WO2022259956A1 - 電動ブレーキの制御装置、電動ブレーキの制御方法、及びモータ制御装置 - Google Patents
電動ブレーキの制御装置、電動ブレーキの制御方法、及びモータ制御装置 Download PDFInfo
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- WO2022259956A1 WO2022259956A1 PCT/JP2022/022504 JP2022022504W WO2022259956A1 WO 2022259956 A1 WO2022259956 A1 WO 2022259956A1 JP 2022022504 W JP2022022504 W JP 2022022504W WO 2022259956 A1 WO2022259956 A1 WO 2022259956A1
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- torque
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- brake
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- 238000000034 method Methods 0.000 title claims description 45
- 238000001514 detection method Methods 0.000 claims description 125
- 230000008859 change Effects 0.000 claims description 59
- 230000007246 mechanism Effects 0.000 claims description 25
- 230000004043 responsiveness Effects 0.000 claims description 14
- 238000003825 pressing Methods 0.000 claims description 6
- 238000004804 winding Methods 0.000 abstract description 75
- 230000008569 process Effects 0.000 description 31
- 238000012545 processing Methods 0.000 description 21
- 238000004891 communication Methods 0.000 description 17
- 238000004364 calculation method Methods 0.000 description 6
- 239000000725 suspension Substances 0.000 description 4
- 238000006243 chemical reaction Methods 0.000 description 3
- 230000006866 deterioration Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 3
- 230000009977 dual effect Effects 0.000 description 3
- 238000002474 experimental method Methods 0.000 description 3
- 230000005669 field effect Effects 0.000 description 2
- 238000012544 monitoring process Methods 0.000 description 2
- 230000009467 reduction Effects 0.000 description 2
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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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- 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
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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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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
- H02P21/22—Current control, e.g. using a current control loop
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P25/00—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details
- H02P25/16—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details characterised by the circuit arrangement or by the kind of wiring
- H02P25/22—Multiple windings; Windings for more than three phases
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P3/00—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters
- H02P3/02—Details of stopping control
- H02P3/04—Means for stopping or slowing by a separate brake, e.g. friction brake or eddy-current brake
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P5/00—Arrangements specially adapted for regulating or controlling the speed or torque of two or more electric motors
- H02P5/74—Arrangements specially adapted for regulating or controlling the speed or torque of two or more electric motors controlling two or more ac dynamo-electric motors
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
- H02P6/04—Arrangements for controlling or regulating the speed or torque of more than one motor
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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
- F16D2066/006—Arrangements for monitoring working conditions, e.g. wear, temperature without direct measurement of the quantity monitored, e.g. wear or temperature calculated form force and duration of braking
-
- 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
Definitions
- the present disclosure relates to an electric brake control device, an electric brake control method, and a motor control device.
- Patent Document 1 discloses a technique related to an electric disc brake that detects the contact position of the pad (the contact position between the brake pad and the disc rotor).
- the technique of Patent Document 1 stores the position-current characteristics for 1 [rev] of the motor measured during operation in the force-reducing direction in the clearance area, and converts the stored current value from the current value measured during operation in the force-increasing direction. By subtracting, the corrected current with the current ripple removed is obtained. Based on this, the technique of Patent Document 1 detects the contact position of the pad by determining whether or not the corrected position change amount (dI/dX) of the current exceeds the threshold. According to this technique, the contact position of the pad can be detected without a thrust sensor.
- One object of the present invention is to provide an electric brake control apparatus capable of suppressing deterioration in position detection accuracy even in a configuration in which torque is generated by energizing two coils for one rotor, and an electric brake. and a motor control device.
- One embodiment of the present invention is an electric brake control device, wherein the electric brake has an electric mechanism for pressing a braking member against a member to be braked and two coils, and an electric motor for driving the electric mechanism.
- a motor wherein the control device includes: a first motor driving section connected to a first system coil of the electric motor; a second motor driving section connected to a second system coil of the electric motor; A control unit for controlling the first motor driving unit and the second motor driving unit, wherein the torque is greater than the torque generated in the electric motor by a torque command for generating the required torque required in the electric motor.
- a first current command for energizing the first system coil is output to the first motor drive unit so as to generate a first torque in the same direction as the requested torque, and the requested torque and the first torque are generated.
- the second motor drive unit outputs a second current command for energizing the second system coil so as to generate a second torque based on a difference from the first torque and in a direction opposite to the first torque. and a control unit for outputting to.
- one embodiment of the present invention is a control method for an electric brake, wherein the electric brake has an electric mechanism for pressing a braking member against a member to be braked, and two coils, and drives the electric mechanism. and an electric motor that controls a first motor drive unit connected to a first system coil of the electric motor and a second motor drive unit connected to a second system coil of the electric motor. , so that a first torque is generated that is larger than the torque generated in the electric motor by a torque command for generating the requested torque required in the electric motor and that is in the same direction as the requested torque.
- a first current command for energizing the first system coil is output to the first motor drive unit, the torque is based on the difference between the required torque and the first torque, and is opposite to the first torque.
- a second current command for energizing the second system coil is output to the second motor driving section so as to generate a second torque.
- one embodiment of the present invention is a motor control device, in which a first motor driving section connected to a first system coil of an electric motor having two systems of coils and a second system coil of the electric motor are connected to each other. a connected second motor drive unit; and a control unit that controls the first motor drive unit and the second motor drive unit, the control unit controlling the electric motor by a torque command for generating a required torque required of the electric motor.
- section and energizing the second system coil so as to generate a second torque based on the difference between the required torque and the first torque and in the opposite direction to the first torque and a control section that outputs a second current command to the second motor driving section.
- FIG. 1 is a block diagram showing a motor control device (electric brake control device) according to an embodiment
- FIG. FIG. 4 is a block diagram showing control processing for generating torque in an electric motor
- FIG. 4 is a flowchart showing control processing for detecting a contact position of a brake pad (contact member, braking member)
- FIG. 4 is a characteristic diagram showing the relationship between the current and the position of the brake pad (contact member, braking member) when braking is performed;
- a motor control system 1 mounted on a vehicle includes a brake motor 2 as an electric motor and a motor control device 7 as a motor controller.
- the motor control system 1 constitutes a brake system of the vehicle.
- the motor control system 1 can also be configured to include a high-level control device 33 as a vehicle controller (vehicle controller).
- the superior controller 33 corresponds to an integrated controller that determines motion control of the vehicle.
- the upper control device 33 is hereinafter referred to as an integrated control device 33 .
- the brake motor 2 drives an electric brake mechanism (not shown) that applies braking force to the vehicle.
- the electric brake mechanism corresponds to, for example, an electric disc brake having an electric caliper that presses the brake pad against the disc rotor by an electric motor.
- An electric brake mechanism (more specifically, an electric caliper) corresponds to an electric mechanism that presses a brake pad as a braking member against a disc rotor as a member to be braked.
- the brake motor 2 and the electric brake mechanism (electric caliper) constitute an electric brake.
- the motor control device 7 corresponds to an electric brake control device.
- the brake motor 2 includes a stator 3 as a stator and a rotor 4 as a permanent magnet rotor rotatably provided in the center of the stator 3 .
