JP5135976B2 - Motor drive control device and electric power steering device using motor drive control device - Google Patents

Description

  The present invention relates to a motor drive control device that detects a motor current flowing in an electric motor and controls driving of the electric motor, and an electric power steering device using the motor drive control device.

  Conventionally, in a DC non-commutator motor drive control device, current detection means for detecting the current of each phase, abnormality detection means for detecting an abnormality of the current detection means, and a phase other than the phase in which an abnormality is detected by the abnormality detection means There is known a DC non-rectifying motor drive control device provided with a current value estimating means for estimating a current value of a phase in which an abnormality is detected based on a current value of the phase (see, for example, Patent Document 1). .

Here, when the DC non-commutator motor is a three-phase motor, when it is detected that one of the three-phase current sensors has failed, the current detection value of the remaining two-phase current sensors The current value of the phase in which the current sensor has failed can be estimated, and the motor can be driven based on the estimated current value.
JP 2005-184966 A

However, in the conventional example described in Patent Document 1, the current of the failed phase is estimated based on the detected current value of the phase that does not fail in each phase. When a failure occurs in the current sensor, there is an unsolved problem that the motor current cannot be estimated.
Therefore, the present invention has been made paying attention to the unsolved problems of the above-described conventional example, and motor drive control capable of accurately estimating a motor current even when a failure occurs in a current sensor having two or more phases. It is an object of the present invention to provide an apparatus and an electric power steering apparatus using the apparatus.

In order to achieve the above object, a motor drive control device according to claim 1 includes a current command value calculation means for calculating a current command value for driving an electric motor, and a motor current detection for detecting a motor current flowing through the electric motor. And a motor drive control device that controls the drive of the electric motor based on the current command value calculated by the current command value calculation unit and the motor current detected by the motor current detection unit. An abnormality detecting means for detecting an abnormality of the motor current detecting means; a current observer for estimating a motor current using a resistance-inductance model including the electric motor and the motor drive control means; and the current observer. is the resistance - resistance estimation value and inductance estimate of the inductance model and at least the motor current detection value and based on An estimation error calculation unit that calculates an inductance estimation error and a resistance estimation error and supplies the calculated inductance estimation error and resistance estimation error to the current observer as an error correction value; and the abnormality detection unit detects an abnormality in the motor current detection unit. When the motor current detection value is not detected, the motor current detection value of the motor current detection means is supplied to the motor drive control means. When an abnormality of the motor current detection means is detected, the motor current estimation value estimated by the current observer is supplied to the motor. and a motor current selection means for supplying the drive control means, said current observer, by correcting the inductance estimate and resistance estimate based on the inductance estimation error and resistance estimation error is supplied from the estimated error calculating unit Resistance and inductance of resistance-inductance model It is characterized by identifying.

The motor drive control device according to claim 2 is the invention according to claim 1, wherein the current observer, the resistance - the resistance estimation value and inductance estimate of the inductance model, further corrected in consideration of the temperature change It is configured as described above. Furthermore, in the motor drive control device according to claim 3, in the invention according to claim 1 or 2, the current observer is a motor current detection value detected by the motor current detection means and any one of the differential values thereof is a predetermined value. It is characterized by identifying the resistance and inductance of the resistance- inductance model of the motor in a smaller area.

Furthermore, the motor drive control device according to claim 4 is the invention according to any one of claims 1 to 3, wherein the current observer detects an abnormality of the motor current detection means with the abnormality detection means. The resistance-inductance model is configured to identify a resistance and an inductance when not.

  Still further, in a motor drive control device according to a fifth aspect of the present invention, in the invention according to any one of the first to fourth aspects, the abnormality detection unit includes a motor current detection value detected by the motor current detection unit and the current. The motor current detecting means is determined to be abnormal when the deviation from the estimated motor current value estimated by the observer exceeds a predetermined threshold value.

  According to a sixth aspect of the present invention, in the motor drive control device according to any one of the first to fifth aspects, the abnormality detection means includes the motor current detection value detected by the motor current detection means and the current observer. The motor current detecting means is determined to be abnormal when the differential value of the deviation from the estimated motor current value obtained in step 1 is equal to or greater than a predetermined threshold value.

