W of each phase flows to the housing 2 side through the iron core of the stator 41 and also flows to other adjacent coils through the iron core of the stator 41. In the present embodiment, the characteristics of these two heat transfer paths are grasped, the material and shape of the housing 2 are set so as to obtain good heat transfer characteristics, and the temperature distribution is set to be small. The heat transfer is modeled as shown in FIG.
そして、各相のコイル81U,81V,81Wからハウジング2への熱伝達によるコイルの温度変化は、コイル温度Tu,Tv,Twと温度センサ80によるハウジング温度Thとの差と、各相のコイル81U,81V,81Wとハウジング2間の熱伝達の特性から求めることができる。k2をコイルとハウジング間の熱伝達の定数とすると、単位時間Δtにおける、コイルの温度変化分ΔTu2,ΔTv2,ΔTw2は、それぞれ式(2)、(2)’、(2)”のように示すことができる。
And the temperature change of the coil by the heat transfer from the coils 81U, 81V, 81W of each phase to the housing 2 includes the difference between the coil temperature Tu, Tv, Tw and the housing temperature Th by the temperature sensor 80, and the coil 81U of each phase. , 81V, 81W and the characteristics of heat transfer between the housing 2 and the housing 2. Assuming that k2 is a constant for heat transfer between the coil and the housing, the temperature changes ΔTu2, ΔTv2, ΔTw2 of the coil in unit time Δt are respectively expressed by equations (2), (2) ′, and (2) ″. be able to.
ΔTu2=(Tu-Th)×(1-EXP(k2×Δt))・・・・(2)
ΔTv2=(Tv-Th)×(1-EXP(k2×Δt))・・・・(2)’
ΔTw2=(Tw-Th)×(1-EXP(k2×Δt))・・・・(2)”
また、ステータ41の一の相のコイル(例えば、U相コイル81U)から、他の相のコイル(V、W相コイル81V,81W)への熱伝達による前記一の相のコイル(U相コイル81U)の温度変化(ΔTu3)は、各相のコイル温度の差とコイル間の熱伝達の特性とから求めることができる。すなわち、k3をコイル間の熱伝達の定数とすると、単位時間ΔtにおけるU相コイル81Uの温度変化ΔTu3は、V相との温度差と、W相との温度差の影響を受け、(3)式のようになる。また、V、W相コイル81V,81Wの温度変化分ΔTv3,ΔTw3は、それぞれ(3)’、(3)”式のようになる。 ΔTu2 = (Tu−Th) × (1-EXP (k2 × Δt)) (2)
ΔTv2 = (Tv−Th) × (1−EXP (k2 × Δt)) (2) ′
ΔTw2 = (Tw−Th) × (1-EXP (k2 × Δt)) (2) ”
Further, the one-phase coil (U-phase coil) by heat transfer from the one-phase coil (for example,U-phase coil 81U) of the stator 41 to the other-phase coils (V, W- phase coils 81V, 81W). 81U) temperature change (ΔTu3) can be obtained from the difference in coil temperature of each phase and the characteristics of heat transfer between the coils. That is, if k3 is a constant for heat transfer between the coils, the temperature change ΔTu3 of the U-phase coil 81U per unit time Δt is affected by the temperature difference from the V phase and the temperature difference from the W phase. It becomes like the formula. Further, the temperature changes ΔTv3 and ΔTw3 of the V and W phase coils 81V and 81W are expressed by equations (3) ′ and (3) ”, respectively.
ΔTv2=(Tv-Th)×(1-EXP(k2×Δt))・・・・(2)’
ΔTw2=(Tw-Th)×(1-EXP(k2×Δt))・・・・(2)”
また、ステータ41の一の相のコイル(例えば、U相コイル81U)から、他の相のコイル(V、W相コイル81V,81W)への熱伝達による前記一の相のコイル(U相コイル81U)の温度変化(ΔTu3)は、各相のコイル温度の差とコイル間の熱伝達の特性とから求めることができる。すなわち、k3をコイル間の熱伝達の定数とすると、単位時間ΔtにおけるU相コイル81Uの温度変化ΔTu3は、V相との温度差と、W相との温度差の影響を受け、(3)式のようになる。また、V、W相コイル81V,81Wの温度変化分ΔTv3,ΔTw3は、それぞれ(3)’、(3)”式のようになる。 ΔTu2 = (Tu−Th) × (1-EXP (k2 × Δt)) (2)
ΔTv2 = (Tv−Th) × (1−EXP (k2 × Δt)) (2) ′
ΔTw2 = (Tw−Th) × (1-EXP (k2 × Δt)) (2) ”
Further, the one-phase coil (U-phase coil) by heat transfer from the one-phase coil (for example,
ΔTu3=(Tu-Tv)×(1-EXP(k3×Δt))+(Tu-Tw)×(1-EXP(k3×Δt))・・(3)
ΔTv3=(Tv-Tw)×(1-EXP(k3×Δt))+(Tv-Tu)×(1-EXP(k3×Δt))・・(3)’
ΔTw3=(Tw-Tu)×(1-EXP(k3×Δt))+(Tw-Tv)×(1-EXP(k3×Δt))・・(3)”
(1)、(1)’、(1)”式のコイル通電電流から求めた各相のコイル81U,81V,81Wの温度上昇分ΔTu1,ΔTv1,ΔTw1から、(2)、(2)’、(2)”式の各相のコイル81U,81V,81Wとハウジング2間の熱伝達の特性による温度減少分ΔTu2,ΔTv2,ΔTw2と、(3)、(3)’、(3)”式の各相のコイル81U,81V,81W間の熱伝達による温度減少分ΔTu3,ΔTv3,ΔTw3と、を減算すれば、単位時間Δtあたりの各相のコイル81U,81V,81Wの温度変化分を推定することができる。そして、これら各相のコイル81U,81V,81Wの推定温度変化分に、ハウジングに取り付けた温度センサ80の実測温度(初期値)に基づいて推定された前回の各相のコイル温度の推定値を加算すれば、現在の各相のコイル温度Tu(n)、Tv(n)、Tw(n)を推定することができる。このときの計算式は以下の(4)、(4)’、(4)”のようになる。 ΔTu3 = (Tu−Tv) × (1−EXP (k3 × Δt)) + (Tu−Tw) × (1−EXP (k3 × Δt)) (3)
ΔTv3 = (Tv−Tw) × (1−EXP (k3 × Δt)) + (Tv−Tu) × (1−EXP (k3 × Δt)) (3) ′
ΔTw3 = (Tw−Tu) × (1−EXP (k3 × Δt)) + (Tw−Tv) × (1−EXP (k3 × Δt)) (3) ”
From the temperature rises ΔTu1, ΔTv1, ΔTw1 of the coils 81U, 81V, 81W of the respective phases obtained from the coil energization current of the expressions (1), (1) ′, (1) ”, (2), (2) ′, (2) The temperature reductions ΔTu2, ΔTv2, ΔTw2 due to the characteristics of heat transfer between the coils 81U, 81V, 81W and the housing 2 of each phase of the equation (3), (3) ′, (3) ” By subtracting the temperature decrease ΔTu3, ΔTv3, ΔTw3 due to heat transfer between the coils 81U, 81V, 81W of each phase, the temperature change of the coils 81U, 81V, 81W of each phase per unit time Δt is estimated. The coil temperature of each previous phase estimated based on the actually measured temperature (initial value) of the temperature sensor 80 attached to the housing for the estimated temperature change of the coils 81U, 81V, 81W of each phase. Add an estimate of Thus, the current coil temperatures Tu (n), Tv (n), and Tw (n) of each phase can be estimated, and the calculation formulas at this time are the following (4), (4) ′, (4 )"become that way.
ΔTv3=(Tv-Tw)×(1-EXP(k3×Δt))+(Tv-Tu)×(1-EXP(k3×Δt))・・(3)’
ΔTw3=(Tw-Tu)×(1-EXP(k3×Δt))+(Tw-Tv)×(1-EXP(k3×Δt))・・(3)”
(1)、(1)’、(1)”式のコイル通電電流から求めた各相のコイル81U,81V,81Wの温度上昇分ΔTu1,ΔTv1,ΔTw1から、(2)、(2)’、(2)”式の各相のコイル81U,81V,81Wとハウジング2間の熱伝達の特性による温度減少分ΔTu2,ΔTv2,ΔTw2と、(3)、(3)’、(3)”式の各相のコイル81U,81V,81W間の熱伝達による温度減少分ΔTu3,ΔTv3,ΔTw3と、を減算すれば、単位時間Δtあたりの各相のコイル81U,81V,81Wの温度変化分を推定することができる。そして、これら各相のコイル81U,81V,81Wの推定温度変化分に、ハウジングに取り付けた温度センサ80の実測温度(初期値)に基づいて推定された前回の各相のコイル温度の推定値を加算すれば、現在の各相のコイル温度Tu(n)、Tv(n)、Tw(n)を推定することができる。このときの計算式は以下の(4)、(4)’、(4)”のようになる。 ΔTu3 = (Tu−Tv) × (1−EXP (k3 × Δt)) + (Tu−Tw) × (1−EXP (k3 × Δt)) (3)
ΔTv3 = (Tv−Tw) × (1−EXP (k3 × Δt)) + (Tv−Tu) × (1−EXP (k3 × Δt)) (3) ′
ΔTw3 = (Tw−Tu) × (1−EXP (k3 × Δt)) + (Tw−Tv) × (1−EXP (k3 × Δt)) (3) ”
From the temperature rises ΔTu1, ΔTv1, ΔTw1 of the
Tu(n)=(k1×Iu2)×Δt-(Tu(n-1)-Th)×(1-EXP(k2×Δt))
-(Tu(n-1)-Tv(n-1))×(1-EXP(k3×Δt))
-(Tu(n-1)-Tw(n-1))×(1-EXP(k3×Δt))
+Tu(n-1)・・・(4)
Tv(n)=(k1×Iv2)×Δt-(Tv(n-1)-Th)×(1-EXP(k2×Δt))
-(Tv(n-1)-Tw(n-1))×(1-EXP(k3×Δt))
-(Tv(n-1)-Tu(n-1))×(1-EXP(k3×Δt))
+Tv(n-1)・・・(4)’
Tw(n)=(k1×Iw2)×Δt-(Tw(n-1)-Th)×(1-EXP(k2×Δt))
-(Tw(n-1)-Tu(n-1))×(1-EXP(k3×Δt))
-(Tw(n-1)-Tv(n-1))×(1-EXP(k3×Δ)t))
+Tw(n-1)・・・(4)”
上記の各相のコイル温度Tu、Tv、Twの推定は、ブレーキシステムが稼動している間、単位時間Δtごとに行われており、上記式(4)、(4)’、(4)”のTu(n-1),Tv(n-1),Tw(n-1)は、前回の各相のコイル温度の推定値を記憶したものである。また、コイル温度の初期値Tu(1)、Tv(1)、Tw(1))は、それぞれブレーキシステム起動時のハウジング温度Th(上記初期値となる実測温度)が記憶されるようになっている。 Tu (n) = (k1 × Iu2) × Δt− (Tu (n−1) −Th) × (1-EXP (k2 × Δt))
-(Tu (n-1) -Tv (n-1)) × (1-EXP (k3 × Δt))
-(Tu (n-1) -Tw (n-1)) × (1-EXP (k3 × Δt))
+ Tu (n-1) (4)
Tv (n) = (k1 × Iv2) × Δt− (Tv (n−1) −Th) × (1-EXP (k2 × Δt))
− (Tv (n−1) −Tw (n−1)) × (1-EXP (k3 × Δt))
− (Tv (n−1) −Tu (n−1)) × (1-EXP (k3 × Δt))
+ Tv (n-1) (4) '
Tw (n) = (k1 × Iw2) × Δt− (Tw (n−1) −Th) × (1-EXP (k2 × Δt))
-(Tw (n-1) -Tu (n-1)) × (1-EXP (k3 × Δt))
− (Tw (n−1) −Tv (n−1)) × (1-EXP (k3 × Δ) t))
+ Tw (n-1) (4) "
The estimation of the coil temperature Tu, Tv, Tw of each phase is performed for each unit time Δt while the brake system is in operation, and the above equations (4), (4) ′, (4) ″ Tu (n−1), Tv (n−1), and Tw (n−1) of the above are stored the previous estimated values of the coil temperature of each phase, and the initial value Tu (1) of the coil temperature. ), Tv (1), Tw (1)) are stored with housing temperature Th (actually measured temperature as the initial value) when the brake system is activated.