- the rotor 4 of the brake motor 2 is connected to, for example, a rotating shaft of a rotation/linear motion conversion mechanism (not shown). Rotation of the brake motor 2 (rotor 4) is converted into linear motion by a rotation-to-linear motion conversion mechanism to bring the brake pads of the electric brake mechanism closer to or away from the disk rotor.
- the brake motor 2 has two winding sets 5 and 6 to ensure redundancy. That is, the brake motor 2 includes a first winding set 5 composed of three-phase windings U1, V1, and W1 which are star-connected, and a second winding composed of three-phase windings U2, V2, and W2 which are also star-connected.
- the electric brake mechanism is not limited to an electric disc brake (electric caliper).
- an electric drum brake equipped with an electric cylinder that applies braking force by pressing a shoe against the drum with an electric motor may be used.
- the electric brake mechanism consists of a hydraulic disk brake equipped with an electric motor (hydraulic disk brake with an electric parking brake function), and a cable that applies the parking brake by pulling the cable with the electric motor.
- a puller type electric parking brake may be used.
- the electric brake presses (propulses) the friction member (pad, shoe) against the rotating member (rotor, drum) based on the drive of the electric motor (electric actuator) to apply and release the braking force.
- Various types of electric brakes can be used as long as they are capable of holding and releasing the pressing force.
- the electric brake mechanism is, for example, an electric booster that controls the pressure of the brake fluid and pressurizes cylinder devices (for example, brake calipers and pistons) arranged on the four wheels of the vehicle for braking. may be
- a motor control device 7 as a motor controller controls the brake motor 2 . More specifically, the motor control device 7 drives and controls the windings U1, V1, W1 of the first winding set 5 and the windings U2, V2, W2 of the second winding set 6 of the brake motor 2. do.
- the motor control device 7 includes a first drive control system (first motor drive section 8, first control section 9) that drives and controls the first winding set 5 (U1, V1, W1), a second A second drive control system (second motor drive unit 10, second control unit 11) that drives and controls the winding set 6 (U2, V2, W2) is provided.
- the motor control device 7 includes a first motor drive section 8 , a first control section 9 , a second motor drive section 10 and a second control section 11 .
- the motor control device 7 also includes a first communication interface 12 , a second communication interface 13 , and an interface (I/F) 14 .
- the motor control device 7 includes two systems of three-phase coils (the first winding set 5 and the second winding set 6), the inverter (the first It has a motor driving section 8, a second motor driving section 10) and a CPU (first control section 9, second control section 11).
- the first motor driving section 8 drives the brake motor 2 .
- the first motor driving section 8 is configured by, for example, an inverter circuit.
- the first motor drive unit 8 is connected via a first DC power line 17 to a first power source 29 of the vehicle such as a power storage device (battery).
- the first motor driving section 8 connects the windings U1, V1, W1 of the first winding set 5 of the brake motor 2 via the U1-phase power line 18, the V1-phase power line 19, and the W1-phase power line 20. It is connected.
- the first motor driving section 8 is also connected to the first control section 9 via signal lines 25 and 26 .
- the first motor driving section 8 includes a plurality of switching elements such as transistors, field effect transistors (FET), and insulated gate bipolar transistors (IGBT). Each switching element of the first motor drive section 8 (inverter circuit) is controlled to open/close based on a command signal (for example, a pulse signal) from the first control section 9 .
- the first motor drive section 8 converts the DC power into three-phase (U-phase, V-phase, and W-phase) AC power based on the command signal from the first control section 9 when the brake motor 2 is driven.
- the AC power is supplied to the first winding set 5 (each winding U1, V1, W1) of the brake motor 2.
- the first control section 9 is connected to the first motor driving section 8.
- the first control unit 9 is also called an ECU (Electronic Control Unit) and includes a microcomputer serving as an arithmetic circuit (CPU).
- the first control unit 9 corresponds to the first motor ECU (M_ECU_1) and includes, for example, a power circuit (Power Management IC), a microcomputer, and a driver circuit (Pre Driver).
- the first control section 9 is connected to a first power source 29 of the vehicle via a first DC power line 17 and is connected to the first motor drive section 8 via signal lines 25 and 26 .
- the first control unit 9 drives the brake motor 2 (forward rotation, reverse rotation) by controlling (switching control) the first motor driving unit 8 (inverter circuit).
- the first control section 9 is connected to a rotation sensor 15 for feedback-controlling the rotation of the rotor 4 of the brake motor 2 .
- the rotation sensor 15 detects, for example, the rotation angle (rotational position, motor angle) of the rotor 4 of the brake motor 2 .
- the first control unit 9 is connected via the first communication interface 12 to a vehicle data bus 31 serving as a communication line.
- the vehicle data bus 31 constitutes, for example, a CAN (Controller Area Network) as a communication network mounted on the vehicle body.
- CAN Controller Area Network
- a large number of electronic devices mounted on the vehicle for example, various ECUs such as an integrated control device 33, a suspension control device (not shown), a steering control device (not shown), etc., are connected by a vehicle data bus 31. multiplex communication in the vehicle.
- the second motor driving section 10 also drives the brake motor 2 in the same way as the first motor driving section 8 does.
- the second motor driving section 10 is composed of, for example, an inverter circuit.
- the second motor drive unit 10 is connected to a second power source 30 of the vehicle such as a power storage device (battery) via a second DC power line 21 .
- the second motor driving section 10 connects the windings U2, V2, W2 of the second winding set 6 of the brake motor 2 via the U2-phase power line 22, the V2-phase power line 23, and the W2-phase power line 24. It is connected.
- the second power supply 30 is a power supply (power supply of a different system) different from the first power supply 29 connected to the first motor driving section 8 and the first control section 9 . Redundancy is ensured by forming the power supply path in a dual system in this way.
- the second motor driving section 10 is connected to the second control section 11 via signal lines 27 and 28 .
- the second motor driving section 10 (inverter circuit) also includes a plurality of switching elements such as transistors, field effect transistors (FETs), and insulated gate bipolar transistors (IGBTs). Each switching element of the second motor driving section 10 (inverter circuit) is controlled to be opened or closed based on a command signal (for example, a pulse signal) from the second control section 11 .
- the second motor driving section 10 (inverter circuit) converts the DC power into three-phase (U-phase, V-phase, and W-phase) AC power based on the command signal from the second control section 11 when the brake motor 2 is driven. and supplies the AC power to the second winding set 6 of the brake motor 2 (each winding U2, V2, W2).
- the second control section 11 is connected to the second motor drive section 10.
- the second control unit 11 is also called an ECU (Electronic Control Unit) and includes a microcomputer serving as an arithmetic circuit (CPU).
- the second control unit 11 corresponds to the second motor ECU (M_ECU_2) and includes, for example, a power circuit (Power Management IC), a microcomputer, and a driver circuit (Pre Driver).
- the second control section 11 is connected to a second power source 30 of the vehicle via a second DC power line 21 and is connected to the second motor drive section 10 via signal lines 27 and 28 .
- the second control unit 11 drives (forwards and reverses) the brake motor 2 by controlling (switching control) the second motor driving unit 10 (inverter circuit).
- the second control section 11 is connected to a rotation sensor 16 for feedback-controlling the rotation of the rotor 4 of the brake motor 2 .