  Furthermore, an electric power steering apparatus according to a seventh aspect of the present invention is configured to drive-control an electric motor that generates a steering assist force with respect to a steering system with the motor drive control apparatus according to any one of the first to sixth aspects. It is characterized by that.

  According to the present invention, when a current observer estimates a motor current using a resistance-inductance model including an electric motor and a motor driving means, and detects an abnormality in the motor current detecting means with the abnormality detecting means, the motor current selection is performed. By selecting the motor current estimated value estimated by the current observer and supplying it to the motor drive control means, the drive control of the electric motor can be accurately continued even if an abnormality occurs in the motor current detection means. The effect is obtained.

In addition, since the estimated current of the motor is obtained by a current observer, there is no need to use the number of current detection means corresponding to the number of phases of the electric motor, and only the number of current detection means obtained by subtracting 1 from the number of phases of the electric motor is provided. Thus, current detection values for all phases can be obtained, and accurate motor current estimation values can be obtained regardless of the number of current detection means that have become abnormal.
Further, by identifying the current observer using the motor current detection value in a state where the motor current detection means is normal, an accurate motor current estimation value can be obtained with the current observer.

  Furthermore, by using a motor drive control device using a current observer that can obtain an accurate estimated motor current value as an electric motor for generating a steering assist force, even when an abnormality occurs in the motor current detection means, The effect that the steering assist control can be continued is obtained.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is an overall configuration diagram showing a first embodiment of the present invention. In the figure, reference numeral 1 denotes a steering mechanism. The steering mechanism 1 includes a steering shaft 3 on which a steering wheel 2 is mounted, and the steering mechanism. A rack and pinion mechanism 4 connected to the opposite side of the shaft 3 from the steering wheel 2 and left and right steered wheels 6 connected to the rack and pinion mechanism 4 via a connecting mechanism 5 such as a tie rod are provided.

An electric motor 8 is connected to the steering shaft 3 via a speed reducer 7. The electric motor 8 is constituted by, for example, a star (Y) -connected brushless motor driven by three-phase alternating current, and operates as a steering assist force generating motor that generates a steering assist force of the electric power steering apparatus.
The electric motor 8 is driven and controlled by a control device 13 to which a large current output from the battery 11 mounted on the vehicle is directly supplied via the fuse 12 and a small current is supplied via the ignition switch 71. Is done.

  The control device 13 receives a steering torque T input to the steering wheel 2 detected by a steering torque sensor 16 as a steering torque detection unit disposed on the steering shaft 3, and also to the electric motor 8. The motor rotation angle θm detected by the disposed motor angle detector 17 such as a resolver is input, and further the vehicle speed detection value Vs detected by the vehicle speed sensor 18 is input, and the electric current detected by the motor current detection unit 19 is input. The phase currents Ima, Imb and Imc of the motor 8 are input.

Here, the steering torque sensor 16 detects the steering torque T applied to the steering wheel 2 and transmitted to the steering shaft 3, and for example, a torsion in which the steering torque is inserted between an input shaft and an output shaft (not shown). The bar is converted into a torsional angular displacement, and this torsional angular displacement is detected by a magnetic signal and converted into an electrical signal.
The motor current detector 19 may detect all of the three-phase motor currents supplied to the electric motor 8, or two phases of the three-phase motor currents, for example, the A-phase and B-phase motor currents Ima. And Imb may be detected, and the remaining motor current Imc may be calculated based on the detected motor currents Ima and Imb. The detected phase current detection values Ima, Imb, and Imc are input to the control device 13. .