-(Tu(n-1)-Tv(n-1))×(1-EXP(k3×Δt))
-(Tu(n-1)-Tw(n-1))×(1-EXP(k3×Δt))
+Tu(n-1)・・・(4)
Tv(n)=(k1×Iv2)×Δt-(Tv(n-1)-Th)×(1-EXP(k2×Δt))
-(Tv(n-1)-Tw(n-1))×(1-EXP(k3×Δt))
-(Tv(n-1)-Tu(n-1))×(1-EXP(k3×Δt))
+Tv(n-1)・・・(4)’
Tw(n)=(k1×Iw2)×Δt-(Tw(n-1)-Th)×(1-EXP(k2×Δt))
-(Tw(n-1)-Tu(n-1))×(1-EXP(k3×Δt))
-(Tw(n-1)-Tv(n-1))×(1-EXP(k3×Δ)t))
+Tw(n-1)・・・(4)”
上記の各相のコイル温度Tu、Tv、Twの推定は、ブレーキシステムが稼動している間、単位時間Δtごとに行われており、上記式(4)、(4)’、(4)”のTu(n-1),Tv(n-1),Tw(n-1)は、前回の各相のコイル温度の推定値を記憶したものである。また、コイル温度の初期値Tu(1)、Tv(1)、Tw(1))は、それぞれブレーキシステム起動時のハウジング温度Th(上記初期値となる実測温度)が記憶されるようになっている。 Tu (n) = (k1 × Iu2) × Δt− (Tu (n−1) −Th) × (1-EXP (k2 × Δt))
-(Tu (n-1) -Tv (n-1)) × (1-EXP (k3 × Δt))
-(Tu (n-1) -Tw (n-1)) × (1-EXP (k3 × Δt))
+ Tu (n-1) (4)
Tv (n) = (k1 × Iv2) × Δt− (Tv (n−1) −Th) × (1-EXP (k2 × Δt))
− (Tv (n−1) −Tw (n−1)) × (1-EXP (k3 × Δt))
− (Tv (n−1) −Tu (n−1)) × (1-EXP (k3 × Δt))
+ Tv (n-1) (4) '
Tw (n) = (k1 × Iw2) × Δt− (Tw (n−1) −Th) × (1-EXP (k2 × Δt))
-(Tw (n-1) -Tu (n-1)) × (1-EXP (k3 × Δt))
− (Tw (n−1) −Tv (n−1)) × (1-EXP (k3 × Δ) t))
+ Tw (n-1) (4) "
The estimation of the coil temperature Tu, Tv, Tw of each phase is performed for each unit time Δt while the brake system is in operation, and the above equations (4), (4) ′, (4) ″ Tu (n−1), Tv (n−1), and Tw (n−1) of the above are stored the previous estimated values of the coil temperature of each phase, and the initial value Tu (1) of the coil temperature. ), Tv (1), Tw (1)) are stored with housing temperature Th (actually measured temperature as the initial value) when the brake system is activated.
各コイルの温度推定をフローチャートに示すと、図4のようになる。この各コイルの温度推定処理は、ブレーキシステムが起動している間、継続的に制御回路73により行われるようになっている。
Fig. 4 shows the temperature estimation of each coil in the flowchart. The temperature estimation process for each coil is continuously performed by the control circuit 73 while the brake system is activated.
ステップS1にて、例えば、イグニッションキーがオンされ、ブレーキシステムが起動すると、各相のコイル81U,81V,81Wには電流Iが流れていないため、各相のコイル81U,81V,81Wとハウジング2との温度は等しくなっていると判断し、各相のコイル81U,81V,81Wの推定温度は、初期値としてハウジング温度(システム起動時にハウジング温度Thを計測)と同じに設定する。
In step S1, for example, when the ignition key is turned on and the brake system is activated, the current I does not flow through the coils 81U, 81V, 81W of the phases, so the coils 81U, 81V, 81W of the phases and the housing 2 Are estimated to be equal to each other, and the estimated temperatures of the coils 81U, 81V, 81W of the respective phases are set to the same value as the housing temperature (the housing temperature Th is measured when the system is started) as an initial value.
ステップS2でハウジング温度Thを計測し、ステップS3で、単位時間Δtの間の各相のコイル81U,81V,81Wの温度変化分と、前回の各コイル温度推定値Tu(n-1),Tv(n-1),Tw(n-1)とを加算することにより、現在の各コイル温度推定値Tu(n),Tv(n),Tw(n))を求めることができる。そして、ステップS4でブレーキシステムが停止したか否かが判断され、ブレーキシステムの稼働中はステップS2とS3とが繰り返される。イグニッションキーがオフされ、ステップS4でブレーキシステムが停止したときに、各コイルの温度推定を終了する。
In step S2, the housing temperature Th is measured, and in step S3, the temperature change of the coils 81U, 81V, 81W of each phase during the unit time Δt and the previous estimated coil temperature values Tu (n−1), Tv. By adding (n-1) and Tw (n-1), the current estimated coil temperature values Tu (n), Tv (n), and Tw (n)) can be obtained. Then, it is determined in step S4 whether or not the brake system has stopped, and steps S2 and S3 are repeated while the brake system is operating. When the ignition key is turned off and the brake system is stopped in step S4, the temperature estimation of each coil is finished.
つぎに、本実施形態における電動モータの制御の概要を説明する。
Next, an outline of the control of the electric motor in this embodiment will be described.
車両の走行中のブレーキ動作においては、発生液圧が低い場合は、各相のコイルの発熱量が少なく、また、発生液圧が高い場合には短時間で車両が減速又は停止するため、電動倍力装置のモータの温度上昇は一般に大きくはない。むしろ、電動倍力装置の電動モータにとっての温度上昇が厳しいのは、停車中にブレーキペダルが強く踏み続けられた場合となっている。
In braking operation while the vehicle is running, if the generated hydraulic pressure is low, the amount of heat generated by the coils of each phase is small, and if the generated hydraulic pressure is high, the vehicle decelerates or stops in a short time. The temperature rise of the booster motor is generally not large. Rather, the temperature rise for the electric motor of the electric booster is severe when the brake pedal is continuously depressed while the vehicle is stopped.
特に、電動モータ40の回転が停止し、マスタシリンダ10に発生させる液圧を一定液圧に保持する場合には、3相のコイル81U,81V,81Wのうちの電流値の絶対値が大きい相のコイルの発熱が大きくなる。そして、コイルの温度上昇が進み、仮に1相のコイルでもその温度が、その耐熱温度を超えてしまうと、コイルの焼損を惹起する虞がある。
In particular, when the rotation of the electric motor 40 is stopped and the hydraulic pressure generated in the master cylinder 10 is maintained at a constant hydraulic pressure, the phase having a large absolute value of the current value of the three- phase coils 81U, 81V, 81W. The coil heat generation increases. And if the temperature rise of a coil progresses and the temperature will exceed the heat-resistant temperature also in the coil of one phase, there exists a possibility of causing the burning of a coil.
ECU70(制御回路73)は、回転センサ66により検出されるロータ42の回転位置に応じて効率的に電流を流すようモータの電気角度を決定し、これに基づき、電動モータ40の3相のコイル81U,81V,81Wに流れる電流は、図5に示すようにモータの電気角度で各相の電流配分が決まる。モータが回転しているときには、各相に同様な電流の振幅があるため各相、同様に温度上昇する。しかし、回転が停止した状態で、トルクを発生していると、モータ位置により発熱は異なり、交流のピーク電流(ピーク値を示す電流)が流れる位置のときにコイルの発熱は最大になる。図5中の(i)の位置では、U相コイル、(ii)の位置ではW相コイル、(iii)の位置ではV相コイルの発熱が最大となる。
The ECU 70 (control circuit 73) determines the electrical angle of the motor so that the current flows efficiently according to the rotational position of the rotor 42 detected by the rotation sensor 66, and based on this, the three-phase coil of the electric motor 40 The current flowing through 81U, 81V, and 81W is determined by the electric angle of the motor as shown in FIG. When the motor is rotating, the temperature rises in the same manner in each phase because there is a similar amplitude of current in each phase. However, when torque is generated in a state where rotation is stopped, heat generation differs depending on the motor position, and the heat generation of the coil is maximized at a position where an alternating peak current (current indicating a peak value) flows. In the position (i) in FIG. 5, the heat generation of the U-phase coil, the W-phase coil at the position (ii), and the V-phase coil at the position (iii) are maximized.
上述したように、本実施形態では、マスタシリンダ10内の圧力室17、18でブレーキ液圧を発生させる。このマスタシリンダ10の発生液圧とモータのU,V,W各相のコイル電流(U、V、W相電流)とは、例えば、図6に示すような対応関係を有している。
As described above, in this embodiment, the brake fluid pressure is generated in the pressure chambers 17 and 18 in the master cylinder 10. The generated hydraulic pressure of the master cylinder 10 and the coil currents (U, V, W phase currents) of the U, V, W phases of the motor have a correspondence relationship as shown in FIG. 6, for example.
電動モータ40は、3相の実効電流に比例してトルクを発生し、液圧が高くなると電動モータ40に必要なトルクが大きくなるため、電流の振幅(実効電流)が大きくなる。
The electric motor 40 generates torque in proportion to the three-phase effective current, and the torque required for the electric motor 40 increases as the hydraulic pressure increases, so the current amplitude (effective current) increases.