- the rotation sensor 16 detects, for example, the rotation angle (rotational position, motor angle) of the rotor 4 of the brake motor 2 .
- the rotation sensor 16 is also a rotation sensor different from the rotation sensor 15 connected to the first motor drive section 8 . This ensures redundancy.
- the second control section 11 is connected to the vehicle data bus 31 via the second communication interface 13 .
- the second control section 11 is also connected to the speed sensor 32 via the interface 14 .
- the speed sensor 32 is, for example, a sensor that detects the speed of the vehicle.
- the speed sensor 32 may employ, for example, a wheel sensor that detects the rotational speed of a wheel.
- the integrated control device 33 is connected to the first control section 9 and the second control section 11 . That is, the integrated control device 33 is connected to the first control section 9 and the second control section 11 via a vehicle data bus 31 called CAN, for example.
- the integrated control device 33 is, for example, an integrated control device (integrated ECU) that determines vehicle motion control for moving the vehicle with respect to a target trajectory obtained from an automatic driving control device (automatic driving ECU).
- the integrated control device 33 controls each actuator control device (actuator ECU), such as a motor drive device (motor drive ECU), a brake control device (brake ECU), a steering control device (steering ECU), a suspension control device (suspension ECU), and the like. output the necessary control commands (for example, control commands related to automatic operation).
- the motor control device 7 serves, for example, as both a motor drive device (motor drive ECU) that drives the brake motor 2 and a brake control device (brake ECU) that performs integrated control on the brake. That is, the motor control device 7 (brake motor control ECU) is integrally configured as a control device having both a motor drive function and a brake control function.
- the motor drive device (motor drive ECU) and the brake control device (brake ECU) may be configured separately (separately).
- the integrated control device 33 is also called a central control device (central ECU) and corresponds to a control device higher than the motor control device 7 .
- the integrated control device 33 also includes a microcomputer serving as an arithmetic circuit (CPU).
- the integrated control device 33 is configured with a dual core (double circuit) so as to perform the same processing in parallel and monitor whether there is any difference in processing results. That is, the integrated control device 33 is composed of two control units 33A and 33B (first central ECU (C_ECU_1), second central ECU (C_ECU_2)).
- the first control section 9 and the second control section 11 are connected to the integrated control device 33 respectively.
- the second control section 11 is also connected to the first control section 9 via a communication line 34 (inter-CPU communication line).
- the second control section 11 monitors the state of the first motor driving section 8 . More specifically, the second control section 11 monitors the phase current state in the first motor drive section 8 .
- a phase current monitor circuit 35 is connected to the U1-phase power line 18 , the V1-phase power line 19 , and the W1-phase power line 20 of the first motor drive section 8 .
- the phase current monitor circuit 35 is connected to the second control section 11 , and the second control section 11 monitors the phase current of the first motor drive section 8 using the phase current monitor circuit 35 .
- the second control unit 11 determines that the first control unit 9 is abnormal when the monitored value in the phase current monitor circuit 35 is out of the normal range and control cannot be performed according to the control command.
- the electric disc brake of Patent Document 1 detects the contact position of the pad (the contact position between the brake pad and the disc rotor) based on whether or not the amount of change in the position of the current exceeds the threshold. It is considered that the technique disclosed in Patent Document 1 is used in an electric disk brake that generates motor torque by energizing two coils for one rotor.
- the torque required to realize the operation is applied to both systems. It is not performed to generate by equally dividing the coil. That is, in the embodiment, during the operation of detecting the contact position of the pad, one of the coils (for example, the first system coil) is used as the detection side coil, and the other coil (for example, the second system coil).
- the non-detection side coil is energized so as to generate torque in the opposite direction to the operating direction.
- the ratio of the current error to the energization amount can be reduced. That is, in the embodiment, the estimation error of the thrust force can be reduced, so the detection accuracy of the contact position of the pad can be improved.
- the two control units 9 and 11 are virtually represented as one control unit in order to avoid complicating the drawing, but in the embodiment, as shown in FIG. It has two control units 9 and 11 . Also, the two control units 9 and 11 are connected via a communication line 34 (inter-CPU communication line). Therefore, in the following description, the case where the processing for detecting the contact position of the pad is performed by the first control section 9 and the second control section 11 will be described as an example.
- the processing performed by the first control unit 9 may be performed by the second control unit 11 and the processing performed by the second control unit 11 may be performed by the first control unit 9 .
- both the processing performed by the first control unit 9 and the processing performed by the second control unit 11 can be performed by either one of the first control unit 9 and the second control unit 11. ). That is, one or both of the first control section 9 and the second control section 11 correspond to the control section that controls the first motor drive section 8 and the second motor drive section 10 .
- the brake motor 2 is provided with two systems of coils (first winding set 5 and second winding set 6) for one rotor 4.
- the brake motor 2 is controlled to generate torque by energizing two systems of coils (the first winding set 5 and the second winding set 6).
- the two coils (first winding set 5, second winding set 6) are connected to separate inverters (first motor driving section 8, second motor driving section 10), Current is detected by current sensors 41 and 42 (FIG. 2) to control the motor.
- the power supplies 29 and 30 have a redundant configuration so that motor control can be continued as much as possible in the event of a failure. That is, in the embodiment, the first and second motor drive units 8 and 10 each configured by an inverter are connected to separate power sources 29 and 30, respectively. Although illustration is omitted, for example, when one of the power supplies 29 and 30 fails, a power supply circuit is provided so that the electrical connection with the power supply 29 (30) on the failed side can be cut off. A configuration in which both motor driving units 8 and 10 are connected to the circuit may be employed.
- a configuration having two CPUs that is, a configuration having two control units 9 and 11, that is, a first control unit 9 and a second control unit 11, and a first control unit
- the section 9 and the second control section 11 are connected by a communication line 34 (inter-CPU communication line).
- control units 9 and 11 which are configured to include two CPUs, control a first motor driving unit 8 and a second motor driving unit 10, which are inverters, to generate independent three-phase motors.
- the first winding set 5 and the second winding set 6, which are coils of are energized.
- currents flowing through the first winding set 5 and the second winding set 6 are detected by current sensors 41 and 42 (FIG. 2), and the motor angle of the brake motor 2 is detected by an angle sensor (motor angle sensor).
- a feedback loop for generating a desired motor torque is constructed by detecting by the rotation sensors 15 and 16 .
- the first current sensor 41 detects the current of the first winding set 5 and the second current sensor 42 detects the current of the second winding set 6 .
- Current sensors 41 and 42 are connected to respective systems so as to directly detect currents (U-phase, V-phase, and W-phase) flowing through first winding set 5 and second winding set 6, each of which is a three-phase coil. 3 can be placed in each. Also, by appropriately setting the placement location of the current sensor and the current detection timing using a known technique, the number of current sensors may be two or one. That is, it is sufficient to directly detect or estimate the three-phase current.
- FIG. 2 shows an example of control contents (control processing) executed in the control units 9 and 11 in order to cause the brake motor 2 to generate torque.
- the control units 9 and 11 include a position controller 43, a current command calculator 44 (first current command calculator 44A, second current command calculator 44B), and a current controller 45 (first current controller 45A, second current command calculator 44B). 2 current controller 45B).
