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    • 专利摘要:
    control device for electric steering apparatus an object of the present invention is to provide a control device for an electric steering apparatus that suppresses the mismatch between the dead time and the dead time compensation value, correcting the compensation value of dead time based on the temperature of the switching element and which reduces the distortion of the motor current and the occurrence of torque wave and, at the same time, reduces the occurrence of noise by carrying out a dead time compensation corresponding to the driving conditions and obtains good driving performances even in a low temperature or high temperature environment. the present invention includes a dead time characteristic section which calculates a dead time characteristic value; a steering state determining section determining a steering state, with a gain section varying with a dead time characteristic value gain in accordance with the steering state determination; a polarity section that alternates the determination of polarity determination methods in accordance with the direction state determination and that determines a polarity based on a current sensed by a motor, a drive current value, or a model current; a temperature sensor, which detects a temperature of an inverter, a deadtime temperature correction value calculation section, which calculates a deadtime temperature correction value that corresponds to a temperature; and a calculation processing section that calculates and processes the deadtime temperature correction value with respect to a polarity deadtime compensation value based on a result of the gain section and outputs a deadtime compensation value.
    公开号:BR112013031478B1
    申请号:R112013031478-8
    申请日:2012-05-11
    公开日:2021-06-15
    发明作者:Kitazume Tetsuya
    申请人:Nsk Ltd；
    IPC主号:
    专利说明:

    Technical field of invention
    The present invention relates to a control device for an electrically powered steering apparatus which provides a steering system for a vehicle with power generated by an engine and, in particular, to a control device for a steering apparatus electrical that improves the dead time compensation of an inverter to the motor drive according to the direction and temperature status of the inverter. Background of the invention
    In an electrically powered steering apparatus that energizes a vehicle steering apparatus through a binary rotation of a torque motor, as an auxiliary, an engine driving force, such as auxiliary torque, is applied to a shaft. or to a plateau axis through a transmission mechanism, such as gears or a belt, through a reduction mechanism. Thus, and in order to supply a current to the motor so that the motor generates a desired torque, an inverter is used in a motor drive circuit.
    The general configuration of a conventional electric steering apparatus will be described with reference to figure 1. As shown in figure 1, a column shaft (steering shaft) (2) connected to a steering wheel (identifier) (1) is connected to wheels directional (8D) and (8R) through reduction gears (3), universal joints (4a) and (4b), a rack and pinion mechanism (5) and tie rods (6a) and (6b), through units of meeting (7a) and (7b). Additionally, the column shaft (2) is presented with a torque sensor (10) for detecting a steering torque of the steering wheel (1) and with a motor (20) for assisting the steering force of the steering wheel (1) ) which is connected to the column shaft (2) through the reduction gears (3). Electric power is supplied to a control unit (100) to control the electric steering apparatus from a battery (13) and a signal from the ignition key is inputted to the control unit (100) by means of an ignition key. ignition (11). The control unit (100) calculates a command current value of an auxiliary drive (assisted steering) based on a steering torque T detected by the torque sensor (10) and a speed V detected by a speed sensor ( 12), which controls the current supplied to the motor (20), based on a command voltage value and obtained by performing compensation and similarly with regard to the command current value, in a control section due. Additionally, it is also possible to detect the V speed from a CAN (Controller Area Network) or similar.
    The control unit (100) mainly comprises a processor (or an MPU or an MCU), and the general functions performed by the CPU programs are shown in figure 2.
    The functions and operation of the control unit (100) will be described with reference to figure 2. As shown in figure 2, the steering torque T detected by the torque sensor (10) and the speed V detected by the speed sensor (12 ) are transmitted to a command current value calculation section (101). The command current value calculation section (101) decides a command current value Irefl, which is the desired value of the current supplied to the motor (20) based on the torque of direction T and speed V by means of a auxiliary map or similar. The actual value Irefl command is added in a section (102A) and then the added value is introduced in a current limiting section (103) as the actual value of Iref2 command. An actual Iref3 command value, which is limited to maximum currents, is introduced in a subtraction section (102B) and an Iref4 offset (= Iref3 - lm) between the Iref3 command actual value and a motor current value lm, which is fed back, is calculated. The Iref4 offset is introduced into a PI control section (104) which serves as the actual control section. The command voltage value E, whose characteristic enhancement is carried out in the PI control section (104), is added in a PWM control section (105). Additionally, the motor (20) is driven through an inverter (106) which serves as a PWM point unit. The value of the motor current lm (20) is detected by a motor current detector (107) and is fed back to the subtraction section (102B). In general, the inverter (106) uses TEDs as switching elements and consists of an FET bridge circuit.