  As shown in FIG. 2, the control device 13 includes an angular velocity calculation unit 20 that calculates the electrical angle θe and the motor angular velocity ωm based on the detection signal of the motor angle detector 17, the steering torque T detected by the steering torque sensor 16, and The vehicle speed Vs detected by the vehicle speed sensor 18 is input, and based on these, a current command value Iref for the electric motor 8 is generated. Based on the generated current command value and motor angular velocity, d in the dq axis coordinate system of the electric motor 8 is generated. A current command value generation unit 21 that calculates an axis current command value Idref and a q-axis current command value Iqref, and a d-axis current command value Idref and a q-axis current command value Iqref generated by the current command value generation unit 21 are converted into an electrical angle θe. 2-phase / 3-phase conversion based on the two-phase / 3-phase conversion unit 23 for calculating the respective phase current command values Iaref, Ibref and Icref, and the two-phase / 3 Motor drive control means for controlling the drive of the electric motor 8 based on the phase current command values Iaref, Ibref and Icref output from the conversion unit 23 and each phase current Isa, Isb and Isc selected by the current selection unit 39 which will be described later. As a motor drive control unit 24.

  As an example of the angular velocity calculation unit 20, as shown in FIG. 3, a motor rotation angle detection unit 20a that receives the output signal of the motor angle detector 17 and detects the motor rotation angle θm, and the motor rotation angle detection unit 20a. The electric angle calculation unit 20b that calculates the electric angle θe based on the motor rotation angle θm detected by the motor, and the motor angular speed calculation unit that calculates the motor angular velocity ωm by differentiating the motor rotation angle θm calculated by the motor rotation angle detection unit 20a. 20c.

  The current command value generation unit 21 refers to the current command value calculation storage table that calculates the current command value Iref shown in FIG. 4 based on the steering torque T input from the steering torque sensor 16 and the vehicle speed detection value Vs. The current command value Iref is calculated, and the d-axis current command value Idref and the q-axis current command value Iqref in the dq-axis coordinate system of the electric motor 8 are calculated based on the calculated current command value Iref and the motor angular velocity ωm.

  Here, the current command value calculation storage table is a parabolic curve having the steering torque T on the horizontal axis, the current command value Iref on the vertical axis, and the vehicle speed Vs as a parameter, as shown in FIG. When the steering torque T is between “0” and a set value Ts1 in the vicinity thereof, the current command value Iref is maintained at “0” and the steering torque T exceeds the set value Ts1. Initially, the current command value Iref increases relatively slowly as the steering torque T increases, but when the steering torque T further increases, the current command value Iref is set so as to increase sharply with respect to the increase. This characteristic curve is set so that the inclination becomes smaller as the vehicle speed increases.

  Further, the motor drive control unit 24 subtracts the selection currents Isa, Isb, and Isc selected by the current selection unit 39 from the phase current command values Iaref, Ibref, and Icref output from the two-phase / three-phase conversion unit 23. A subtractor 25 that calculates current deviations ΔIa, ΔIb, and ΔIc, and performs proportional-integral control based on the current deviations ΔIa, ΔIb, and ΔIc output from the subtractor 25 to calculate voltage command values Varef, Vbref, and Vcref. A current control unit 26, a PWM control unit 27 that forms a pulse width modulation (PWM) signal based on the voltage command values Varef, Vbref, and Vcref output from the current control unit 26, as shown in FIG. The gates of the six field effect transistors Qau to Qcd are driven by the pulse width modulation signal output from the control unit 27. And an inverter circuit 28 that supplies the electric motor 8 with phase currents Ima, Imb, and Imc corresponding to the phase current command values Iaref, Ibref, and Icref converted by the two-phase / three-phase converter 23. .

  Here, the PWM control unit 27 is described later by PWM (pulse width modulation) signals of duty ratios Da, Db, and Dc determined based on the phase voltage command values Varef, Vbref, and Vcref output from the current control unit 26. By turning ON / OFF the field effect transistors Qau to Qcd of the inverter circuit 28, the magnitudes of the currents Ima, Imb, and Imc that actually flow through the electric motor 8 are controlled. Here, the field effect transistors Qau, Qbu, and Qcu constituting the upper arm and the field effect transistors Qad, Qbd, and Qcd constituting the lower arm according to the sizes of the duty ratios Da, Db, and Dc respectively avoid an arm short circuit. PWM drive with a dead time is required.