- the position controller 43 calculates the torque command T * based on the deviation between the motor angle command C instructed from the upper control and the motor angle detected by the rotation sensors 15 and 16 .
- the position controller 43 outputs the calculated torque command T * to the current command calculator 44 .
- the position controller 43 outputs the torque command T * to the first current command calculator 44A and the second current command calculator 44B of the current command calculator 44, respectively.
- the command from the host control is the motor angle command C, and the torque command T * is calculated based on this motor angle command C.
- the command from the host control may be, for example, a speed command or a motor torque command.
- a torque command T * is input from the position controller 43 to the current command calculator 44 .
- the current command calculator 44 the sum of the torque generated by the first winding set 5, which is one of the coils, and the torque generated by the second winding set 6, which is the other coil, should be output by the brake motor 2.
- Current commands id1 * , iq1 * , id2 * , iq2 * are calculated so as to obtain a desired torque (required torque).
- the current command calculator 44 outputs the calculated current commands id1 * , iq1 * , id2 * , iq2 * to the current controller 45 (first current controller 45A, second current controller 45B).
- the current command calculator 44 includes a first current command calculator 44A and a second current command calculator 44B.
- the first current command calculator 44A calculates the current commands id1 * and iq1 * of one system (for example, the first system) that detects the contact position of the pad (detection side). In this case, the first current command calculator 44A calculates the current commands id1 * and iq1 * by multiplying the torque command T * by "1/K ⁇ ". "K" is the torque constant of the motor.
- the second current command calculator 44B for example, calculates the current commands id2 * and iq2 * of the other system (for example, the second system) that does not detect the contact position of the pad (non-detection side).
- the second current command calculator 44B calculates the current commands id2 * and iq2 * by multiplying the torque command T * by "-1/K ⁇ ( ⁇ -1)". As a result, the current command calculator 44 sets the gain for converting the torque (torque command) to the current (current command) to "1/K ⁇ " on the detection side and " ⁇ 1/K ⁇ ( ⁇ -1)”.
- the current commands id1 * and iq1 * calculated by the first current command calculator 44A and the current commands id2 * and iq2 * calculated by the second current command calculator 44B are output to the current controller 45.
- the current commands id1 * and iq1 * calculated by the first current command calculator 44A are output to the first current controller 45A
- the current commands id2 * and iq2 calculated by the second current command calculator 44B are output to the first current controller 45A. * is output to the second current controller 45B.
- the current command calculator 44 distributes the current commands id1 * , iq1 * , id2 * , iq2 * for outputting a desired torque (required torque) in the brake motor 2 to the current controller 45.
- the current controller 45 includes, for example, a first winding set 5 that is a three-phase coil of a first system and a second winding set that is a three-phase coil of a second system. It controls the current that flows through each of the wire sets 6 .
- the current controller 45 first current controller 45A, second current controller 45B
- the three-phase voltage value is determined, and the first motor driving section 8 and the second motor driving section 10 are controlled.
- the first current controller 45A on the first system side (for example, the first control unit 9 side) of the current controller 45 the three-phase currents iU1, iV1, and iW1 detected or estimated by the current sensor 41 (or id1, iq1) and the motor angle (electrical angle phase) detected by the rotation sensor 15, the three-phase voltage values vU1 * , vV1 * , and vW1 * are determined, and the first motor driving section 8 is controlled.
- the second current controller 45B on the second system side (for example, the second control unit 11 side) of the current controller 45, three-phase currents iU2, iV2, iW2 (or id2, iq2) and the motor angle (electrical angle phase) detected by the rotation sensor 16, the three-phase voltage values vU2 * , vV2 * , and vW2 * are determined, and the second motor driving section 10 is controlled.
- the processing for controlling the current generally needs to be executed at high speed. Therefore, when the control units 9 and 11 exist independently for the respective motor drive units 8 and 10, it is preferable that the control units 9 and 11 implement processing for controlling the current. That is, it is preferable to implement current control processing on the first system side in the first control section 9 and implement current control processing on the second system side in the second control section 11 .
- a process of calculating a current command or a motor torque command to be realized in each system based on a motor angle command is executed only by one CPU (first control unit 9 or second control unit 11),
- the command calculation result may be transmitted to the other CPU (the second control unit 11 or the first control unit 9) using inter-CPU communication (communication line 34).
- each CPU may independently execute the same calculation, and only the torque command to be realized by each system may be used by each CPU (control units 9, 11). .
- the results calculated independently by each CPU (control units 9, 11) are transmitted using inter-CPU communication (communication line 34), and compared and selected by each CPU (control units 9, 11). You may
- the control units 9 and 11 detect the contact position of the pad.
- the coil of the system (the first winding set 5 or the first The two-winding set 6) generates a first torque that is greater than the required torque (torque command T * ).
- the required torque (torque command T * ) is opposite to the required torque (torque command T*).
- a second torque is generated in the direction and based on the difference between the requested torque (torque command T * ) and the first torque.
- the pad contact position detection processing performed by the control units 9 and 11 will be described with reference to FIG.
- the control process in FIG. 3 is, for example, repeatedly executed at a predetermined control period (eg, 1 ms).
- S1 it is determined whether or not it is necessary to detect the contact position of the pad.
- the contact position of the pad is detected, for example, when the vehicle is running (for example, when the vehicle is powered on or the ignition is on), or when a certain period of time has passed while the vehicle is running. is desirable. Therefore, in S1, for example, it is determined whether or not the vehicle power source is ON, or whether or not the ignition is ON. If “YES” in S1, that is, if it is determined that the contact position of the pad needs to be detected, the process proceeds to S2. On the other hand, if "NO" is determined in S1, that is, if it is determined that there is no need to detect the contact position of the pad, the process of S1 is repeated.
- S2 it is determined whether or not the shift lever (AT range) is in a position other than the P range (parking position).
- detection of the contact position of the pad is performed during brake control such as braking or during operation based on an operation command for detecting the contact position of the pad. Therefore, in S2, the brake command for detecting the contact position is set to "a brake command output based on the driver's operation” or “output from the brake system without being based on the driver's operation”. It is determined whether to set the "brake command to be applied”. If "YES" in S2, it is assumed that a brake command based on the driver's operation is output, and the process proceeds to S3.
- S4 it is determined whether or not the contact position of the pad may be detected with high accuracy. Whether high-precision position detection (high-precision contact position detection) can be performed depends on the state of the brake system and the brake command. Conditions in which high-accuracy position detection can be performed include, for example, temperature, battery voltage conditions, and no current limit due to a failure (when the current that can be used by the brake system is not limited), and brake command , the brake responsiveness is equal to or higher than the limit value.
- highly accurate position detection is preferably performed when the temperature of the brake pad, the voltage of the power supply (battery voltage), etc. are within preset ranges.
- the preset range can be set as a temperature range and a battery voltage range in which position detection can be performed with high accuracy.
- highly accurate position detection is preferably performed when the allowable current value is equal to or greater than a preset value.
- the preset value can be set as a value that can secure a current that enables highly accurate position detection. The reason for setting the current limit in this way is that, when performing high-precision position detection, by applying torque in the opposite direction to one of the coils (the first system coil), a larger amount of current is generated than in normal braking operation. because it consumes
- highly accurate position detection is preferably performed when the responsiveness of the brake command is equal to or higher than a preset limit value.