電動モータ40の発熱は、電流の2乗に比例するため、発生液圧が高いほど実効電流が大きくなって発熱が大きくなる。
Since the heat generation of the electric motor 40 is proportional to the square of the current, the higher the generated fluid pressure, the larger the effective current and the greater the heat generation.
通常、電動倍力装置1の発生液圧は、ブレーキペダルの踏力に応じて発生させる。しかし、ブレーキペダルが、強い力で、かつ、長時間にわたって踏まれた場合には、電動モータ40の各相のコイル81U,81V,81Wの焼損防止を図るとともに、マスタシリンダ10による液圧発生時間を長くする必要がある。
Normally, the hydraulic pressure generated by the electric booster 1 is generated according to the depression force of the brake pedal. However, when the brake pedal is stepped for a long time with a strong force, the coil 81U, 81V, 81W of each phase of the electric motor 40 is prevented from being burned out and the hydraulic pressure generation time by the master cylinder 10 is prevented. Need to be long.
すなわち、例えば、図6に示すように、発生液圧が4MPaの位置〔(iv)〕で連続して通電していると、W相コイル81Wを流れる電流(W相電流)がピーク値となるために、W相コイル81Wの温度上昇が大きくなる。
That is, for example, as shown in FIG. 6, when energized continuously at a position [(iv)] where the generated hydraulic pressure is 4 MPa, the current flowing through the W-phase coil 81 </ b> W (W-phase current) has a peak value. For this reason, the temperature rise of the W-phase coil 81W increases.
例えば、エンジンルーム内の温度が100℃で、電動倍力装置も100℃になっている際に、図6に示すように、発生液圧が4MPaの位置で通電を開始した場合、各相コイルの温度は、例えば、図7に示すような変化を呈し、電流がピーク値となっているW相コイル81Wの温度上昇が早く進み、通電開始後、約1200秒で170℃に達する。
For example, when energization is started at a position where the generated hydraulic pressure is 4 MPa as shown in FIG. 6 when the temperature in the engine room is 100 ° C. and the electric booster is also 100 ° C., each phase coil 7, for example, changes as shown in FIG. 7, and the temperature rise of the W-phase coil 81W in which the current is at a peak value proceeds rapidly, and reaches 170 ° C. in about 1200 seconds after the start of energization.
そして、W相コイル81Wにピーク電流が流れ続けた場合には、約2500秒でW相コイル81Wの温度が、各コイル81U,81V,81W、又は、これらコイル近傍の部品の耐熱温度である180℃に達してしまう。本実施形態においては、コイルの温度上昇を上記耐熱温度まで到達しないように制限するための基準温度T0を170℃として、この基準温度T0に達したときに電流をピーク値からずれるようにロータ42を移動させる制御を行なう。すなわち、2相間(W-V間)に通電してV、W相電流について絶対値を同等とし、U相電流を0(最低値)とする状態とするために、例えば、図5の(ii)の電気角度150°の状態から電気角度を30°ずらして電気角度180°となるように電流振幅を増大させる制御を行なう。この電流振幅の増大に応じてロータ42が電気角度30°分に対応する角度だけ回転し、電気角度が150°の状態から180°にずれることになる。これにより、W相コイル81Wの温度を160℃まで下げることができ、電動モータ40のコイル温度の上昇を抑制することができる。また、上記のように1回の制御により、耐熱温度180℃に達する時間は、約7000秒に延びる。この結果、マスタシリンダ10による液圧発生時間を長くすることが可能となる。なお、上記時間は、コイルの材質、線径、コイル近傍の部品またはECU70内の部品の耐熱温度等により変わってくるものであり、例えば、コイルとしてより細い線径のものを使用するとコイルの耐熱性が落ちるので、上記時間は、より短い時間となる。
When the peak current continues to flow through the W-phase coil 81W, the temperature of the W-phase coil 81W is about 180 seconds, which is the heat resistance temperature of each coil 81U, 81V, 81W, or a component in the vicinity of these coils. It will reach ℃. In this embodiment, the reference temperature T0 for limiting the temperature rise of the coil so as not to reach the heat resistant temperature is set to 170 ° C., and when the reference temperature T0 is reached, the current is deviated from the peak value. Control to move the. That is, in order to make the absolute values of the V and W phase currents equal to each other and the U phase current to 0 (minimum value) by energizing between the two phases (between W and V), for example, (ii) in FIG. The electrical amplitude is increased by 30 ° from the state of the electrical angle of 150 °) so that the electrical angle is increased by 180 °. As the current amplitude increases, the rotor 42 rotates by an angle corresponding to an electrical angle of 30 °, and the electrical angle shifts from a state of 150 ° to 180 °. Thereby, the temperature of W-phase coil 81W can be lowered to 160 ° C., and an increase in coil temperature of electric motor 40 can be suppressed. Further, as described above, the time to reach the heat resistant temperature of 180 ° C. is extended to about 7000 seconds by one control. As a result, the hydraulic pressure generation time by the master cylinder 10 can be extended. Note that the above time varies depending on the coil material, wire diameter, heat resistance temperature of components in the vicinity of the coil or components in the ECU 70, etc. For example, if a coil with a smaller wire diameter is used, the heat resistance of the coil The above time becomes a shorter time because the characteristics are reduced.
本実施形態では、上述したようにして電動モータ40の各相のコイル温度の上昇を抑制できる。また、電動モータ40の各相のコイル温度の上昇を抑制するために、ロータ位置を移動させずに効率のよくない電気角度にして位相をずらす制御を行なうことも考えられるが、この場合にはモータの効率が下がり、発生するモータトルクが小さくなってしまう。本実施形態ではこのようなことを回避できる。
In the present embodiment, an increase in coil temperature of each phase of the electric motor 40 can be suppressed as described above. In addition, in order to suppress an increase in the coil temperature of each phase of the electric motor 40, it may be possible to perform control to shift the phase to an inefficient electric angle without moving the rotor position. The efficiency of the motor is reduced, and the generated motor torque is reduced. In the present embodiment, this can be avoided.
つぎに、本実施形態における電動モータの制御の詳細を説明する。
Next, details of the control of the electric motor in the present embodiment will be described.
上述した電動モータ40の各相のコイル81U,81V,81Wの焼損防止を図るために、ECU70(制御回路73)により図8のフローチャートに示す通電電流制御を行なう。
In order to prevent burning of the coils 81U, 81V, 81W of each phase of the electric motor 40 described above, the energization current control shown in the flowchart of FIG. 8 is performed by the ECU 70 (control circuit 73).
まず、この制御は、ブレーキペダルが踏まれたことをポテンショメータ65により検出した後に、ブースタピストン31を推進するための電動モータ40への制御と並列して行われるようになっている。
First, this control is performed in parallel with the control to the electric motor 40 for propelling the booster piston 31 after the potentiometer 65 detects that the brake pedal has been depressed.
ステップS11で、ブレーキペダルの踏込みが一定の力で踏み続けられているかを、回転角センサ66の検出信号に基づいて、ロータ42が所定時間その回転停止が継続しているか否かで判定する。このステップS11でロータ42が所定時間その回転を停止していると判定された場合には、ステップ12へ進む。ここで、この所定時間は、マスタシリンダ10の最大液圧時における最大ピーク電流値を各相のコイル81U,81V,81Wに流したときの耐熱温度に達するまでの時間よりも短い時間で設定されている。また、本発明において「ロータ42の回転停止が継続している」とは、ロータ42が完全に回転を停止している場合の他、電気角度の変化が3相のコイル81U,81V,81Wのうちのいずれかの相がピーク値またはその前後の大きな電流値から逸脱しない範囲でごく僅かにロータ42が回転する場合をも含むものとして用いている。
In step S11, whether or not the brake pedal is being depressed with a constant force is determined based on the detection signal of the rotation angle sensor 66 based on whether or not the rotor 42 has been stopped from rotating for a predetermined time. If it is determined in step S11 that the rotor 42 has stopped rotating for a predetermined time, the process proceeds to step 12. Here, the predetermined time is set to be shorter than the time required to reach the heat resistant temperature when the maximum peak current value at the maximum hydraulic pressure of the master cylinder 10 is passed through the coils 81U, 81V, 81W of the respective phases. ing. Further, in the present invention, “rotation stop of the rotor 42 is continued” means that the change in the electrical angle of the three- phase coils 81U, 81V, 81W is not limited to the case where the rotor 42 has completely stopped rotating. It is used to include a case where the rotor 42 rotates very slightly within a range in which any one of the phases does not deviate from the peak value or a large current value before and after the peak value.
ステップS12では、上述した図4のフローチャートに示す各コイルの温度推定結果を取得して、ステップ13に移る。ステップ13では、各相のコイル81U,81V,81Wのうち、いずれかのコイル温度Tu,Tv,Twが、上述した耐熱温度(例えば、180℃)などに基づいて予め定められた基準温度T0(例えば、170℃)に達したか否かを判断する。この判断は、いずれかの相のコイル温度Tu,Tv,Twが基準温度T0に達するまで行われ、ブレーキペダルが操作されてロータ42が再回転し始めたことを回転角センサ66の検出信号に基づいてステップS14で判定した場合には、このフローチャートの制御を終了させる。
In step S12, the temperature estimation result of each coil shown in the flowchart of FIG. 4 described above is acquired, and the process proceeds to step 13. In step 13, among the coils 81U, 81V, 81W of each phase, any one of the coil temperatures Tu, Tv, Tw is determined based on the reference temperature T0 (predetermined based on the above-described heat resistant temperature (for example, 180 ° C.)). For example, it is determined whether or not the temperature has reached 170.degree. This determination is performed until the coil temperature Tu, Tv, Tw of any phase reaches the reference temperature T0, and the detection signal of the rotation angle sensor 66 indicates that the rotor 42 has started to rotate again by operating the brake pedal. If it is determined in step S14 based on this, the control of this flowchart is terminated.
ステップS13で、いずれかの相のコイル温度Tu,Tv,Twが基準温度T0に達した場合には、ステップS15において、各相のコイル81U,81V,81Wを流れる電流値(U、V、W相電流)がピーク値からずれる位置となるように、マスタシリンダ10の発生液圧が大きくなる方向(ブースタピストン31が前進する方向)、すなわち、ロータ42が電気角度で60°進角する方向に正回転するように制御する。この制御においては、例えば、ロータ42の電気角度が、図5の(ii)位置、すなわち、図6の(iv)位置となっている状態でW相コイル81Wのコイル温度Twが基準温度T0に達したときに、ロータ42を電気角度で60°大きくなる方向に回転させるようにしている。
If the coil temperature Tu, Tv, Tw of any phase reaches the reference temperature T0 in step S13, the current values (U, V, W) flowing through the coils 81U, 81V, 81W of the respective phases in step S15. In the direction in which the hydraulic pressure generated in the master cylinder 10 increases (the direction in which the booster piston 31 moves forward), that is, in the direction in which the rotor 42 advances by 60 ° in terms of electrical angle, so that the phase current is shifted from the peak value. Control to rotate forward. In this control, for example, the coil temperature Tw of the W-phase coil 81W is set to the reference temperature T0 when the electrical angle of the rotor 42 is at the position (ii) in FIG. 5, that is, the position (iv) in FIG. When it reaches, the rotor 42 is rotated in a direction that increases the electrical angle by 60 °.