    Additionally, a compensation signal from a CM compensation section (110) is included in addition to the section (102A), and the system compensation is performed by adding the CM compensation signal, so as to improve the convergence, an inertia characteristic and more. The compensation section (110) adds a self-aligning torque (SAT) (113) and an inertia (112) in an addition section (114) which further increases the result of the addition performed in the addition section (114) and to a convergence (111) in an addition section (115) and then output the result of the addition performed in the section (115) as addition of the compensation signal CM.
    In the case where the motor (20) is a 3-phase brushless motor, the details of the inverter PWM control section (105) and (106) become a configuration as shown in figure 3. That is, the PWM control section (105) comprises a calculation section (105A) which calculates three-phase PWM command values (D1 ~ D6) according to a given expression based on the voltage command value E, dead time sections (105C1 ~ 105C3) that define a dead time in relation to the PWM command values (D4 ~ D6), respectively, and a driving gate section (105B) that drives each gate (FET1 ~ FET3) by the PWM command values (D1 ~ D3) and simultaneously turns on/off after driving each gate (FET4 ~ FET6) by PWM command values (D4D ~ D6D) in which the dead time of the dead time sections (105C1 ~ 105C3) is set, respectively. The inverter (106) comprises a three-phase bridge having upper and lower arms, composed of FET1 and FET4; upper and lower arms composed of FET2 and FET5 and upper and lower arms composed of FET3 and FET6, and drives the motor (20) as being ON / OFF based on the PWM command values D1 ~ D3 and D4D - D6D.
    Here, the reason for defining dead times by dead time sections 105C1 ~ 105C3 is as follows.
    All the upper and lower arms that make up the inverter (106), for example FET1 and FET4, alternately repeat the command ON / OFF, in the same way, and the FET2 and FET5 alternately repeat the command ON / OFF; in the same way as FET3 and FET6 alternately repeat the command ON / OFF. However, FET is not an ideal switch and requires a start time Ton and a lap time Toff without immediately executing the ON / OFF command as indicated by the door signals. As a result, for example, when an instruction - ON for FET1 and an instruction - OFF for FET4 are issued at the same time, and FET1 FET4 become ON at the same time this will not be a problem for the upper and lower arms. Therefore, a flux current is not generated running FET1 and FET4 at the same time, in case a supply signal for the gate section (105B) is given with a signal for the gate section (105B) after the term of a certain time called dead time in the dead time section (105C1) without giving a disproportionate signal to the gate section (105B) of the car immediately from the upper and lower arms composed of FET1 and FET4 which can be prevented. Likewise, this same mechanism is applied to the other FET2 ~ FET6 sets.
    However, the existence of the above dead time becomes a peculiarity that causes problems for the control of the electric steering apparatus, such as insufficient torque and torque by ripple.
    In the first case, the dead time, the turn in time and the - OFF command will be described with reference to figure 4. The command value D1 (D4) from the calculation section (105A) shown in figure 4(A) , is defined as an ON / OFF signal with respect to FET1 and FET4. However, actually a K1 gate signal, shown in Figure 4(B), is given to FET1 and a K2 gate signal, shown in Figure 4(C), is given to FET4. That is, with respect to both gate signals K1 and K2, a dead time is ensured Td. The voltage at the terminals of the FET1 and FET4 composition is defined as Van and shown in Figure 4(D). The same signal - ON based on gate signal K1 is given and FET1 turns on after expiration of start time Ton without running immediately. Additionally, even when the - OFF signal is given, FET1 turns off after the cycle time - OFF Toff without running immediately. Additionally, the term "Vdc" is a supply voltage (battery voltage, 13) of the inverter (106). Therefore, a total delay time Ttot is indicated by the following expression 1 . (Expression 1) Ttot = Td + Ton - Toff
    In the following paragraphs the influences on the electric steering equipment from the dead time Td will be described.
    First, an influence on tension is as follows. As shown in figure 4, with respect to the ideal gate signals ( D1, D4), the real gate signals K1 and K2 become signals that are different from the ideal gate signals due to the influence of the dead time Td. As a result, although voltage distortion occurs, in the case where the motor direction of current lm is positive (that is, in the case where the current flow direction is from the power supply to the motor), that the voltage distortion ΔV becomes as defined in expression 2 and, in the case where the direction of the motor current lm is negative (that is, in the case where the direction of current flow is from the motor to the power supply), that the voltage distortion ΔV becomes as defined in expression 3. (Expression 2) - ΔV = - (Ttot / Ts) • ( Vdc / 2) where " Ts " is an inverse number (Ts = 1 /fs) of a PWM frequency fs in the case of inverter PWM controllers (106). (Expression 3) ΔV = (Ttot / Ts) • (Vdc / 2)
    By representing the above expressions, 2 and 3, in an expression, the following expression 4 can be obtained. (Expression 4) Δ V = -signal (lm) • (Ttot / Ts) • (Vdc / 2) where “signal (lm)” represents the polarity of the motor current lm.