- the preset limit value can be set as a value that can ensure responsiveness even when highly accurate position detection is performed. The reason why the brake responsiveness is limited in this way is that, when high-precision position detection is performed, one motor drive circuit (for example, the first motor drive section 8) operates the brake pad to the braking side. is.
- one (the other) motor drive circuit for example, the second motor drive section 10) is used to generate torque in the opposite direction to the braking side.
- the brake pads are operated to the braking side by both motor drive circuits (eg, the first motor drive section 8 and the second motor drive section 10)
- the brake response becomes slow, the brake response is limited.
- a value of ⁇ is set for highly accurate detection of the contact position of the pad. That is, the detection side sets ⁇ >1 and outputs " ⁇ times" the torque command. As a result, the current amount of the detection side coil can be increased, and the current change amount with respect to thrust change when the brake pad comes into contact with the disk rotor (when thrust is generated) can be increased. Therefore, the ratio of the current error to the amount of energization can be reduced. That is, since the thrust estimation error can be reduced, the detection accuracy of the contact position of the pad can be improved.
- the non-detection side is energized so that torque "( ⁇ -1) times" of the torque command is generated in the opposite direction to the operating direction, and the total torque value of the detection side and non-detection side is the command. Make it a torque value.
- the value of ⁇ is the clearance (clearance between the brake pad and the disc rotor) required to reduce the drag torque generated by the contact between the brake pad and the disc rotor when the brakes are off to a specified value, and the clearance during braking. It can be set based on the detection error of the pad contact position required to satisfy both the allowable dead time until the braking force is generated.
- the drag torque is inversely proportional to the clearance amount. Therefore, in order to keep the drag torque at a predetermined amount or less, the standby position must be "clearance amount for making the drag torque a predetermined amount" + “detection error of the pad contact position". Therefore, the amount of piston movement required to generate the braking force increases by the amount of the detection error of the pad contact position, resulting in an increase in dead time. Therefore, reducing the detection error of the pad contact position leads to shortening the dead time.
- the current recognition error can be estimated from the sensor specifications, AD conversion error of the microcomputer, etc.
- the relationship between current and thrust, the relationship between thrust and position, the relationship between drag torque and clearance amount, and the relationship between clearance amount and dead time can be estimated from design values, experiments, and the like.
- the value of ⁇ in S5 that is, the value of ⁇ by which the torque command is multiplied to set the detection-side torque (first torque) is It can be set based on the clearance to be set and the detection error of the contact position. After setting the value of ⁇ in S5, the process proceeds to S6.
- the system of the drive circuit to be set on the detection side is set.
- the first system is set to the detection side, but the system on the detection side may be replaced by, for example, one braking operation, one trip, a certain period of time, or a certain number of times of braking. That is, in S6, the first motor driving section 8 and the first winding set 5 are set as the detection side, and the second motor driving section 10 and the second winding set 6 are set as the non-detection side.
- the conditions that is, when the braking operation, trip, time, number of times of braking, etc. reach a threshold value (switching determination value)
- the second motor driving section 10 and the second winding set 6 are is set as the detection side, and the first motor driving section 8 and the first winding set 5 are set as the non-detection side.
- switching (replacement) between the detection side and the non-detection side can be performed according to the number of brake operations, trips, time, number of times of braking, and the like.
- each system operates the same number of times, so the load on both systems becomes equal. can improve durability.
- the contact position of the pad may be detected twice by alternating between the detection side and the non-detection side, so that detection may be performed in each of the two systems.
- the first current command calculation unit 44A on the detection side and the second current command calculation unit 44B on the non-detection side After setting the detection side and the non-detection side in S6, the first current command calculation unit 44A on the detection side and the second current command calculation unit 44B on the non-detection side generate current commands id1 * and iq1 based on the brake command. * , id2 * , iq2 * are output. Specifically, when the brake command is the torque command T * , the first current command calculator 44A on the detection side multiplies the torque command T * by "1/K ⁇ " to obtain current commands id1 * , iq1 * is output. In this case, if " ⁇ >1" is set by the process of S5 in FIG . iq1 * is output from the first current command calculator 44A.
- the second current command calculator 44B on the non-detecting side outputs current commands id2 * and iq2 * obtained by multiplying the torque command T * by "-1/K ⁇ ( ⁇ -1)". In this case, if " ⁇ >1" is set by the process of S5 in FIG. 3, torque is generated in the direction opposite to the torque command T * and based on the difference between the torque command T * and the first torque. Current commands id2 * and iq2 * to be used are output from the second current command calculator 44B.
- the process proceeds to S7.
- S7 the current value for the position of the system on the detection side is recorded.
- S8 based on the current recorded in S7, it is determined whether or not the amount of change in position (di/dx) with respect to the current exceeds a threshold. If "NO" in S8, that is, if it is determined that the amount of change (di/dx) does not exceed the threshold, the process returns to S7.
- the threshold value can be obtained in advance by calculation, experiment, simulation, or the like, as the amount of change (amount of current change) when the brake pad and the disc rotor come into contact, for example.
- the process proceeds to S9.
- the pad contact position is updated. That is, in S9, the position when the threshold value is exceeded is set as the contact position of the pad, and this contact position is updated as the latest contact position.
- the detection of the pad contact position based on the current braking command is completed. That is, it returns to the start via the end, and repeats the processing from S1 onwards.
- ⁇ is set in S13.
- the brake system needs to release the brake on the wheel that detects the contact position of the pad, and then output the brake command.
- the brake system when the driver does not output a brake command, the brake system only outputs a brake command. That is, the required operation of the brake system differs depending on whether or not the brake command is output from the driver. Therefore, in S10, it is determined whether or not the driver is stepping on the brake pedal.
- the contact position of the pad can be detected, for example, from the elapsed time since the contact position of the pad of each of the four wheels was updated.
- the contact position can be detected from the wheel with the longest elapsed time since being updated.
- the number of wheels for detecting the contact position of the pad may be one wheel or two diagonal wheels.
- the brake command for the case where the driver's brake command is output is calculated. That is, in S11, for example, after releasing the brake of one arbitrary wheel, a brake command for detecting the contact position of the pad of this one arbitrary wheel (brake command for detecting pad contact position) is calculated.
- This brake command (pad contact position detection brake command) can be output to the position controller 43 as a motor angle command C from a higher control, for example.
- the brake command for when the driver's brake command is not output is calculated. That is, in S12, a brake command (brake command for pad contact position detection) for detecting the contact position of the pad of any one wheel is calculated.
- This brake command (pad contact position detection brake command) can also be output to the position controller 43 as a motor angle command C from a higher control, for example.
- the brake command for pad contact position detection in S11 and S12 may be a brake command that monotonically increases within a range determined to enable highly accurate detection in S4. Therefore, detailed description is omitted.
- the piston position corresponds to the brake pad position.
- the detection side coil is energized with a current larger than the brake command value.
- the non-detection side coil is energized with a current amount that generates a torque opposite to the operating direction so that the sum of the energization amounts of the detection side coil and the non-detection side coil becomes the brake command value.
- FIG. 4 shows the characteristics (waveforms) of the current and the position at this time, the characteristic line 51 in FIG. Corresponds to the characteristics (waveform) of the current in the detection side coil.