この場合、W相コイル81Wは、そのコイル電流がピーク値からずれて小さくなることで、その温度が低下してW相コイル81Wの電流値の絶対値が同等の電流値となるU相コイル81Uの温度と同等値になる。なお、このとき、ロータ42をブースタピストン31が前進する方向に回転させることで、マスタシリンダ10の圧力室17の液圧が増大することになり、その分の反力が入力ロッド17を介してブレーキペダルに伝達されてしまうことになるが、本実施形態において、電気角度の60°はロータ42の回転角で7.5°となっているため、液圧の上昇はわずかであり、ブレーキペダルは強い力で踏まれているため、運転者に然程、違和感を与えることはない。
In this case, the W-phase coil 81W has a U-phase coil 81U whose absolute value of the current value of the W-phase coil 81W becomes equal to the current value when the coil current decreases from the peak value and becomes smaller. It becomes the same value as the temperature. At this time, by rotating the rotor 42 in the direction in which the booster piston 31 moves forward, the hydraulic pressure in the pressure chamber 17 of the master cylinder 10 increases, and the reaction force corresponding to the hydraulic pressure is transmitted via the input rod 17. In this embodiment, since the electrical angle of 60 ° is 7.5 ° of the rotation angle of the rotor 42, the hydraulic pressure rises slightly, and the brake pedal is transmitted to the brake pedal. Because it is stepped on with a strong force, it does not give the driver a sense of incongruity.
つぎに、ステップS16では、再びステップ12と同様に各コイルの温度推定結果を取得して、ステップ17に移る。ステップ17では、ステップ13と同様に、各相のコイル81U,81V,81Wのうち、いずれかのコイル温度Tu,Tv,Twが、基準温度T0に達したか否かを判断する。この判断は、いずれかの相のコイル温度Tu,Tv,Twが基準温度T0に達するまで行われ、ブレーキペダルが操作されてロータ42が再回転し始めたことを回転角センサ66の検出信号に基づいてステップS18で判定した場合には、このフローチャートの制御を終了させる。
Next, in step S16, the temperature estimation result of each coil is acquired again as in step 12, and the process proceeds to step 17. In Step 17, as in Step 13, it is determined whether any one of the coil temperatures Tu, Tv, Tw among the coils 81U, 81V, 81W of each phase has reached the reference temperature T0. This determination is performed until the coil temperature Tu, Tv, Tw of any phase reaches the reference temperature T0, and the detection signal of the rotation angle sensor 66 indicates that the rotor 42 has started to rotate again by operating the brake pedal. If it is determined in step S18 based on this, the control of this flowchart is terminated.
ステップS17で、いずれかの相のコイル温度Tu,Tv,Twが基準温度T0に達した場合には、ステップS19において、各相のコイル81U,81V,81Wを流れる電流(U、V、W相電流)がピーク値からずれる位置となるように、ブースタピストン31が後退するする方向、すなわち、ロータ42が電気角度で60°小さくなる方向に逆回転するように制御する。この制御においては、ステップS15の処理によって、ロータ42の電気角度が、図5の(iii)位置となっている状態であるため、電流がピーク値となっているV相コイル81Vのコイル温度Tvが基準温度T0に達したときに、ロータ42を電気角度で60°小さくなる方向に回転させて、元の回転角度の位置にロータ42を戻すようにしている。この場合、V相コイル81Vは、そのコイル電流がピーク値からずれて小さくなることで、その温度が低下してV相コイル81Vの電流値の絶対値が同等の電流値となるU相コイル81Uの温度と同等値になる。また、この場合、ブレーキ力が僅かに弱くなるが、先のステップS15でブレーキ力を僅かに強くしているので、元のブレーキ力に戻るだけであり、支障が生じることはない。
If the coil temperature Tu, Tv, Tw of any phase reaches the reference temperature T0 in step S17, the current (U, V, W phase) flowing through the coils 81U, 81V, 81W of the respective phases is determined in step S19. Control is performed so that the booster piston 31 moves backward, that is, the rotor 42 rotates reversely in a direction where the electrical angle is reduced by 60 ° so that the current is shifted from the peak value. In this control, since the electrical angle of the rotor 42 is in the position (iii) of FIG. 5 by the process of step S15, the coil temperature Tv of the V-phase coil 81V at which the current is at the peak value. When the temperature reaches the reference temperature T0, the rotor 42 is rotated in a direction to reduce the electrical angle by 60 °, and the rotor 42 is returned to the original rotational angle position. In this case, the V-phase coil 81V has a U-phase coil 81U whose absolute value of the current value of the V-phase coil 81V becomes equal to the current value when the coil current decreases from the peak value and becomes smaller. It becomes the same value as the temperature. In this case, the braking force is slightly weakened. However, since the braking force is slightly strengthened in the previous step S15, only the original braking force is returned, and no trouble is caused.
そして、このステップS19の処理が終了すると、再びステップS12に戻り、ステップS14またはステップ18において、ブレーキペダルが操作されてロータ42が再回転し始めるまで、各相のコイル81U,81V,81Wいずれかのコイル温度が基準温度T0に達する度毎に、図5における電気角度の(ii)位置と(iii)位置との間でロータ42の正逆回転を繰り返し行なうことで、電流の電動モータ40の各相のコイル81U,81V,81Wのコイル温度の上昇を抑制することができる。なお、ステップ15の処理で、増大することになるマスタシリンダ10の発生液圧は、ステップS19の処理によりロータ42をブースタピストン31が後退する方向に回転させることで、マスタシリンダ10の発生液圧が減少して、元の液圧に戻ることになる。この際には、ステップS11で、ロータ42が所定時間その回転を停止していると判定された時点におけるマスタシリンダ10の発生液圧を下回らないようにする。このように交番的にロータ42の回転位置を移動させることにより、ブレーキペダルを踏み続けることでマスタシリンダ10の発生液圧が増大し続けることがないため、運転者に違和感を与えることはない。なお、交番的にロータ42の回転位置を移動させる際には、ロータ42が所定時間その回転を停止していると判定された時点におけるマスタシリンダ10の発生液圧を下回らないようにすれば、上記のように2点間の移動でなくても良く、色々な移動パターンを取り得るものである。また、水平路面に停車している等の停車状況でマスタシリンダ10の発生液圧が十分に大きい場合には、停車に支障が無い範囲で、ロータ42が所定時間その回転を停止していると判定された時点におけるマスタシリンダ10の発生液圧を下回るようにすることも可能である。さらに、上記図8のフローチャートにおいて、ステップS11の所定時間が短い場合にはこれを省略しても良い。
When the process of step S19 is completed, the process returns to step S12 again, and in step S14 or step 18, any one of the coils 81U, 81V, 81W of each phase is operated until the brake pedal is operated and the rotor 42 starts to rotate again. Each time the coil temperature of the current reaches the reference temperature T0, the forward and reverse rotation of the rotor 42 is repeated between the positions (ii) and (iii) of the electrical angle in FIG. An increase in coil temperature of the coils 81U, 81V, 81W of each phase can be suppressed. The generated hydraulic pressure of the master cylinder 10 that increases in the process of step 15 is generated by rotating the rotor 42 in the direction in which the booster piston 31 moves backward by the process of step S19. Will decrease and return to the original hydraulic pressure. At this time, in step S11, the generated hydraulic pressure of the master cylinder 10 at the time when it is determined that the rotor 42 has stopped rotating for a predetermined time is made not to fall below. By alternately moving the rotational position of the rotor 42 in this manner, the hydraulic pressure generated in the master cylinder 10 does not continue to increase by continuing to step on the brake pedal, so that the driver does not feel uncomfortable. In addition, when the rotational position of the rotor 42 is moved alternately, if the rotor 42 is determined not to drop below the generated hydraulic pressure of the master cylinder 10 when it is determined that the rotor 42 has stopped rotating for a predetermined time, As described above, it is not necessary to move between two points, and various movement patterns can be taken. Further, when the generated hydraulic pressure of the master cylinder 10 is sufficiently large in a stopping situation such as stopping on a horizontal road surface, the rotor 42 has stopped rotating for a predetermined time within a range where there is no problem in stopping. It is also possible to make it lower than the generated hydraulic pressure of the master cylinder 10 at the determined time. Furthermore, in the flowchart of FIG. 8 described above, this may be omitted if the predetermined time in step S11 is short.
上記第1実施形態では、通電電流及び温度センサ80の検出値から各相のコイル81U,81V,81Wの温度を推定するように構成した場合を例にしたが、インバータ回路71にFETが設けられる場合には、そのFETのジャンクション温度を通電電流と温度センサ80の検出値から推定することも可能である。なお、この場合には、第1実施形態で実行されるように1個の温度センサ80がモータの過熱保護を図るのに加えて、1個の温度センサ80がECU70の過熱保護をも合わせて図ることが可能となる。この場合、温度センサ80をより効率的に利用できることになる。また、各相のコイル81U,81V,81W毎に温度センサを設けて各相のコイル81U,81V,81Wの温度推定を行なわないようにしてもよいことはもちろんである。
In the first embodiment, the case where the temperature of the coils 81U, 81V, 81W of each phase is estimated from the energization current and the detected value of the temperature sensor 80 is taken as an example, but the inverter circuit 71 is provided with an FET. In this case, the junction temperature of the FET can be estimated from the energization current and the detected value of the temperature sensor 80. In this case, in addition to the one temperature sensor 80 protecting the motor from overheating as executed in the first embodiment, the one temperature sensor 80 also provides the overheating protection of the ECU 70. It becomes possible to plan. In this case, the temperature sensor 80 can be used more efficiently. Of course, a temperature sensor may be provided for each phase coil 81U, 81V, 81W so as not to estimate the temperature of each phase coil 81U, 81V, 81W.
上記実施形態では電動モータ40の制御が、電動モータ40の駆動後にロータ42の位置が保持されて当該保持の際に3相のコイル81U,81V,81Wのうち流れる電流がピーク値となる1相のコイル(上記例では、W相コイル81W)が所定温度となったときに行われる場合を例にした。これに代えて、電動モータ40の制御を、コイル温度の検出値または推定値に関係なく、コイル温度の温度上昇を見越した所定時間を設定し、電動モータ40の駆動後にロータ42の回転位置停止が上記所定時間経過したときに行なうように構成してもよい。
In the above-described embodiment, the control of the electric motor 40 is such that the position of the rotor 42 is held after the electric motor 40 is driven, and the current flowing in the three- phase coils 81U, 81V, 81W at the time of the holding is a one-phase peak value. An example is given of the case where the coil (in the above example, the W-phase coil 81W) is performed at a predetermined temperature. Instead, the control of the electric motor 40 is set to a predetermined time in anticipation of the temperature rise of the coil temperature regardless of the detected value or estimated value of the coil temperature, and the rotational position of the rotor 42 is stopped after the electric motor 40 is driven. May be performed when the predetermined time has elapsed.