    From expression 4 above, it is noted that when the PWM frequency fs is high and the supply voltage Vcc is large, and considering that the distortion voltage ΔV is high, the influence of the dead time Td is evident.
    Although the influence of dead time Td in relation to voltage distortion is described as above, even with regard to current or torque, there are undesirable influences caused by dead time Td. With respect to real distortion, when there are changes from positive to negative or from negative to positive, the dead time Td causes a zero-tightening phenomenon (ie, a phenomenon in which there is no escape into the vicinity of zero). This is because, since the load (motor) is inductance, there is a tendency for the voltage drop caused by the dead time Td to maintain the current at zero.
    Additionally, the influence of the dead time Td in relation to the torque appears as an insufficient output torque and as an increase in ripple torque. In other words, current distortion generates a low-order harmonic that is favorable for increasing torque ripple. Additionally, since the actual current is affected by the dead time Td it becomes smaller than the ideal current and, consequently, there is a lack of output torque.
    In order to avoid such an undesirable influence of dead time Td, several measures (so-called "dead time offsets") are considered. The basic concept is to compensate for the voltage distortion ΔV shown in expression 4 above. Therefore, compensation expression 4 is corrected by means of a dead time (voltage) correction value, ΔU, shown in expression 5 below. (Expression 5) ΔU = sign (lm) ■ (Ttot / Ts ) (Vdc / 2)
    There is a problem in terms of dead time compensation, as it is impossible to accurately detect the polarity (lm) signal of the lm current. When measuring the polarity of the lm current, PWM control noises and the zero-tightening phenomenon described above make it difficult to accurately measure the polarity of the lm current.
    Additionally, in the electric steering apparatus, in a straight-line run, with respect to the characteristics of the vicinity of a neutral steering position, a control penalty like repetition of a reverse direction, a weak current is constantly needed. In particular, since this is a straight-line running state, for example when running at high speed, the road vibration being transmitted to the steering wheel gives rise to small, unstable auxiliary elements that easily transmit the vibrations. List of prior art documents Patent Documents Patent Document 1 : Japanese Patent Application Pending No. 2006 - 199140 Patent Document 2 : Japanese Patent Application Pending No. H11 -27951 Patent Document 3 : Japanese Patent Application Pending No. 2009 - 5485 Invention Summary
    Problems to be solved by the invention
    As a means of solving the above-described problems, the present invention proposes a control device for an electric steering apparatus as described in Japanese Patent Pending Application No. 2006 - 199140 (Patent Document 1). In this control device, by calculating the compensation value of the dead time compensation and the current signal based on the current and steering conditions and increasing the value of the voltage command, according to various steering and driving conditions. charging status, a better evaluation of the dead time value is defined from the direction view.
    With regard to setting an inverter dead time, although a predetermined value is generally set in a processor (such as a microcomputer), an actual dead time value varies according to an element temperature change. switch (FET). However, in the device according to Patent Document 1, since the correction of the dead time compensation value based on the steering conditions does not consider the temperature variation of the switching element, in the case where the dead time real changed with the temperature change, the dead time becomes discordant with the dead time compensation value, thus there is a possibility that the real distortion occurs without being able to perform an adequate compensation and that the ripple of torque gets worse. In particular, outside the vicinity of the neutral steering position, although one wants to present the dead time with the dead time compensation value and improve the sense of direction when using a compensation value that is set at a temperature Normal, for example under a high temperature environment, there are characteristics where the compensation value becomes high and thus there is a possibility that current distortion occurs and that torque ripple occurs easily.
    Additionally, although the inverter control apparatus described in pending Japanese Patent Application No. H11 - 27951 (Patent Document 2) corrects the dead time compensation value based on a thermistor temperature, as the inverter control apparatus does not relates to an electrical power control apparatus, it is not considered completely in correcting the dead time compensation value based on driving conditions. Therefore, its application in the electric steering device is impossible.
    Additionally, although the dead time correction process described in Japanese Patent Pending Application No. 2009 - 5485 (patent document 3), correcting a defined dead time value based on a detected temperature by a significant detection temperature change , this dead time correction is a method to suppress a rise in temperature of an apparatus and change the dead time width depending on a temperature change, with a flow current at the time of an upper arm switching ON / OFF command and bottom of a motor that drives the circuit. Therefore, this dead time correction method is not a method that considers a vehicle's environment and does not show a solution to the torque ripple problem.