- a characteristic line 53 in FIG. 4 corresponds to the current characteristic (waveform) of the detection coil at this time.
- the current change amount can be increased, and the ratio of the current error to the energization amount can be decreased. That is, the estimation error of the piston position (contact position of the pad) can be reduced.
- the motor control system 1 of the embodiment includes the brake motor 2 as an electric motor and the motor control device 7 as a motor controller that controls the brake motor 2 .
- the motor control device 7 corresponds to an electric brake control device.
- the electric brake includes, for example, an electric caliper (electric mechanism) that presses a brake pad (braking member) against a disc rotor (braked member), and a brake motor 2 that drives the electric caliper.
- the disk rotor corresponds to the contacted member
- the brake pad corresponds to the contact member controlled and operated by the motor control device 7 .
- the motor control device 7 of the embodiment controls the brake motor 2 of the electric brake that applies braking force to the vehicle.
- the motor control device may be configured to control, for example, a steering motor for electric steering for steering the vehicle.
- the motor control device corresponds to an electric steering control device.
- the motor control device 7 includes a first motor driving section 8, a second motor driving section 10, and a first control section 9 and/or a second control section 11 as control sections.
- the first motor drive section 8 is connected to a first winding set 5 that serves as a first system coil of the brake motor 2 .
- the second motor driving section 10 is connected to a second winding set 6 that serves as a second system coil of the brake motor 2 .
- the control units 9 and 11 (the first control unit 9 and/or the second control unit 11) control the first motor driving unit 8 and the second motor driving unit 10. In this case, the controllers 9 and 11 control the electric brake via the brake motor 2 .
- the control units 9 and 11 perform the following outputs to the first motor driving unit 8 and the second motor driving unit 10 when it is determined as "YES" in S4 of FIG.
- control units 9 and 11 control the torque greater than the torque generated in the brake motor 2 by the torque command for generating the required torque required in the brake motor 2, and the first torque in the same direction as the required torque.
- a first current command for energizing the first winding set 5 is output to the first motor driving section 8 so as to generate torque. That is, if the required torque is the torque command T * and the first current commands are the current commands id1 * and iq1 * , the current commands id1 * and iq1 * are obtained by multiplying the torque command T * by "1/K ⁇ ". It is calculated by At this time, " ⁇ >1" is satisfied by the process of S5 in FIG.
- control units 9 and 11 apply the current commands id1 * and iq1 * that generate the first torque (torque in the same direction as the torque command T * and larger than the torque command T * ) to the first motor drive unit. 8 can be output.
- the control units 9 and 11 control the second torque so that the second torque, which is a torque based on the difference between the requested torque and the first torque and is a torque opposite to the first torque, is generated.
- a second current command for energizing the two-winding set 6 is output to the second motor driving section 10 . That is, if the required torque is a torque command T * and the second current commands are current commands id2 * and iq2 * , the current commands id2 * and iq2 * are the torque command T * and "-1/K ⁇ ( ⁇ -1 )”. At this time, " ⁇ >1" is satisfied by the process of S5 in FIG.
- control units 9 and 11 generate current commands id2 * and iq2 * that generate a second torque (torque in the opposite direction to the torque command T * and based on the difference between the torque command T * and the first torque). can be output to the second motor drive unit 10 .
- the controllers 9 and 11 adjust the brake pad (braking member, contact member) relative to the disk rotor (braked member, contact member) based on the change in the current flowing through the first winding set 5 according to the first current command. ) is detected. That is, the control units 9 and 11, through the processing of S8 in FIG. di/dx) and the threshold, position detection (contact position detection) is performed.
- the torque based on the difference between the requested torque and the first torque is the difference between the requested torque and the first torque. That is, when the required torque is a torque command T * and the first torque is “ ⁇ T * ", the torque based on the difference between the required torque and the first torque is "( ⁇ 1) ⁇ T * ", That is, it is " ⁇ T * ⁇ T * ", which is the difference between the requested torque "T * " and the first torque " ⁇ T * ".
- control units 9 and 11 update the physical quantity related to the contact position of the brake pad when the amount of change in the contact position with respect to the current flowing through the first winding set 5 exceeds a predetermined threshold. That is, the control units 9 and 11 perform the processing of S8 in FIG. , the contact position of the pad is updated.
- the predetermined threshold value can be obtained in advance by calculation, experiment, simulation, or the like, as the amount of change (current change amount) when the brake pad and the disc rotor come into contact, for example.
- the controllers 9 and 11 control the first current command and the second current when the electric current that can be used for the electric brake is not subject to a predetermined limit and the responsiveness of the electric brake exceeds a predetermined value.
- Output commands That is, the control units 9 and 11 set the first current command and the second current command, that is, the current commands id1 * and Output iq1 * , id2 * , iq2 * .
- the current limit is such that even if a command to generate a first torque is output to the first motor drive unit 8 and a command to generate a second torque to the second motor drive unit 10 is output, It can be set so as to ensure the supply of current to the winding set 5 and the second winding set 6 .
- the responsiveness limit (the predetermined value of responsiveness) can be set so that the responsiveness of the electric brake can be ensured even if the second winding set 6 generates torque in the direction opposite to the required torque. .
- the magnitude of the first torque is set based on the clearance set due to the drag torque and the detection error of the contact position.
- the drag torque is rotational resistance (torque) generated by contact between the brake pads and the disc rotor when the electric brake is not in operation. Clearance is the distance between the brake pads and the disc rotor.
- control units 9 and 11 set " ⁇ " to a value greater than 1 ( ⁇ >1) through the process of S5 in FIG. At this time, " ⁇ " can be set based on the "clearance” and the “detection error of the contact position", as described above.
- control units 9 and 11 output the first current command to the second motor driving unit 10 and output the second current command to the first motor driving unit 8 when a predetermined condition is satisfied. That is, the control units 9 and 11 set the system on the detection side by the processing of S6 in FIG. At this time, the control units 9 and 11 can perform switching (replacement) between the system on the detection side and the system on the non-detection side according to the number of brake operations, trip, time, number of times of braking, and the like.
- the switching conditions predetermined conditions
- the control units 9 and 11 (the first control unit 9 and/or the second control unit 11) provide the first motor driving unit 8 with the first current command, that is, the required torque ( It outputs current commands id1 * and iq1 * that generate a first torque ( ⁇ T * , ⁇ >1) that is larger than the required torque in the same direction as T * ).
- the control units 9 and 11 provide the second current command to the second motor drive unit 10, that is, the torque based on the difference between the required torque (T * ) and the first torque in the opposite direction to the required torque (T*).
- control units 9 and 11 control the disc rotor (braked member, contact target) based on the change in the current flowing through the first winding set 5 by the first current command (current command id1 * , iq1 * ). member) and the contact position of the brake pad (braking member, contact member).
- the amount of change (di/dx) in the current of the first winding set 5 according to the change in the load due to the contact of the brake pad (braking member, contact member) with the disc rotor (braked member, contact member) can be increased, it is possible to suppress a decrease in detection accuracy of the contact position.
- the clearance can be set small, the amount of clearance to be closed during braking is reduced, and the operating noise can be reduced accordingly. Furthermore, the clearance can be set small, which improves the responsiveness of the brake and shortens the stopping distance.