また、上記実施形態では、3相のコイル81U,81V,81Wに通電状態でロータ42の回転停止した後からロータ42の回転停止が継続されたことを回転角センサ66の検出信号に基づいて検出するようにし、3相のコイル81U,81V,81Wのうち流れる電流が最も大きい電流値となる1相のコイル(W相コイル81W)が所定温度となったときに電動モータ40の制御を行なう場合を例にした。これに代えて、ロータ42の回転停止が継続されたことを、マスタシリンダ10の発生液圧が一定に保持されていることを圧力センサ69の検出信号に基づいて検出するように構成してもよい。さらに、ロータ42の回転停止が継続されたことを、ポテンショメータ65により検出される入力ピストン(入力部材)32の移動が一定に保持されたことにより検出するように構成してもよい。
Further, in the above embodiment, it is detected based on the detection signal of the rotation angle sensor 66 that the rotation stop of the rotor 42 is continued after the rotation of the rotor 42 is stopped while the three- phase coils 81U, 81V, 81W are energized. The electric motor 40 is controlled when the one-phase coil (W-phase coil 81W) having the largest current value among the three- phase coils 81U, 81V, 81W reaches a predetermined temperature. As an example. Instead of this, it may be configured to detect that the rotation stop of the rotor 42 is continued based on the detection signal of the pressure sensor 69 that the generated hydraulic pressure of the master cylinder 10 is kept constant. Good. Further, it may be configured to detect that the rotation stop of the rotor 42 is continued by keeping the movement of the input piston (input member) 32 detected by the potentiometer 65 constant.
また、本発明が適用される電動倍力装置は、本実施形態に示された電動倍力装置に限られるもので無く、3相モータを用いてマスタシリンダへ直動方向の力を作用するものであれば良く、例えば、WO2004-5095号に示されるような電動倍力装置のモータ駆動装置に適用することもできる。
Further, the electric booster to which the present invention is applied is not limited to the electric booster shown in the present embodiment, and applies a force in the linear motion direction to the master cylinder using a three-phase motor. For example, the present invention can be applied to a motor driving device of an electric booster as disclosed in WO 2004-5095.
[第2実施形態]
上記第1実施形態では、自動車ブレーキ用モータ駆動装置としてのECU70及び3相モータとしての電動モータ40が、電動倍力装置に用いられる場合を例にしたが、これに限らず、電動ディスクブレーキに用いるようにしてもよい。この一例(第2実施形態)を図9に基づき、図1~図3を参照して説明する。なお、当然ながら、本発明を電動ディスクブレーキに用いる場合であってもこの第2実施形態に限定されるものではなく、他の3相モータを用いた他の電動ディスクブレーキにも適用できるものである。 [Second Embodiment]
In the first embodiment, the case where theECU 70 as the motor driving device for the automobile brake and the electric motor 40 as the three-phase motor are used in the electric booster is taken as an example. You may make it use. An example (second embodiment) will be described with reference to FIGS. 1 to 3 based on FIG. Of course, even when the present invention is used for an electric disc brake, the present invention is not limited to the second embodiment, and can be applied to other electric disc brakes using other three-phase motors. is there.
上記第1実施形態では、自動車ブレーキ用モータ駆動装置としてのECU70及び3相モータとしての電動モータ40が、電動倍力装置に用いられる場合を例にしたが、これに限らず、電動ディスクブレーキに用いるようにしてもよい。この一例(第2実施形態)を図9に基づき、図1~図3を参照して説明する。なお、当然ながら、本発明を電動ディスクブレーキに用いる場合であってもこの第2実施形態に限定されるものではなく、他の3相モータを用いた他の電動ディスクブレーキにも適用できるものである。 [Second Embodiment]
In the first embodiment, the case where the
図9において、第2実施形態に係る電動ディスクブレーキ1Aは、第1実施形態のECU70及び電動モータ40に代わるECU70A及び電動モータ40Aを備えている。
9, the electric disc brake 1A according to the second embodiment includes an ECU 70A and an electric motor 40A in place of the ECU 70 and the electric motor 40 of the first embodiment.
また、温度センサ80に代えて電動モータ40Aのロータ25Aの温度を検出する図示しないロータ温度センサ80Aを備えている。
Further, in place of the temperature sensor 80, a rotor temperature sensor 80A (not shown) for detecting the temperature of the rotor 25A of the electric motor 40A is provided.
電動ディスクブレーキ1Aは、運転者による図示しないブレーキペダルの操作に基づいて、ECU70Aによってインバータ回路71Aから制御電流を供給して電動モータ40Aのロータ25Aを回転させる。ロータ25Aの回転は、差動減速機構100によって所定の減速比で減速され、ボールランプ機構101によって直線運動に変換されてピストン102を前進させる。ピストン102の前進によって、一対のブレーキパッド103,104のうち一方のブレーキパッド103がディスクロータ106に押圧される。このピストン102の押圧の反力によってキャリパ本体107が移動して爪部108が他方のブレーキパッド104をディスクロータ106に押圧して制動力を発生させる。また、制動動作後、運転者がブレーキペダルを放すと、ブレーキパッド103,104は初期位置まで戻るようになっている。
The electric disk brake 1A rotates the rotor 25A of the electric motor 40A by supplying a control current from the inverter circuit 71A by the ECU 70A based on the operation of a brake pedal (not shown) by the driver. The rotation of the rotor 25A is decelerated at a predetermined reduction ratio by the differential reduction mechanism 100, converted into a linear motion by the ball ramp mechanism 101, and advances the piston 102. As the piston 102 advances, one of the brake pads 103 and 104 is pressed against the disc rotor 106. The caliper body 107 is moved by the reaction force of the piston 102 pressing, and the claw portion 108 presses the other brake pad 104 against the disc rotor 106 to generate a braking force. Further, after the braking operation, when the driver releases the brake pedal, the brake pads 103 and 104 return to the initial positions.
ブレーキパッド103,104の摩耗に対しては、パッド摩耗補償機構109の調整スクリュー110が摩耗分だけ前進してボールランプ機構101を前進させるようになっている。このパッド摩耗補償機構109により非制動時におけるディスクロータ106とブレーキパッド103,104とのパッドクリアランスが一定に保たれるようになっている。
For the wear of the brake pads 103 and 104, the adjustment screw 110 of the pad wear compensation mechanism 109 moves forward by the amount of wear to advance the ball ramp mechanism 101. The pad wear compensation mechanism 109 keeps the pad clearance between the disc rotor 106 and the brake pads 103 and 104 constant during non-braking.
ECU70Aは、電動モータ40A(3相モータ)の通電状態でロータ25Aの位置が保持されたときに、いずれかのコイル温度(各相のコイル81U,81V,81Wの温度)〔図2参照〕が、コイル又はコイル近傍の部品の耐熱温度(例えば180℃)などに基づいて予め定められた所定温度以上に達したと判断した場合、上記第1実施形態の場合と同様に、3相のコイル81U,81V,81Wに供給される各相電流のうち最も大きな電流値となる相のコイルの電流値の絶対値が小さくなる電気角度位置となるように、3相のコイル81U,81V,81Wに通電している実効電流を変更して、ブレーキパッド103の押圧力が大きくなる方向にロータ25Aの回転位置を移動させるように電動モータ40Aを制御する。
When the position of the rotor 25A is held while the electric motor 40A (three-phase motor) is energized, the ECU 70A has one of the coil temperatures (the temperatures of the coils 81U, 81V, 81W of each phase) [see FIG. When it is determined that the temperature has reached a predetermined temperature or higher based on the heat-resistant temperature (for example, 180 ° C.) of the coil or a component in the vicinity of the coil, as in the case of the first embodiment, the three- phase coil 81U , 81V, and 81W, the three- phase coils 81U, 81V, and 81W are energized so that the absolute value of the current value of the coil of the phase that has the largest current value among the phase currents that are supplied to The electric motor 40A is controlled so as to move the rotational position of the rotor 25A in the direction in which the pressing force of the brake pad 103 increases by changing the effective current.
第2実施形態では、電動ディスクブレーキ1AにECU70A及び電動モータ40Aを用いているが、この第2実施形態でも、ECU70Aが上述したように電動モータ40Aが制御することにより、上記第1実施形態と同様に、各相のコイル81U,81V,81W、ひいては電動モータ40Aの温度上昇を抑制できる。なお、当然ながら、本発明を電動ディスクブレーキに用いる場合であってもこの第2実施形態に限定されるものではなく、3相モータを用いた他の形式の電動ディスクブレーキにも適用できるものである。
In the second embodiment, the ECU 70A and the electric motor 40A are used for the electric disc brake 1A. However, in the second embodiment as well, the ECU 70A controls the electric motor 40A as described above, and thus the first embodiment and the first embodiment. Similarly, the temperature rise of the coils 81U, 81V, 81W of each phase, and consequently the electric motor 40A can be suppressed. Of course, even when the present invention is used for an electric disc brake, the present invention is not limited to the second embodiment, but can be applied to other types of electric disc brakes using a three-phase motor. is there.
[第3実施形態]
次に、本発明の第3実施形態を、図10、11に基づいて説明する。本第3実施形態は、第1実施形態に示した電動倍力装置1における制御に関するものであるため、適宜、図1、2を参照して説明する。上述の第1実施形態においては、ロータ42の回転停止が継続されたときに、3相のコイルのうちのいずれかの相のコイルの電流がピーク値にあるものと仮定して単純に電気角度で30°若しくは60°進角させるものとして説明した。しかし、必ずしも温度が最も高い相のコイルがピーク値にあるとはかぎらない。このようにピーク値に無い場合でも、60°程度またはこれ以上の適当な電気角度分を進角させれば、十分に適用できるものであるが、本第3実施形態では、ロータ42の回転停止が所定時間継続されたときに温度が最も高い相のコイルがピーク値にない場合でも、より確実にコイルの温度上昇を抑制できる形態について説明する。 [Third Embodiment]
Next, 3rd Embodiment of this invention is described based on FIG. The third embodiment relates to control in theelectric booster 1 shown in the first embodiment, and will be described with reference to FIGS. In the first embodiment described above, when the rotation of the rotor 42 is continuously stopped, it is assumed that the current of the coil of any one of the three-phase coils is at the peak value, and the electric angle is simply set. In the above description, the angle is advanced by 30 ° or 60 °. However, the phase coil with the highest temperature is not necessarily at the peak value. Even if it is not at the peak value in this way, it can be sufficiently applied by advancing the appropriate electrical angle of about 60 ° or more, but in the third embodiment, the rotation of the rotor 42 is stopped. Will be described in a more reliable manner even when the coil of the phase with the highest temperature is not at the peak value when it is continued for a predetermined time.