  Furthermore, as shown in FIG. 5, the inverter circuit 28 includes a series circuit in which two field effect transistors Qau and Qad are connected in series, and two field effect transistors Qbu and Qbu connected in parallel with the series circuit. It is composed of a series circuit of Qbd and a series circuit of field effect transistors Qcu and Qcd. In the inverter circuit 28, the connection points of the field effect transistors Qau and Qad, the connection points of the field effect transistors Qbu and Qbd, and the connection points of the field effect transistors Qcu and Qcd are connected to the respective excitation coils La, Lb and Connected to Lc. Further, a motor current detection unit 19 that detects motor drive currents Ima and Imb between the field effect transistors Qad and Qbd of the inverter circuit 28 and the ground and calculates the remaining Imc based on the motor drive currents Ima and Imb is arranged. It is installed.

  Further, terminal voltages Vma, Vmb, and Vmc between the inverter circuit 28 and the electric motor 8 are detected by the terminal voltage detection unit 30, and the terminal voltages Vma, Vmb, and Vmc detected by the terminal voltage detection unit 30 and the current selection unit 39 are detected. The selection currents Isa, Isb, and Isc selected in Step 1 are supplied to the counter electromotive voltage calculation unit 31 to calculate the counter electromotive voltages EMFa, EMFb, and EMFc of each phase, and the calculated counter electromotive voltages EMFa, EMFb, and EMFc. Is added to the voltage command values Varef, Vbref and Vcref output from the current control unit 26 by the adding unit 32 to perform back electromotive voltage compensation.

  Here, the back electromotive force calculation unit 31 will be described with respect to the A phase, for example. As shown in FIG. 6, the primary low pass filter 33a that performs low pass filter processing on the terminal voltage Vma detected by the terminal voltage detection unit 30, and A transfer function unit 34a to which the selected current Isa selected by the current selection unit 39 is input, and a subtractor for calculating the back electromotive voltage EMFa by subtracting the output of the transfer function unit 34a from the filter output output from the low pass filter 33a. 35a.

Here, the transfer function of the low-pass filter 33a is set to 1 / (T · s + 1). Here, s is a Laplace operator, and T is a time constant.
Further, the transfer function of the transfer function unit 34a is set to (L · s + R) / (T · s + 1). Here, R is a motor winding resistance, s is a Laplace operator, L is a winding inductance of the motor, and T is a time constant.

Similarly, the B phase and the C phase are each provided with a low-pass filter similar to the low-pass filter 33a, a transfer function unit similar to the transfer function unit 34a, and a subtractor similar to the subtractor 35a (not shown).
On the other hand, voltage command values Varef, Vbref, and Vcref that do not include the back electromotive force compensation value output from the current control unit 26 are input to the current observer 36, and the current observer 36 uses the motor current estimated values Ima ^, Imb ^, and Imc ^ is calculated.

The current observer 36 assumes that the back electromotive voltage is completely compensated, and uses the resistance-inductance current estimation model of the electric motor 8 to estimate the motor current imj (j = a, b, c). ^ Is calculated.
That is, when the motor voltage command value Vjref (j = a, b, c) obtained by removing the back electromotive force compensation value from the applied voltage input to the electric motor 8 is used as the system input uj, the influence of temperature change due to energization or the like is affected. The considered motor actual model can be expressed by the following equation (1).

uj = L (T) (di / dt) + R (T) imj (1)
However,
L (T) = L (T ₂₀ ) (1 + K _Lt * (T−T ₂₀ ))
R (T) = R (T ₂₀ ) (1 + K _Rt * (T−T ₂₀ ))
L (T) is motor inductance after temperature change, L (T ₂₀ ) is motor inductance at standard temperature, K _Lt is temperature change coefficient of inductance, R (T) is motor resistance after temperature change, R (T ₂₀ ) Is the motor resistance at the standard temperature, K _Rt is the temperature change coefficient of the resistance, T ₂₀ is the standard room temperature 20 ° C. when measuring the parameters, and T is the motor temperature.

Hereinafter, for simplification of symbols used in the description, L (T) is described as L and R (T) is described as R.
For this actual motor model, the resistance-inductance model of the current estimation observer 36 is configured as shown in the following equation (2).
u = L ^ (di ^ / dt) + R ^ * imj ^ (2)
However, L ^ is an inductance estimated value, R ^ is a resistance estimated value, and imj ^ is a motor current estimated value.