    The present invention was developed taking into account the circumstances described above and an object of the present invention is to provide a control device for an electric steering apparatus that suppresses the mismatch between the real dead time and the dead time compensation value , correcting the dead time compensation value based on the temperature of the switching element (inverter) and which reduces the distortion of the motor current and the occurrence of a torque wave and which, at the same time, reduces the occurrence of noise by carrying out a dead time compensation that matches the driving conditions and constantly obtains good driving performances, even in a low temperature environment to a high temperature. Means to solve the problems of the prior art
    The present invention relates to a control device for an electric power-assisted steering apparatus that controls an engine providing a steering mechanism with an auxiliary power steering wheel by means of an inverter based on an actual command signal calculated based on a torque 20 generated in a direction of the steering axis and a voltage command value from a current control section that input them into said command current value; wherein the above-described object of the present invention is achieved by comprising: a dead time characteristic section which calculates a characteristic dead time value based on said drive current value, a steering state determination section which determines a steering state of a steering wheel, a gain variation section varies a gain of said dead time characteristic value, in accordance with the determination of said steering state determination section, a polarity determination section that changes polarity and determining the methods in accordance with said steering state determination section and simultaneously determining a polarity based on a detected current of said motor, wherein said drive current value, or a real model based on said real command signal, has a temperature sensor that detects the temperature of said converter, a temp correction value calculation section deadtime temperature that calculates a deadtime temperature correction value that corresponds to said temperature and a calculation processing section that calculates and processes said deadtime with temperature correction value in relation to a time compensation value polarity dead which is determined by said polarity determination section based on the power of said gain section and outputs a dead time compensation value; wherein a dead time of said inverter is compensated by adding said dead time compensation value to said voltage command value.
    Additionally, the above-described objective of the present invention is more efficient in cases where there is a high temperature of said inverter, decreasing said dead time compensation value, and in cases where there is a low temperature of said inverter, increasing said dead time compensation value, or in cases where the calculation of said dead time correction value made by the temperature calculation section is composed of a temperature correction threshold value of the calculation section that performs the calculation of a threshold value of temperature correction, and when said calculation processing section is constituted by a temperature sensitive limiter, or in cases where said dead time correction value of the temperature calculation section is constituted by a correction value of subtraction of the temperature calculation section that performs the calculation of a correction value of the subtraction temperature, and when said process section The calculation ent is constituted by a subtraction section, or in cases where said dead time correction value of the temperature calculation section is constituted by a temperature correction calculation gain section that performs the calculation of a gain of temperature correction, and wherein said calculation processing section is constituted by a multiplication section. Effects of the invention
    According to a control device for an electric steering apparatus of the present invention, since the dead time is compensated in relation to the command voltage value, by means of a dead time compensation value, and considering if the inverter temperature is different from the dead time compensation based on a measured current including noise, it is possible to provide a high performance control device for an electric steering apparatus where the distortions of motor voltage and motor current are and, additionally, independently of the temperature change, where dead time compensation is constantly carried out with small torque ripple.