- the torque based on the difference between the requested torque and the first torque is " ⁇ T * ⁇ T * ", that is, the difference between the requested torque "T * " and the first torque " ⁇ T * ". Difference. Therefore, the control units 9 and 11 output a first current command (current commands id1 * and iq1 * with “ ⁇ >1”) to the first motor driving unit 8, and output a second current command to the second motor driving unit 10.
- current commands id2 * , iq2 * with “ ⁇ >1 By outputting current commands (current commands id2 * , iq2 * with " ⁇ >1"), the amount of change (di/dx) in the current of the first winding set 5 according to the change in the load on the rotor 4 is calculated.
- the required torque "T *” can be generated by the brake motor 2 while increasing the torque. Further, since the brake motor 2 generates the required torque "T * ", it is possible to reduce the generated thrust (brake pad thrust) when detecting the contact position. That is, since it is not necessary to increase the torque generated by the brake motor 2 for detecting the contact position, the load applied to the brake pads, disc rotor, electric caliper (electric mechanism), etc. can be suppressed.
- control units 9 and 11 perform the processing of S8 in FIG. Then, the physical quantity relating to the contact position of the brake pad is updated by the processing of S9 in FIG. Therefore, the physical quantity relating to the contact position of the brake pad can be accurately detected by comparison with the threshold. Also, by updating this highly accurate physical quantity, detection of the contact position can be maintained with high accuracy.
- the control units 9 and 11 output the first current command (current commands id1 * , iq1 * with " ⁇ >1") and second current commands (current commands id2 * , iq2 * with " ⁇ >1") are output.
- the first current command current command id1 * , iq1 * with " ⁇ >1”
- the second current command current command with " ⁇ >1"
- the magnitude of the first torque (more specifically, the magnitude of ⁇ multiplied by the torque command when calculating the first torque) is the clearance set due to the drag torque. and the detection error of the contact position. This makes it possible to ensure the required accuracy. That is, the amount of change in the current according to the change in the load on the rotor 4 can be increased within a required range (more specifically, the ratio of the current error to the amount of current can be reduced), and the position detection can be performed. Accuracy can be ensured.
- the control units 9 and 11 when a predetermined condition is satisfied, the control units 9 and 11 generate the first current command (current command id2 * , iq2 * equivalent to the current command id1 * , iq1 * with " ⁇ >1"). ) to the second motor drive unit 10, and the second current command (current commands id1 * , iq1 * equivalent to the current commands id2 * , iq2 * with “ ⁇ >1”) to the first motor drive unit 8 Output.
- a predetermined condition it becomes possible to increase the amount of change in the current of the second winding set 6 according to the change in the load applied to the rotor 4 of the brake motor 2 . Therefore, for example, when position detection is performed based on a change in current, it is possible to suppress a decrease in position detection accuracy in both systems.
- the case of a dual system including the first control unit 9 (secondary system) and the second control unit 11 (primary system) has been described as an example.
- the current on the detection side may be applied to the other side in the remaining two systems to obtain the desired torque
- a desired torque may be obtained by passing a current in the opposite direction in the remaining one system.
- the second control unit 11 monitors the first control unit 9, that is, the second control unit 11 monitors the phase current of the first motor drive unit 8 by the phase current monitor circuit 35.
- the monitoring side is the second control section 11 and the monitored side is the first control section 9 has been described as an example.
- the present invention is not limited to this, and for example, the monitoring side may be the first control section and the monitored side may be the second control section.
- the detection side is the first system (the first motor driving section 8, the first winding set 5 serving as the first system coil), and the non-detection side is the second system.
- the detection side may be the second system (second motor driving section 10, second winding set serving as second system coil). 6
- the non-detection side may be the first system (the first motor drive unit 8 and the first winding set 5 serving as the first system coil). That is, the system on the detection side and the system on the non-detection side may always be the same, or may be switched.
- the brake motor 2 that is, the brake motor 2 that controls (drives) the electric brake that applies braking force to the vehicle.
- the electric motor driven by the first motor driving section and the second motor driving section may be, for example, a steering motor that controls (drives) a steering actuator of the vehicle.
- the steering motor can be driven by the first motor driving section connected to the first control section and the second motor driving section connected to the second control section.
- the detection of the contact position according to the embodiment can be used in a configuration in which a 6-phase motor is used and the contact point between mechanical members can be detected as an inflection point of the motor torque. It is also applicable to systems. Moreover, it is not limited to the electric mechanism mounted on the vehicle, and can be used for various electric mechanisms driven by an electric motor.
- an integrated control device 33 integrated ECU, central
- the controller of the vehicle is not limited to this, and may be a control device other than the integrated control device 33, such as a steering control device, a suspension control device, or the like, that is, a control device other than a higher-level control device.
- the controller of the vehicle corresponds to various control units (ECUs) mounted on the vehicle.
- the control unit outputs the first current command (command to generate the first torque in the same direction as the requested torque and larger than the requested torque) to the first motor drive unit,
- a second current command (a command to generate a second torque based on the difference between the requested torque and the first torque in the opposite direction to the requested torque) is output to the second motor drive unit. Therefore, it is possible to increase the amount of change in the current of the first system coil according to the change in the load applied to the rotor of the electric motor. That is, with a configuration in which torque is generated by energizing two systems of coils for one rotor, it is possible to increase the amount of change in the current of the first system coil according to changes in the load on the rotor. As a result, for example, when position detection is performed based on a change in current, it is possible to suppress deterioration in the accuracy of position detection.
- the control unit detects the contact position of the contact member (braking member) with respect to the contacted member (braking member) based on the current change of the first system coil due to the first current command. In this case, it is possible to increase the amount of change in the current of the first system coil according to the change in the load due to the contact of the contact member (braking member) with the contacted member (braking member), so that the accuracy of detecting the contact position can be reduced. can be suppressed.
- the torque based on the difference between the requested torque and the first torque is the difference between the magnitude of the requested torque and the magnitude of the first torque. Therefore, the control unit outputs the first current command to the first motor driving unit and outputs the second current command to the second motor driving unit, so that the first system coil is controlled according to the change in the rotor load.
- the required torque can be generated by the electric motor while increasing the amount of change in current.
- the control unit updates the physical quantity regarding the contact position of the braking member when the amount of change in the contact position with respect to the current flowing through the first system coil exceeds a predetermined threshold. Therefore, the physical quantity relating to the contact position of the braking member can be accurately detected by comparison with the threshold. Also, by updating this highly accurate physical quantity, detection of the contact position can be maintained with high accuracy.
- the control unit outputs the first current command and the second current command when the electric current that can be used for the electric brake is not subject to a predetermined limit and the responsiveness of the electric brake exceeds a predetermined value. to output
- the control unit outputs the first current command and the second current command when the electric current that can be used for the electric brake is not subject to a predetermined limit and the responsiveness of the electric brake exceeds a predetermined value.
- the magnitude of the first torque is set based on the clearance caused by the drag torque and the detection error of the contact position. This makes it possible to ensure the required accuracy. That is, the amount of change in the current according to the change in the load on the rotor can be increased within the required range (more specifically, the ratio of the current error to the amount of energization can be reduced), and the accuracy of position detection can be improved. can be ensured.