次に、本発明の第3実施形態を、図10、11に基づいて説明する。本第3実施形態は、第1実施形態に示した電動倍力装置1における制御に関するものであるため、適宜、図1、2を参照して説明する。上述の第1実施形態においては、ロータ42の回転停止が継続されたときに、3相のコイルのうちのいずれかの相のコイルの電流がピーク値にあるものと仮定して単純に電気角度で30°若しくは60°進角させるものとして説明した。しかし、必ずしも温度が最も高い相のコイルがピーク値にあるとはかぎらない。このようにピーク値に無い場合でも、60°程度またはこれ以上の適当な電気角度分を進角させれば、十分に適用できるものであるが、本第3実施形態では、ロータ42の回転停止が所定時間継続されたときに温度が最も高い相のコイルがピーク値にない場合でも、より確実にコイルの温度上昇を抑制できる形態について説明する。 [Third Embodiment]
Next, 3rd Embodiment of this invention is described based on FIG. The third embodiment relates to control in the
図10は、本発明の第3実施形態に係る電動モータ40に供給される3相交流電流について1サイクルを360°とした電気角度に対応して示した波形図である。図11は、本発明の第3実施形態を説明するための3相のコイル(U、V、W相コイル81U,81V,81W)の温度変化を示す特性図である。
FIG. 10 is a waveform diagram showing the three-phase alternating current supplied to the electric motor 40 according to the third embodiment of the present invention corresponding to the electrical angle with one cycle being 360 °. FIG. 11 is a characteristic diagram showing temperature changes of three-phase coils (U, V, W- phase coils 81U, 81V, 81W) for explaining the third embodiment of the present invention.
前記図6と同様に、図2に示される3相のコイル(U、V、W相コイル81U,81V,81W)には、図10に示すように3相電流(U、V、W相電流)が通電される。
As in FIG. 6, the three-phase coils (U, V, W- phase coils 81U, 81V, 81W) shown in FIG. 2 have three-phase currents (U, V, W-phase currents) as shown in FIG. ) Is energized.
そして、本実施形態においては、電動モータ40の通電状態で図1に示すロータ42の回転停止が所定時間継続されたときに、3相のコイル(U、V、W相コイル81U,81V,81W)のうちのいずれの相のコイルの温度が最も高くなっているかを判断する。このとき、温度が最も高くなっている相のコイルの相電流の電流値の絶対値は、他の2相の相電流の電流値の絶対値よりも大きくなっており、各コイルによって所定の幅の電気角度となっている。この場合、他の2相のコイルのうちの一方が最大ピーク電流値となる電気角度になるようにロータ42を回転移動させることで、温度が最も高くなっている相のコイルの相電流の電流値の絶対値は小さくなる。上述した各コイルによって異なる所定の幅の電気角度とロータ42を回転移動させるべき電気角度との関係は、各コイルごとに、以下のようになっている。
In the present embodiment, when the rotation stop of the rotor 42 shown in FIG. 1 is continued for a predetermined time while the electric motor 40 is energized, three-phase coils (U, V, W- phase coils 81U, 81V, 81W) are used. ) To determine which phase of the coil has the highest temperature. At this time, the absolute value of the current value of the phase current of the coil having the highest temperature is larger than the absolute value of the current value of the other two-phase currents, and each coil has a predetermined value. The electrical angle is In this case, the current of the phase current of the coil having the highest temperature is obtained by rotating the rotor 42 so that one of the other two-phase coils has an electrical angle at which the maximum peak current value is obtained. The absolute value is small. The relationship between the electrical angle having a predetermined width that varies depending on each coil and the electrical angle at which the rotor 42 should be rotated is as follows for each coil.
U相コイル81Uの温度が最も高く、基準温度T0である170℃に達した場合には、電気角度が30°以上150°未満の間となっているか、または、210°以上330°未満の間となっている場合である。電気角度が30°以上150°未満の間の場合には、電気角度で150°となる回転位置にロータ42を移動させる。また、電気角度が210°以上330°未満の間となっている場合には、電気角度で330°となる回転位置にロータ42を移動させる。
When the temperature of the U-phase coil 81U is the highest and reaches the reference temperature T0 of 170 ° C, the electrical angle is between 30 ° and less than 150 °, or between 210 ° and less than 330 ° This is the case. When the electrical angle is between 30 ° and less than 150 °, the rotor 42 is moved to a rotational position where the electrical angle is 150 °. When the electrical angle is between 210 ° and less than 330 °, the rotor 42 is moved to a rotational position where the electrical angle is 330 °.
また、W相コイル81Wの温度が最も高、基準温度T0である170℃に達した場合は、電気角度が90°以上210°未満の間となっているか、または、0°以上30°未満の間及び270°以上360°以下の間となっている場合である。電気角度が0°以上30°未満の間の場合には、電気角度で30°となる回転位置にロータ42を移動させる。電気角度が270°以上360°以下の間の場合には、次のサイクルの電気角度で30°となる回転位置にロータ42を移動させる。また、電気角度が90°以上210°未満の間となっている場合には、電気角度で210°となる回転位置にロータ42を移動させる。
In addition, when the temperature of the W-phase coil 81W reaches 170 ° C. which is the highest temperature and the reference temperature T0, the electrical angle is between 90 ° and less than 210 °, or 0 ° to less than 30 °. And between 270 ° and 360 °. When the electrical angle is between 0 ° and less than 30 °, the rotor 42 is moved to a rotational position where the electrical angle is 30 °. When the electrical angle is between 270 ° and 360 °, the rotor 42 is moved to a rotational position where the electrical angle of the next cycle is 30 °. When the electrical angle is between 90 ° and less than 210 °, the rotor 42 is moved to a rotational position where the electrical angle is 210 °.
さらに、V相コイル81Vの温度が最も高く、基準温度T0である170℃に達した場合には、電気角度が0°以上90°未満の間及び330°以上360°以下の間となっているか、または、150°以上270°未満の間となっている場合である。電気角度が0°以上90°未満の間の場合には、電気角度で90°となる回転位置にロータ42を移動させる。電気角度が270°以上360°以下の間の場合には、次のサイクルの電気角度で90°となる回転位置にロータ42を移動させる。また、電気角度が150°以上270°未満の間となっている場合には、電気角度で270°となる回転位置にロータ42を移動させる。
Furthermore, when the temperature of the V-phase coil 81V is the highest and reaches the reference temperature T0 of 170 ° C, is the electrical angle between 0 ° and less than 90 ° and between 330 ° and 360 ° or less? Or a case where the angle is between 150 ° and less than 270 °. When the electrical angle is between 0 ° and less than 90 °, the rotor 42 is moved to a rotational position where the electrical angle is 90 °. When the electrical angle is between 270 ° and 360 °, the rotor 42 is moved to a rotational position where the electrical angle of the next cycle is 90 °. When the electrical angle is between 150 ° and less than 270 °, the rotor 42 is moved to a rotational position where the electrical angle is 270 °.
そして、例えば、電動モータ40の通電状態で図1に示すロータ42の回転停止が、電気角度80°の位置に通電しているときに行なわれた場合、U相コイル81Uへの電流値が最も大きい電流値の絶対値となっており、U相コイル81Uの温度が高くなっていることになる。U相コイル81Uの温度が基準温度T0である170℃に達した場合、現在、通電している電気角度が80°であるので、この現在の電気角度から電気角度で150°となるようにマスタシリンダ10の液圧を上昇させる側の回転位置にロータ42を移動させる。このことで、U相コイル81Uの相電流の電流値の絶対値を小さくすることができる。
For example, when the rotation of the rotor 42 shown in FIG. 1 is stopped when the electric motor 40 is energized and is energized at a position where the electrical angle is 80 °, the current value to the U-phase coil 81U is the highest. The absolute value is a large current value, and the temperature of the U-phase coil 81U is high. When the temperature of the U-phase coil 81U reaches 170 ° C., which is the reference temperature T0, the current electrical angle is 80 °, so the master angle is set to 150 ° from the current electrical angle. The rotor 42 is moved to the rotational position on the side where the hydraulic pressure of the cylinder 10 is increased. Thereby, the absolute value of the current value of the phase current of the U-phase coil 81U can be reduced.
さらに、このときの経過時間とコイル温度との関係は、図11に示すようになっている。すなわち、電気角度80°に通電を開始し、経過時間約1400秒後に、U相コイル81Uの温度が基準温度T0である170℃に達している。ここで、上述したように電気角度で150°となるようにマスタシリンダ10の液圧を上昇させる側の回転位置にロータ42を移動させると、U相コイル81Uの温度は低下する。
Furthermore, the relationship between the elapsed time and the coil temperature at this time is as shown in FIG. That is, energization is started at an electrical angle of 80 °, and after about 1400 seconds have elapsed, the temperature of the U-phase coil 81U reaches 170 ° C., which is the reference temperature T0. Here, as described above, when the rotor 42 is moved to the rotational position on the side where the hydraulic pressure of the master cylinder 10 is increased so that the electrical angle becomes 150 °, the temperature of the U-phase coil 81U decreases.
しかしながら、W相コイル81Wの電流が最大ピーク電流値となるため、今度はW相温度が上昇し、経過時間約1750秒で170℃に到達する。
However, since the current of the W-phase coil 81W becomes the maximum peak current value, the W-phase temperature is increased and reaches 170 ° C. in about 1750 seconds.
したがって、今度は、W相コイル81Wの温度が最も高い温度となるため、電気角度で210°となるようにマスタシリンダ10の液圧を上昇させる側の回転位置にロータ42を移動させてU相コイル81Uの温度を低下させる。つぎに、約2000秒でV相コイル81Vの温度が170℃に達すると、V相コイル81Vの温度が最も高い温度となるため、次のサイクルの電気角度で90°となるようにマスタシリンダ10の液圧を上昇させる側の回転位置にロータ42を移動させてV相コイル81Vの温度を低下させる。
Therefore, this time, since the temperature of the W-phase coil 81W becomes the highest temperature, the rotor 42 is moved to the rotational position on the side where the hydraulic pressure of the master cylinder 10 is increased so that the electrical angle becomes 210 °, and the U-phase is moved. The temperature of the coil 81U is lowered. Next, when the temperature of the V-phase coil 81V reaches 170 ° C. in about 2000 seconds, the temperature of the V-phase coil 81V becomes the highest temperature, so that the master cylinder 10 has an electrical angle of 90 ° in the next cycle. The rotor 42 is moved to the rotational position on the side where the hydraulic pressure is increased to lower the temperature of the V-phase coil 81V.
以下、上述した処理が繰り返し行なわれる(150°→210°→次のサイクルの90°)。このような繰り返す処理が行なわれることにより、モータコイル温度の上昇を抑制できる。
Hereinafter, the above-described processing is repeatedly performed (150 ° → 210 ° → 90 ° of the next cycle). By performing such repeated processing, an increase in the motor coil temperature can be suppressed.