    Additionally, since a dead time compensation is performed which also considers a change in motor current that corresponds to a steering state to be different from the dead time compensation based on only a fixed value, it is possible that the distortions of motor voltage and motor current are small and it is possible to compensate for the dead time with a small torque ripple depending on the steering state. Brief Description of Drawings
    In the accompanying drawings: Figure 1 is a diagram illustrating an example of configuration of a general electric steering apparatus; Figure 2 is a block diagram showing an example of a control unit; Figure 3 is a wiring diagram showing an example configuration of a PWM control section and an inverter;
    Figure 4 shows time graphs illustrating the relationships between a dead time, a lap in time, and a lap out of time; Figure 5 shows a low temperature characteristic diagram and a high temperature characteristic diagram illustrating examples of temperature variation of a dead zone of a switching element; Figure 6 is a characteristic diagram showing an example of the temperature variation between the deadband width of a switching element;
    Figure 7 shows characteristic diagrams (in the case where compensation is sufficient, when compensation is insufficient, and when compensation is too high) that illustrate the characteristics at the current zero crossing point caused by a dead time compensation;
    Figure 8 is a block diagram showing an example configuration of the present invention; Figure 9 is a block diagram showing a configuration example (a first embodiment) of a dead time compensation section; Figure 10 is a characteristic diagram showing an example of dead time characteristics;
    Figure 11 is a characteristic diagram showing a characteristic example of a threshold correction value of the temperature calculation section; Figure 12 is a characteristic diagram showing a typical example of a temperature sensitive limiter; Figure 13 is a diagram illustrating the turn/return determination of a steering wheel;
    Figure 14 is a block diagram showing an example of configuration (second mode) of the dead time compensation section; Figure 15 is a characteristic diagram showing a characteristic example of a subtraction correction value of the temperature calculation section; Figure 16 is a characteristic diagram showing an example of compensation value variations with temperature;
    Figure 17 is a block diagram showing a configuration example (the third embodiment) of the dead time compensation section; Figure 18 is a characteristic diagram showing a typical example of a temperature correction gain calculation section; and Figure 19 is a characteristic diagram showing an example of compensation value variations with temperature. Mode of Carrying Out the Invention
    A dead time that is given to prevent a flux current through an inverter formed by switching elements (such as FET, IGBT, triacs and the like), is generated as a distortion characteristic (the deadband DB) of a current of output with respect to a right command value at the zero moment of Amperes transverse, for example, as shown in Figure 5(A). However, when this DB deadband is defined as a deadband, in the case of a low temperature (eg 0°C), as shown in Figure 5(A), in the case where temperature changes lead to a At high temperature (eg 40 °C), the deadband becomes narrow, as shown in figure 5(B) (DB deadband' (< DB)). In general, due to the characteristics of the switching elements, the deadband widens when the temperature becomes lower, and the deadband narrows when the temperature becomes higher. A temperature characteristic across the deadband is shown in Figure 6, in the case of FETs configuring the drive. That is, when the term "t" represents the inverter temperature (FET), "C" represents a temperature coefficient, and DBO represents the deadband, at 0 °C, and the actual deadband DB can be represented by expression 6 below. (Expression 6) DB = - C • t + DBO
    Here, dead time compensation is applied to a compensation voltage with a zero time of transverse Amperes, and eliminates the characteristic distortions (DB, DB') of the output current, which are shown in Figure 5(A) and in figure 5(B). That is, by defining the real deadband width DB expressed in Expression 6 as the deadtime compensation value, it is possible to obtain a characteristic without the current distortion shown in Figure 7(B). However, when correction of the dead time compensation value is done by the one-way conditions, since the actual deadband width DB varies with temperature, at the time of temperature drop, as shown in Figure 7(A ), the compensation is insufficient and, on the other hand, at the time of temperature rise, as shown in Figure 7(C), the compensation becomes excessive.
    The present invention performs the calculation of the dead time compensation value according to the inverter temperature and the steering status as the steering wheel is moved, returning to a position or being released, and simultaneously performs the compensation of dead time in relation to the value of the command voltage of the inverter that drives the motor. As a result, even if the temperature varies from -40 ~ 80 °C, it is possible that the distortions of motor voltage and motor current are constantly small and that it is possible to perform a high performance dead time compensation with small ripple. of binary.
    Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.
    Figure 8 shows an example configuration of the present invention corresponding to Figure 2. As shown in Figure 8, the present invention is presented with a dead time compensation section (200), which calculates a dead time compensation value ΔU e it compensates for a dead band, which appears in an actual inverter current (106) and, at the same time, it is equipped with a temperature sensor (300), which detects a temperature t of the inverter (106). Additionally, a rotation sensor (301), such as a resolver, is connected to the motor (20) and the present invention is also presented with a rotation angle detection section (302) for detecting a rotation angle θ from a 301° rotation sensor signal and an output angular velocity detection section (303) to detect a motor angular velocity w of the rotation angle θ. The direction torque T, the speed V, the rotation angle velocidade, the angular speed ÜJ, The actual command value Iref2 and the temperature t are respectively entered in the dead time compensation section (200). The deadtime compensation section (200) calculates the deadtime compensation value ΔU and the calculated deadtime compensation value ΔU is added to the voltage command value E in a section of its own (201). The value of the command voltage E' (= E + ),U), which is obtained by adding in the addition section (201), is introduced in the PWM control section (105) and controlled by PWM, which drives the motor (20) by the inverter (106). In the same way as the input to the dead time compensation section (200), it is possible to use the voltage command value E in setting the actual command value Iref2.
    In the following, a configuration example (a first embodiment) of the dead time compensation section (200) will be described with reference to Fig. 9 .