- the control unit outputs the first current command to the second motor driving unit and outputs the second current command to the first motor driving unit when a predetermined condition is satisfied.
- a predetermined condition it becomes possible to increase the amount of change in the current of the second system coil according to the change in the load applied to the rotor of the electric motor. Therefore, for example, when position detection is performed based on a change in current, it is possible to suppress a decrease in position detection accuracy in both systems.
- the present invention is not limited to the above-described embodiments, and includes various modifications.
- the above-described embodiments have been described in detail in order to explain the present invention in an easy-to-understand manner, and are not necessarily limited to those having all the configurations described.
- part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of one embodiment.
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- Braking Systems And Boosters (AREA)
Abstract
Description
Claims (11)
- 電動ブレーキの制御装置であって、
前記電動ブレーキは、
制動部材を被制動部材に押圧する電動機構と、
2系統のコイルを有し、前記電動機構を駆動する電動モータと、を備え、
前記制御装置は、
前記電動モータの第1系統コイルに接続される第1モータ駆動部と、
前記電動モータの第2系統コイルに接続される第2モータ駆動部と、
前記第1モータ駆動部及び前記第2モータ駆動部を制御するコントロール部であって、
前記電動モータに要求される要求トルクを発生させるためのトルク指令によって前記電動モータに発生するトルクよりも大きなトルクであり、かつ前記要求トルクと同方向の第1トルクが発生するように、前記第1系統コイルに通電するための第1電流指令を前記第1モータ駆動部に出力し、
前記要求トルクと前記第1トルクとの差に基づくトルクであり、かつ前記第1トルクと逆方向の第2トルクが発生するように、前記第2系統コイルに通電するための第2電流指令を前記第2モータ駆動部に出力する、
コントロール部と、
を備える電動ブレーキの制御装置。 - 請求項1に記載の電動ブレーキの制御装置であって、
前記コントロール部は、
前記第1電流指令による前記第1系統コイルの電流変化に基づいて、前記被制動部材に対する前記制動部材の接触位置を検知する、
電動ブレーキの制御装置。 - 請求項2に記載の電動ブレーキの制御装置であって、
前記要求トルクと前記第1トルクとの差に基づくトルクは、前記要求トルクの大きさと前記第1トルクの大きさとの差である、
電動ブレーキの制御装置。 - 請求項3に記載の電動ブレーキの制御装置であって、
前記コントロール部は、
前記第1系統コイルに流れる電流に対する前記接触位置の変化量が、所定の閾値を超えたときに、前記制動部材の接触位置に関する物理量を更新する、
電動ブレーキの制御装置。 - 請求項2に記載の電動ブレーキの制御装置であって、
前記コントロール部は、
前記電動ブレーキに使用可能な電流に所定の制限がされておらず、かつ前記電動ブレーキの応答性が所定値を超える場合に、前記第1電流指令及び前記第2電流指令を出力する、
電動ブレーキの制御装置。 - 請求項2に記載の電動ブレーキの制御装置であって、
前記第1トルクの大きさは、
前記電動ブレーキが作動していない状態で、前記制動部材と前記被制動部材とが接触することにより発生する引き摺りトルクに起因して設定される、前記制動部材と前記被制動部材との間のクリアランスと、
前記接触位置の検知誤差と、
に基づいて設定される、
電動ブレーキの制御装置。 - 請求項1に記載の電動ブレーキの制御装置であって、
前記コントロール部は、
所定の条件が成立した場合、前記第1電流指令を前記第2モータ駆動部に出力し、前記第2電流指令を前記第1モータ駆動部に出力する、
電動ブレーキの制御装置。 - 電動ブレーキの制御方法であって、
前記電動ブレーキは、
制動部材を被制動部材に押圧する電動機構と、
2系統のコイルを有し、前記電動機構を駆動する電動モータと、を備え、
前記電動モータの第1系統コイルに接続される第1モータ駆動部、及び前記電動モータの第2系統コイルに接続される第2モータ駆動部を制御するコントロール部により、
前記電動モータに要求される要求トルクを発生させるためのトルク指令によって前記電動モータに発生するトルクよりも大きなトルクであり、かつ前記要求トルクと同方向の第1トルクが発生するように、前記第1系統コイルに通電するための第1電流指令を前記第1モータ駆動部に出力し、
前記要求トルクと前記第1トルクとの差に基づくトルクであり、かつ前記第1トルクと逆方向のある第2トルクが発生するように、前記第2系統コイルに通電するための第2電流指令を前記第2モータ駆動部に出力する、
電動ブレーキの制御方法。 - 請求項8に記載の電動ブレーキの制御方法であって、
前記コントロール部が、
前記第1電流指令による前記第1系統コイルの電流変化に基づいて、前記被制動部材に対する前記制動部材の接触位置を検知する、
電動ブレーキの制御方法。 - モータ制御装置であって、
2系統のコイルを有する電動モータの第1系統コイルに接続される第1モータ駆動部と、
前記電動モータの第2系統コイルに接続される第2モータ駆動部と、
前記第1モータ駆動部及び前記第2モータ駆動部を制御するコントロール部であって、
前記電動モータに要求される要求トルクを発生させるためのトルク指令によって前記電動モータに発生するトルクよりも大きなトルクであり、かつ前記要求トルクと同方向の第1トルクが発生するように、前記第1系統コイルに通電するための第1電流指令を前記第1モータ駆動部に出力し、
前記要求トルクと前記第1トルクとの差に基づくトルクであり、かつ前記第1トルクと逆方向の第2トルクが発生するように、前記第2系統コイルに通電するための第2電流指令を前記第2モータ駆動部に出力する、
コントロール部と、
を備えるモータ制御装置。 - 請求項10に記載のモータ制御装置であって、
前記コントロール部は、
前記第1電流指令による前記第1系統コイルの電流変化に基づいて、前記モータ制御装置によって制御されて作動する接触部材の、被接触部材に対する接触位置を検知する、
モータ制御装置。
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KR1020237037764A KR20230165313A (ko) | 2021-06-08 | 2022-06-02 | 전동 브레이크의 제어 장치, 전동 브레이크의 제어 방법, 및 모터 제어 장치 |
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JP2010083282A (ja) * | 2008-09-30 | 2010-04-15 | Hitachi Automotive Systems Ltd | 電動ディスクブレーキ |
JP2011078230A (ja) * | 2009-09-30 | 2011-04-14 | Denso Corp | 多相回転機の制御装置、および、これを用いた電動パワーステアリング装置 |
JP2019193473A (ja) * | 2018-04-26 | 2019-10-31 | 日本電産エレシス株式会社 | モータ制御装置及び電動パワーステアリング装置 |
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JP2010083282A (ja) * | 2008-09-30 | 2010-04-15 | Hitachi Automotive Systems Ltd | 電動ディスクブレーキ |
JP2011078230A (ja) * | 2009-09-30 | 2011-04-14 | Denso Corp | 多相回転機の制御装置、および、これを用いた電動パワーステアリング装置 |
JP2019193473A (ja) * | 2018-04-26 | 2019-10-31 | 日本電産エレシス株式会社 | モータ制御装置及び電動パワーステアリング装置 |
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