この第3実施形態では、各相のコイル(U、V、W相コイル81U,81V,81W)を流れる電流(U、V、W相電流)が最も大きな電流値となる相のコイルの電流値の絶対値が小さくなる電気角度となるように、電動モータ40のロータ42の回転位置を移動させる制御を行っている。このため、前記第1実施形態と同様に、モータコイル温度の上昇を抑制できる。また、モータコイル温度の上昇防止を図るためにモータ実効電流を下げるようにした従来技術に比して、発生するモータトルクを不要に小さくすることを避けることができ、これに伴いトルク発生時間を極めて長くするようなことを回避できる。なお、本実施形態では、各相のコイル(U、V、W相コイル81U,81V,81W)の温度が基準温度T0となる度に、マスタシリンダ10の液圧を上昇させる側の回転位置にロータ42を移動させるようにしたが、各相のコイル(U、V、W相コイル81U,81V,81W)分の温度低下が一巡したところで、マスタシリンダ10の液圧を下降させる側の回転位置にロータ42を移動させるようにしてもよい。これを一巡毎に繰り返すことで、時間経過に伴うマスタシリンダの液圧の増加が膨大になってしまうことを防止することができる。
In the third embodiment, the current value of the coil of the phase in which the current (U, V, W phase current) flowing through the coils of each phase (U, V, W phase coils 81U, 81V, 81W) is the largest current value. Control is performed to move the rotational position of the rotor 42 of the electric motor 40 so that the absolute value of the electric angle becomes small. For this reason, similarly to the first embodiment, an increase in the motor coil temperature can be suppressed. In addition, it is possible to avoid unnecessarily reducing the generated motor torque as compared with the conventional technique in which the motor effective current is lowered in order to prevent the motor coil temperature from rising, and accordingly, the torque generation time is reduced. It is possible to avoid an extremely long time. In this embodiment, every time the temperature of each phase coil (U, V, W phase coils 81U, 81V, 81W) reaches the reference temperature T0, the rotation position on the side where the hydraulic pressure of the master cylinder 10 is increased is set. The rotor 42 is moved, but when the temperature drop for each phase coil (U, V, W phase coils 81U, 81V, 81W) is completed, the rotational position on the side where the hydraulic pressure of the master cylinder 10 is lowered. Alternatively, the rotor 42 may be moved. By repeating this every round, it is possible to prevent an enormous increase in the hydraulic pressure of the master cylinder over time.
[第4実施形態]
次に、本発明の第4実施形態に係る電動倍力装置を、図12及び図13に基づいて説明する。本第4実施形態は、第1実施形態に示した電動倍力装置1の構造における制御に関するものであるため、適宜、図1、2を参照して説明する。第4実施形態に係る電動倍力装置は、これに含まれる電動モータ(3相モータ)の電流‐発生液圧特性が液圧の昇圧・降圧時にヒステリシス特性を有することを利用している。 [Fourth Embodiment]
Next, an electric booster according to a fourth embodiment of the present invention will be described with reference to FIGS. The fourth embodiment relates to control in the structure of theelectric booster 1 shown in the first embodiment, and will be described with reference to FIGS. The electric booster according to the fourth embodiment utilizes the fact that the current-generated hydraulic pressure characteristic of the electric motor (three-phase motor) included therein has a hysteresis characteristic when the hydraulic pressure is raised or lowered.
次に、本発明の第4実施形態に係る電動倍力装置を、図12及び図13に基づいて説明する。本第4実施形態は、第1実施形態に示した電動倍力装置1の構造における制御に関するものであるため、適宜、図1、2を参照して説明する。第4実施形態に係る電動倍力装置は、これに含まれる電動モータ(3相モータ)の電流‐発生液圧特性が液圧の昇圧・降圧時にヒステリシス特性を有することを利用している。 [Fourth Embodiment]
Next, an electric booster according to a fourth embodiment of the present invention will be described with reference to FIGS. The fourth embodiment relates to control in the structure of the
図12は、本発明の第4実施形態における電動モータ40(図1参照)の3相のコイル(U、V、W相コイル81U,81V,81W;図2参照)に供給される電流について、液圧との対応関係がヒステリシス特性を有することを模式的に示す図である。
FIG. 12 shows the current supplied to the three-phase coils (U, V, W- phase coils 81U, 81V, 81W; see FIG. 2) of the electric motor 40 (see FIG. 1) in the fourth embodiment of the present invention. It is a figure which shows typically that correspondence with a hydraulic pressure has a hysteresis characteristic.
図13は、第4実施形態の3相のコイルル81U,81V,81Wに供給される電流を示す波形図である。
FIG. 13 is a waveform diagram showing currents supplied to the three- phase coils 81U, 81V, 81W of the fourth embodiment.
第4実施形態において、図12に示すように、電動モータ40の実効電流を増加させると、マスタシリンダ10の発生液圧が高くなる。また、マスタシリンダ10の発生液圧を増加させるときと、減少させるときでは必要な電流が異なり、上述したように、電動モータ40の電流-発生液圧特性がヒステリシス特性を有する。
In the fourth embodiment, as shown in FIG. 12, when the effective current of the electric motor 40 is increased, the hydraulic pressure generated in the master cylinder 10 is increased. Further, when the generated hydraulic pressure of the master cylinder 10 is increased and when it is decreased, the necessary current is different, and as described above, the current-generated hydraulic pressure characteristic of the electric motor 40 has a hysteresis characteristic.
一方、液圧対応の3相のコイル81U,81V,81Wに流れる電流(U、V、W相電流)は、図11に示すように、昇圧時には細線で、降圧時には太線で、夫々示す波形となる。
On the other hand, the currents (U, V, W phase currents) flowing through the three- phase coils 81U, 81V, 81W corresponding to the hydraulic pressure are as shown in FIG. Become.
この第4実施形態では、一度、図13の例えば(vi)の位置でマスタシリンダ10の発生液圧として4MPaを発生するように、電流を流し、その後、(vii)の位置まで、降圧させて、液圧を保持する。
In the fourth embodiment, a current is flowed so as to generate 4 MPa as the generated hydraulic pressure of the master cylinder 10 at the position (vi) in FIG. 13, for example, and then the pressure is lowered to the position (vii). Hold the hydraulic pressure.
第4実施形態によれば、ヒステリシス特性が利用でき、電流(発熱)低減の効果が大きくなる。第4実施形態に係る電動倍力装置を自動ブレーキに用いた場合、当該自動ブレーキにおいては、一度、目標の液圧より大きな圧力を発生させ、少し戻した位置で保持することにより、発熱を効率よく、抑制することができる。
According to the fourth embodiment, hysteresis characteristics can be used, and the effect of reducing current (heat generation) is increased. When the electric booster according to the fourth embodiment is used for an automatic brake, the automatic brake generates a pressure larger than the target hydraulic pressure once and holds it at a slightly returned position, thereby efficiently generating heat. Well, it can be suppressed.
上記実施形態によれば、3相モータまたはその制御系統の部品の温度上昇による損傷を抑制できる。
According to the above-described embodiment, it is possible to suppress damage due to a temperature rise in the components of the three-phase motor or its control system.
第11発明に係る自動車用ブレーキ装置は、3相のコイルにそれぞれ位相の異なる交流の相電流が通電されることでロータが回転する3相モータを備え、該3相モータのロータの回転力が伝達される回転-直動変換機構により直動方向の力をマスタシリンダのピストンに作用してこれを移動させ、該マスタシリンダに液圧を発生させる電動倍力装置と、ブレーキペダルの操作に基づいて、前記3相のコイルに通電するそれぞれ位相の異なる交流の相電流を制御する制御装置とを有する自動車用ブレーキ装置において、前記制御装置は、前記入力部材が初期位置から移動して前記3相モータを駆動させてから前記ロータが回転停止した後、前記3相のコイルのうちいずれかの相のコイルの温度が所定温度以上となるまで前記ロータの回転停止が継続されたときに、前記3相のコイルに供給される各相電流のうちコイルの温度が所定温度以上となった相に流れるコイルの電流値の絶対値が小さくなる電気角度位置となるように、前記3相のコイルに通電している実効電流を変更して前記ロータの回転位置を移動させる制御を行なうことを特徴とする。
An automobile brake device according to an eleventh aspect of the invention includes a three-phase motor that rotates when a three-phase coil is supplied with alternating phase currents having different phases, and the rotational force of the rotor of the three-phase motor is Based on the operation of an electric booster that generates a hydraulic pressure in the master cylinder by operating a force in the direction of the linear movement on the piston of the master cylinder by the rotation-linear motion conversion mechanism that is transmitted, and operating the brake pedal And a control device for controlling AC phase currents having different phases to be energized to the three-phase coils, wherein the control device is configured such that the input member moves from an initial position and the three-phase After the rotor stops rotating after the motor is driven, the rotation of the rotor is stopped until the temperature of one of the three-phase coils reaches a predetermined temperature or higher. When it is continued, an electrical angle position where the absolute value of the current value of the coil flowing in the phase in which the coil temperature becomes equal to or higher than the predetermined temperature among the phase currents supplied to the three-phase coils becomes small. Further, the present invention is characterized in that control is performed to change the effective current applied to the three-phase coil to move the rotational position of the rotor.
第12発明に係る自動車用ブレーキ装置は、第11発明に係る自動車用ブレーキ装置において、前記ロータの回転位置移動制御は、前記マスタシリンダの発生液圧が大きくなる方向に前記ロータ回転位置を移動させるように行われることを特徴とする。
The automotive brake device according to a twelfth aspect of the invention is the automotive brake device according to the eleventh aspect of the invention, wherein the rotor rotational position movement control moves the rotor rotational position in a direction in which the generated hydraulic pressure of the master cylinder increases. It is performed as follows.
第13発明に係る自動車用ブレーキ装置は、第11発明に係る自動車用ブレーキ装置において、前記ロータの回転位置移動制御は、前記3相のコイルのうちいずれかの相のコイルが所定温度以上となる度毎に行われることを特徴とする。
The automotive brake device according to a thirteenth aspect of the invention is the automotive brake device according to the eleventh aspect of the invention, wherein the rotational position movement control of the rotor is such that any one of the three-phase coils has a predetermined temperature or higher. It is performed every time.
第14発明に係る自動車用ブレーキ装置は、第11発明に係る自動車用ブレーキ装置において、前記ロータの回転位置の移動が複数回となる場合、前記マスタシリンダの発生液圧が大きくなる方向と小さくなる方向とに交番的に前記ロータ回転位置を移動させるように行われることを特徴とする。
The automotive brake device according to a fourteenth aspect of the invention is the automotive brake device according to the eleventh aspect of the invention, wherein when the rotational position of the rotor is moved a plurality of times, the generated hydraulic pressure of the master cylinder decreases. The rotor rotation position is moved alternately in the direction.