    The actual Iref2 command value of the section (102A) is inputted into a steering state determination section (210) and simultaneously inputted into a dead time characteristic section (the calculation section) (211). Once the characteristic value Dt of the dead time characteristic section (the calculation section) (211) is obtained it is entered into a gain section (212). The dead time characteristic section (the calculation section) (211) generates the dead time characteristic value Dt having a dead time characteristic as shown in figure 10 with respect to the command current value Iref2. Additionally, a polarity determination section (213) determines the polarity of the input signal with hysteresis characteristics and the detected motor current IM, the actual command signal Iref2 or a model current based on the actual command signal Irefl are input. in the polarity determination section (213). Based on a direction state signal ST1 obtained from the direction state determination section (210), which determines the polarity section (213), the hysteresis width is changed. By converting the actual value of command Irefl, by the transfer function of Expression 7 shown below, the pattern stream can be obtained. (Expression 7) MR (s) = 1/ (1+Tcs) where Tc = 1 / ( 2π • fc ) and "fc" is a cutoff frequency of the real control loop.
    The linear delay function represented by expression 7, above, is a function of the current control circuit model that is derived from a transfer function 1 / ( R + S ■ L ) and represents the motor (20) with based on the PI control section (104), the PWM control section (105), the inverter (106) and the motor current detector (107).
    Here, the actual motor current lm includes considerable noise, and this makes it difficult to carry out a polarity determination near zero current. Therefore, if the motor model current (20) is generated based on the real command signal Irefl, without noise, this takes place through a linear delay circuit not using the real motor current lm, and then the polarity determination based on the real model becomes more effective.
    The steering status determination section (210) comprises the function of determining the release of a steering wheel and determining a function of a turn/return and angular or engine speed, steering torque T, speed V, the motor rotation angle θ and the actual Iref2 command value are respectively entered in the steering state determination section (210). When the steering state determination section (210) determines that the steering wheel is released, the steering state signal ST1 is input to the polarity determination section (213). On the other hand, when the steering state determination section (210) determines that the steering wheel is turned or returned, the steering status signal ST2 is inputted into the gain section (212). The polarity signal (Pi) determined by the polarity determination section (213), is inputted into a multiplication section (214) and then multiplied by an adjusted dead time gain characteristic value Dta from the gain section ( 212). A characteristic dead time value with polarity Dtb which is the "signal (Pi) ■ Dta", result of the multiplication performed in the multiplication section (214), is entered into a temperature sensitive limiter (216) as a processing section of calculation that generates the valued dead time compensation ΔU. The temperature t of the temperature sensor (300) is entered into a threshold value in the temperature correction calculation section (215) as the temperature correction value of the dead time calculation section and calculates a temperature correction threshold value tr as a dead time temperature correction value by a characteristic as shown in Figure 11.0 calculated temperature correction value limit tr is entered into the temperature sensitive limiter (216) and then the sensitive limiter (216) at temperature it outputs the dead time compensation value ΔU, which is obtained by limiting a top and a base of the dead time characteristic value Dtb with polarity according to a characteristic shown in Figure 12 .
    Additionally, steering release determination as a function of steering status determination section (210) issues steering status signal ST1 when determining steering release (with a driver's hands at the wheel) causes the steering wheel not to turn and power steering is not performed based on speed V, motor angular speed OJ, and actual command value Iref2. On the other hand, the transformation / turn by determination as a function of the direction state determination section (210) determines a turn when the motor angular velocity UJ and the direction torque T meet in the same direction, which determines a return in the case where the motor angular speed w and the torque of direction T have different directions, as shown in Figure 13, based on the angular speed w of the motor and the torque of direction T, and then outputs the direction state signal ST2. .
    In a configuration like this, the operation will be described below. The current Im detected in the motor (20), the real command signal Iref2 or the real model based on the real command signal Irefl are introduced in the polarity determination section (213) with the direction state signal ST1, and its polarity is determined. The signal (Pi), which is the output of the polarity determination section (213), is transmitted in the form of (1) or (-1), as shown in Expression 8 below.
    As described above, due to noise or the like, it is very difficult to measure the actual motor current and the actual inverter current, and determine the polarity accurately. However, by using the model current and determining its polarity, detecting the polarity becomes easy. (Expression 8) sign (Pi) = (+1) or (-1)
    Additionally, the polarity determination section (213) is a polarity determination that considers the hysteresis and defines a hysteresis width in the polarity determination according to the conduction state signal ST1 when determining the flywheel release (with the hands of a driver off the steering wheel) as follows. (Expression 9) During steering wheel release (ST1 = 1): the hysteresis width is large
    During steering wheel direction (ST1 = 0): the hysteresis width is small
    In the case where the deflection of the actual command exceeds the deadtime compensation hysteresis width, the output direction of the deadtime compensation switches changes from positive to negative or from negative to positive, and this causes auto vibrations. -animated by a closed circuit, including torque control, so as to become a noisy sound. This is a problem that can occur in a situation where the command value varies centered around almost zero amps due to disturbances. Since the command value becomes equal to or greater than a certain value, in the driving state, the steering state does not cause self-animated vibrations. Therefore, in the release state where the determination of the current command value is difficult, in order to eliminate the sensitivity to a variation in the command value, the hysteresis width is increased. In contrast, state steering causes a delay in the dead time gain and generates torque ripple, decreasing the hysteresis width during steering wheel steering.