第15発明に係る自動車用ブレーキ装置は、3相のコイルにそれぞれ位相の異なる交流の相電流が通電されることでロータが回転する3相モータを備え、該3相モータのロータの回転力が伝達される回転-直動変換機構により直動方向の力を摩擦パッドに作用してこれをディスクロータに押圧することで制動力を発生させる電動ディスクブレーキと、前記3相のコイルに通電するそれぞれ位相の異なる交流の相電流を制御する制御装置とを有する自動車用ブレーキ装置において、前記制御装置は、前記入力部材が初期位置から移動して前記3相モータを駆動させてから前記ロータが回転停止した後、前記3相のコイルのうちいずれかの相のコイルの温度が所定温度以上となるまで前記ロータの回転停止が継続されたときに、前記3相のコイルに供給される各相電流のうちコイルの温度が所定温度以上となった相に流れるコイルの電流値の絶対値が小さくなる電気角度位置となるように、前記3相のコイルに通電している実効電流を変更して前記ロータの回転位置を移動させる制御を行なうことを特徴とする。
The automobile brake device according to the fifteenth aspect of the present invention includes a three-phase motor that rotates when a three-phase coil is supplied with alternating phase currents having different phases, and the rotational force of the rotor of the three-phase motor is An electric disc brake that generates a braking force by applying a force in the linear motion direction to the friction pad by the transmitted rotation-linear motion conversion mechanism and pressing the friction pad against the disc rotor, and energizing each of the three-phase coils An automotive brake device having a control device for controlling alternating phase currents having different phases, wherein the control device stops the rotation of the rotor after the input member moves from an initial position to drive the three-phase motor. After that, when the rotation of the rotor is continued until the temperature of the coil of any one of the three-phase coils is equal to or higher than a predetermined temperature, the three-phase coil The three-phase coil is energized so that the absolute value of the current value of the coil flowing in the phase in which the coil temperature is equal to or higher than the predetermined temperature among the phase currents supplied to Control is performed to change the effective current to move the rotational position of the rotor.
第16発明に係る自動車用ブレーキ装置は、第15発明に係る自動車用ブレーキ装置において、前記ロータの回転位置移動制御は、前記摩擦パッドの押圧力が大きくなる方向に前記ロータ回転位置を移動させるように行われることを特徴とする。
The automotive brake device according to a sixteenth aspect of the present invention is the automotive brake device according to the fifteenth aspect of the present invention, wherein the rotational position movement control of the rotor moves the rotational position of the rotor in a direction in which the pressing force of the friction pad increases. It is characterized by being performed.
第17発明に係る自動車用ブレーキ装置は、第15発明に係る自動車用ブレーキ装置において、前記ロータの回転位置移動制御は、前記3相のコイルのうちいずれかの相のコイルが所定温度以上となる度毎に行われることを特徴とする。
The automotive brake device according to a seventeenth aspect of the present invention is the automotive brake device according to the fifteenth aspect of the present invention, wherein the rotational position movement control of the rotor is such that any one of the three-phase coils has a predetermined temperature or higher. It is performed every time.
第18発明に係る自動車用ブレーキ装置は、第15発明に係る自動車用ブレーキ装置において、前記ロータの回転位置の移動が複数回となる場合、前記摩擦パッドの押圧力が大きくなる方向と小さくなる方向とに交番的に前記ロータ回転位置を移動させるように行われることを特徴とする。
The automotive brake device according to an eighteenth aspect of the invention is the automotive brake device according to the fifteenth aspect of the invention, wherein when the rotational position of the rotor is moved a plurality of times, the pressing force of the friction pad increases and decreases. And the rotor rotational position is moved alternately.
本出願は、日本特許出願番号2008-041638号(出願日2008年2月22日)に基づく優先権を主張する。日本特許出願番号2008-041638号(出願日2008年2月22日)の明細書、特許請求の範囲、図面及び要約を含む全開示内容は、参照により本出願に組み込まれる。
This application claims priority based on Japanese Patent Application No. 2008-041638 (filing date February 22, 2008). The entire disclosure including the specification, claims, drawings and abstract of Japanese Patent Application No. 2008-041638 (filing date February 22, 2008) is incorporated into this application by reference.
Claims (10)
- 3相モータの3相のコイルにそれぞれ位相の異なる交流の相電流を通電して該3相モータのロータを回転させてブレーキ力を発生させるための自動車ブレーキ用モータ駆動装置において、
前記3相モータの3相のコイルに通電状態で前記ロータの回転が停止した後、所定条件となるまで前記ロータの回転停止が継続されたときに、前記3相のコイルに供給される各相電流のうち最も大きな電流値となる相のコイルの電流値の絶対値が小さくなる電気角度位置となるように、前記3相のコイルに通電している実効電流を変更して前記ロータの回転位置を移動させる制御を行なうことを特徴とする自動車ブレーキ用モータ駆動装置。 In an automobile brake motor driving device for generating a braking force by energizing alternating phase currents having different phases to three-phase coils of a three-phase motor to rotate a rotor of the three-phase motor,
Each phase supplied to the three-phase coil when the rotation of the rotor is continued until a predetermined condition is satisfied after the rotation of the rotor is stopped while the three-phase coil of the three-phase motor is energized. The rotational position of the rotor is changed by changing the effective current applied to the three-phase coil so that the electrical angle position where the absolute value of the current value of the coil of the phase having the largest current value among the currents becomes small is obtained. A motor drive device for an automobile brake, characterized by performing control for moving the vehicle. - 請求項1に記載の自動車ブレーキ用モータ駆動装置において、当該モータ駆動装置は、ブレーキペダルと連動して3相モータを駆動し、該3相モータのロータの回転力が伝達される回転-直動変換機構により直動方向の力をマスタシリンダのピストンに作用してこれを移動させ、該マスタシリンダに液圧を発生させる電動倍力装置の3相モータを駆動するものであることを特徴とする自動車ブレーキ用モータ駆動装置。 2. The motor driving device for an automobile brake according to claim 1, wherein the motor driving device drives a three-phase motor in conjunction with a brake pedal, and a rotational-linear motion in which a rotational force of a rotor of the three-phase motor is transmitted. It is characterized by driving a three-phase motor of an electric booster that generates a hydraulic pressure in the master cylinder by moving a force in a linear motion direction on the piston of the master cylinder by a conversion mechanism. Motor drive device for automobile brakes.
- 請求項1に記載の自動車ブレーキ用モータ駆動装置において、当該モータ駆動装置は、前記3相モータの作動により摩擦パッドをディスクロータに対して押圧することで制動力を発生させる電動ディスクブレーキの3相モータを駆動するものであることを特徴とする自動車ブレーキ用モータ駆動装置。 2. The motor drive device for an automobile brake according to claim 1, wherein the motor drive device is a three-phase electric disc brake that generates a braking force by pressing a friction pad against the disc rotor by the operation of the three-phase motor. A motor driving device for an automobile brake, which drives a motor.
- 請求項1乃至3のいずれかに記載の自動車ブレーキ用モータ駆動装置において、前記所定条件は、前記ロータが回転停止した後から所定時間経過したときであることを特徴とする自動車ブレーキ用モータ駆動装置。 4. The motor driving device for motor vehicle brake according to claim 1, wherein the predetermined condition is when a predetermined time has elapsed after the rotor has stopped rotating. .
- 請求項1乃至3のいずれかに記載の自動車ブレーキ用モータ駆動装置において、前記所定条件は、前記3相のコイルのうちいずれかの相のコイルの温度が所定温度以上となったときであることを特徴とする自動車ブレーキ用モータ駆動装置。 4. The motor drive device for an automobile brake according to claim 1, wherein the predetermined condition is when a temperature of a coil of any one of the three-phase coils is equal to or higher than a predetermined temperature. A motor drive device for an automobile brake characterized by the above.
- 請求項2に記載の自動車ブレーキ用モータ駆動装置において、前記ロータの回転位置移動制御は、前記マスタシリンダの発生液圧が大きくなる方向に前記ロータ回転位置を移動させるように行われることを特徴とする自動車ブレーキ用モータ駆動装置。 The motor driving device for an automobile brake according to claim 2, wherein the rotational position movement control of the rotor is performed so as to move the rotor rotational position in a direction in which a generated hydraulic pressure of the master cylinder increases. Motor brake motor drive device.
- 請求項3に記載の自動車ブレーキ用モータ駆動装置において、前記ロータの回転位置移動制御は、前記摩擦パッドの押圧力が大きくなる方向に前記ロータ回転位置を移動させるように行われることを特徴とする自動車ブレーキ用モータ駆動装置。 4. The motor drive device for an automobile brake according to claim 3, wherein the rotational position movement control of the rotor is performed so as to move the rotor rotational position in a direction in which the pressing force of the friction pad increases. Motor drive device for automobile brakes.
- 請求項1、2、3、6、7のいずれかに記載の自動車ブレーキ用モータ駆動装置において、前記ロータの回転位置移動制御は、前記ロータの回転停止が継続された状態で、前記3相のコイルのうちいずれかの相のコイルが所定温度以上となる度毎に行われることを特徴とする自動車ブレーキ用モータ駆動装置。 The motor driving device for an automobile brake according to any one of claims 1, 2, 3, 6, and 7, wherein the rotational position movement control of the rotor is performed in a state where the rotation of the rotor is stopped and the three-phase rotation control is performed. A motor driving device for an automobile brake, which is performed every time a coil of any phase of the coils reaches a predetermined temperature or higher.
- 請求項1、2、6のいずれかに記載の自動車ブレーキ用モータ駆動装置において、前記ロータの回転位置移動制御は、前記ロータの回転位置の移動が複数回となる場合、前記マスタシリンダの発生液圧が大きくなる方向と小さくなる方向とに交番的に前記ロータ回転位置を移動させるように行われることを特徴とする自動車ブレーキ用モータ駆動装置。 7. The motor drive device for a vehicle brake according to claim 1, wherein the rotational position movement control of the rotor is generated when the rotational position of the rotor is moved a plurality of times. A motor driving device for an automobile brake, wherein the rotor rotational position is moved alternately in a direction in which the pressure increases and a direction in which the pressure decreases.
- 請求項1、3、7のいずれかに記載の自動車ブレーキ用モータ駆動装置において、前記ロータの回転位置移動制御は、前記ロータの回転位置の移動が複数回となる場合、前記摩擦パッドの押圧力が大きくなる方向と小さくなる方向とに交番的に前記ロータ回転位置を移動させるように行われることを特徴とする自動車ブレーキ用モータ駆動装置。 8. The motor driving device for an automobile brake according to claim 1, wherein the rotational position movement control of the rotor is performed by pressing the friction pad when the rotational position of the rotor is moved a plurality of times. A motor drive device for an automobile brake, wherein the rotor rotation position is moved alternately in a direction in which the rotor increases and a direction in which the rotor decreases.
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