    Additionally, the function handwheel release determination within the steering state determination section (210), inputs the speed V, the motor angular speed w and the actual command value Iref2, and generates a determination state signal. ST = 1 when Expression 10, shown below, holds. (Expression 10) 0 < velocity V < α given value, and angular velocity motor w < β given value, and | actual value Iref2 command | < y given value, and direction torque T < given value T0, or rotation angle 9 < 90 given value
    Additionally, the given value α is a speed at which sounds caused by self-animated vibrations can be ignored, the β value data is a small value where noise is not detected and the y value data is a small value in that noises are not detected.
    Additionally, the dead time characteristic value Dt obtained from the dead time characteristic section (211) is introduced in the gain section (212) and this gain is adjusted according to the ST2 signal of maneuver direction/return state of the determining function in the steering state determination section (210). The turn/return determination is determined as shown in Figure 13, since a correction is required during the turn, whereby the gain of the gain section (212) is set to "1" in accordance with the ST2 signal of steering state and since correction is not necessary during feedback, the gain of the gain section (212) is set to ”0” or a small value according to the ST2 steering state signal.
    In this way, the characteristic values of dead time Dta that are gain-adjusted according to the direction signal ST2 of the function that determines the turning return is made according to the polarity (positive or negative) from the determination section of assigned polarity (213) in the multiplication section (214) and transmitted to the temperature sensitive limiter (216). Then, the temperature sensitive limiter (216) sends the dead time compensation value ΔU based on the characteristic shown in Figure 12 in accordance with the correction temperature limit value of tr from the limit temperature correction value calculated in the section (215). The dead time compensation value ΔU, calculated in such a way, is added to the voltage command value E, which is the output of the PI control section (104) shown in figure 2, in the gain section (201). The purpose of adding the temperature sensitive dead time compensation value ΔU to the value of the voltage command E is to add the compensation value ΔU to improve the voltage and current distortions and torque ripple that are caused by the dead time to prevent a shortening of the upper / lower arm to a basic control indicated by the voltage command value E, in order to effect its control.
    Next, another configuration example (second variant) of the dead time compensation section (200) will be described with reference to Figure 14, which corresponds to Figure 9. With regard to the configurations which are the same as shown in Figure 9 , the reference numerals are identical and presented without further explanation.
    This embodiment presents a subtraction temperature correction value as calculated in section (220), which calculates the subtraction correction temperature value ts as the dead time temperature correction value according to the temperature t from the temperature sensor (300) as the dead time temperature correction value from the calculation section, and simultaneously is provided with a subtraction section (221) which subtracts the ts value of temperature correction subtraction from the dead time value characteristic Dtb with the polarity of the multiplication section (214) as the calculation processing section. The subtraction section (221) subtracts the temperature ts from the characteristic subtraction dead time correction value Dtb with the polarity and generates a temperature sensitive dead time compensation value ΔU1. The relationship between the temperature t and the subtraction temperature correction ts value from the subtraction value obtained from the temperature correction calculation section (220) is a solid line or dashed line shown in Figure 15. Subtracting the subtraction values of temperature correction ts from the characteristic value of dead time Dtb with the polarity in the subtraction section (221), it is possible to carry out a temperature correction shown in Figure 16. A continuous line of Figure 6 is a feature of the present invention and a dashed line in Figure 16 is characteristic of the case where temperature correction is not performed.
    Additionally, another configuration example (the third embodiment) of the dead time compensation section (200) will be described with reference to Figure 17 which corresponds to Figure 9. With regard to the configurations, which are the same as shown in Figure 9, the reference numerals are identical and presented without further explanation.
    This realization is provided with a correction gain by the temperature calculation section (230), which calculates a temperature correction gain tg as the dead time compensation value in according to the temperature T of the temperature sensor (300) as the temperature calculation section dead time compensation value and simultaneously is provided with a multiplication section (231), which multiplies the characteristic dead time value Dtb with the polarity section by multiplying (214) by the temperature corrected by tg gain as obtained by the calculation processing section. The multiplication section (231) multiplies the dead time characteristic value Dtb with the polarity obtained by the gain corrected temperature tg and generates a temperature sensitive dead time compensation value ΔU2. Figure 8 shows a relationship between temperature and the temperature corrected by tg gain obtained in the temperature correction calculation section (230). By multiplying the dead time characteristic value Dtb with the temperature polarity corrected by gain tg in the multiplication section (231), it is possible to perform a temperature correction shown in Figure i9. A solid line in Figure 19 is a feature of the present invention, and a dashed line in Figure 19 is a feature of not performing temperature correction.
    Additionally, although the above description refers to a three-phase motor, it is likewise possible to apply the present invention to other motors, such as a two-phase motor.
    Explanation of reference numerals 1 steering wheel 2 Column axis (steering axle) 10 Torque sensor 12 speed sensor 20 engine 100 control unit 110 compensation section 200 dead time compensation section 210 steering status determination section 211 dead time characteristic section (calculation section) 212 gain section 213 polarity determination section 215 temperature correction limit value calculation section 216 temperature sensitive limiter 220 subtraction temperature correction value calculation section 230 gain temperature correction value calculation section 300 temperature sensor 301 rotation sensor 302 rotation angle determination section 303 angular velocity detection section
    权利要求:
    Claims (5)
    [0001]
    1. Control device for an electric steering apparatus which controls a motor (20) providing a steering mechanism with an auxiliary steering force by means of an inverter (106) based on a current command value calculated based on a steering torque generated in a steering axis and a voltage command value of a current control section by inputting said current command value, said control device for the electric steering apparatus is characterized by comprising a characteristic section dead time (211) which calculates a characteristic dead time value based on said current command value; a steering state determining section (210) which determines a steering state of a steering wheel; a steering state determining section (210) which determines a steering state of a steering wheel; a gain section (212) which varies a gain of said deadtime characteristic value in accordance with a determination of said steering state determination section (210); a polarity determination section (213) which alternates polarity determination methods in accordance with said determination of said steering state determination section (210) and simultaneously determines a polarity based on a detected current of said motor , said current command value or a current model based on said current command value; a temperature sensor (300) that detects a temperature of said inverter (106); a deadtime temperature correction value calculation section which calculates a deadtime temperature correction value corresponding to said temperature; and a calculation processing section that calculates and processes said dead time temperature correction value with respect to a dead time compensation value with polarity which is determined by said polarity determination section (213) based on a output of said gain section (212) and outputs a dead time compensation value, wherein a dead time of said inverter (106) is compensated by adding said dead time compensation value to said voltage command value.
    [0002]
    2. Control device for an electric steering apparatus, according to claim 1, characterized in that at each time there is a high temperature of said inverter (106), said dead time compensation value is decreased , and each time there is a low temperature of said inverter (106), said dead time compensation value is increased. .
    [0003]
    3. Control device for an electric steering apparatus according to claim 1 or 2, characterized in that said dead time temperature correction value calculation section is composed of a limit value calculation section correction device (215) which performs the calculation of a temperature correction threshold value, and said calculation processing section is composed of a temperature sensitive limiter (216).
    [0004]
    4. Control device for an electric steering apparatus according to claim 1 or 2, characterized in that said dead time temperature correction value calculation section is composed of a dead time value calculation section. temperature correction subtraction (220) which performs the calculation of a temperature correction subtraction value, and said calculation processing section is composed of a subtraction section (221).
    [0005]
    5. Control device for an electric steering apparatus according to claim 1 or 2, characterized in that said dead time temperature correction value calculation section is composed of a dead time gain calculation section. temperature correction (230) which performs the calculation of a temperature correction gain, and said calculation processing section is composed of a multiplication section (231).
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    同族专利:
    公开号 | 公开日
    US20130066524A1|2013-03-14|
    WO2012169311A1|2012-12-13|
    JP5327277B2|2013-10-30|
    JP2012254682A|2012-12-27|
    EP2559608A4|2015-11-25|
    US9050996B2|2015-06-09|
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    EP2559608A1|2013-02-20|
    CN102985311A|2013-03-20|
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    法律状态:
    2018-12-11| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-08-20| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2021-03-16| B06A| Patent application procedure suspended [chapter 6.1 patent gazette]|
    2021-05-25| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2021-06-15| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 11/05/2012, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    JP2011-127867|2011-06-08|
    JP2011127867A|JP5327277B2|2011-06-08|2011-06-08|Control device for electric power steering device|
    PCT/JP2012/062153|WO2012169311A1|2011-06-08|2012-05-11|Apparatus for controlling electric power steering apparatus|
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