Here, the estimated values L ^ and R ^ of the inductance and resistance are values corrected by using a correction method to be described later, with initial values as respective rated values.
Next, the actual motor has an error with respect to the rated value due to manufacturing variations and the like. If the errors of resistance and inductance from the estimated values L ^ and R ^ are defined as ΔL and ΔR, respectively, these errors ΔL and ΔR are expressed by the following equations (3) and (4).

L = L ^ + ΔL (3)
R = R ^ + ΔR (4)
If the errors ΔL and ΔR are large, the motor current estimation may cause an erroneous estimation, which may increase torque ripple. Further, when the estimated current value imj ^ is used for determining the abnormality of the motor current detection value imj, there is a possibility of causing erroneous detection.

Therefore, it is necessary to accurately estimate the errors ΔL and ΔR to identify the model parameters of the current observer 36 and correct the estimated values L ^ and R ^. In consideration of this correction, the equation (2) can be expressed by the following equation (5).
uj = (L ^ + ΔL) (di / dt) + (R ^ + ΔR) imj (5)
Note that the resistance and inductance estimation errors ΔR and ΔL are sufficiently small relative to the rated values.

Therefore, the current observer 36 calculates the estimated motor current imj ^ using the resistance-inductance model expressed by the above equation (5).
Here, in order to maintain the resistance and inductance estimation errors ΔR and ΔL in the above equation (5) to be small values, it is necessary to correct these estimation errors ΔR and ΔL to the optimum state, and correct these estimation errors ΔR and ΔL. In order to do so, an estimation error calculation unit 37 is provided.

The estimated error calculation unit 37 receives the motor current detection value imj detected by the motor current detection unit 19 and corrects the estimation errors ΔR and ΔL of the current observer 36 based on the motor current detection value imj.
That is, when the formula (5) is expanded, the following formula (6) is obtained.
uj = L ^ (di / dt) + ΔL (di / dt) + R ^ imj + ΔRimj (6)
Condition (1)
When the motor current detection value imj is sufficiently large and the differential value di / dt is sufficiently small, the second term on the right side is sufficiently small to be ignored (ΔL (di / dt) → 0).

Therefore, the resistance estimation error ΔR can be obtained by the following equation.
ΔR = {uj−L ^ (di / dt) −R ^ imj} / imj
ΔR = {uj − L ^ (di / dt)} / imj−R ^ (7)
As an actually used resistance correction value, an integral value ΔR _fb = ΔR (g _R / s) of the resistance estimation error ΔR obtained by the above equation (7) is used. This is to eliminate the influence of the correction error due to the detection noise of the motor current detection value imj. Here, s is a Laplace operator, and error integrator gain g _R is a tuning parameter.

The resistance estimation value R ^ is corrected using the resistance correction value ΔR _fb obtained above, and the next correction is performed using the corrected resistance estimation value in the same manner as described above.
Condition (2)
When the motor current detection value imj is sufficiently small and the differential value di / dt is sufficiently large, the fourth term on the right side of the equation (5) is sufficiently small to be ignored (ΔRimj → 0).

Therefore, the inductance estimation error ΔL can be obtained by the following equation.
ΔL = {uj−L ^ (di / dt) −R ^ imj} / (di / dt)
ΔL = (uj−R ^ imj) / (di / dt) −L ^ (8)
As an inductance correction value actually used, an integral value ΔL _fb = ΔL (g _L / s) obtained by the above equation (8) is used. This is to eliminate the influence of the correction error due to the detection noise of the motor current detection value imj. The error integrator gain g _L is a tuning parameter.

The inductance estimated value L ^ is corrected with the inductance correction value ΔL _fb . The inductance estimated value L ^ is corrected using the inductance correction value ΔL _fb obtained above, and the next correction is performed using the corrected inductance estimated value L ^ as described above.
On the other hand, an abnormality of the motor current detection unit 19 is detected by an abnormality detection unit 38 as an abnormality detection means. The abnormality detection unit 38 receives the detected motor current value imj detected by the motor current detection unit 19 and the estimated motor current value imj ^ calculated by the current observer 36, and the deviation Δij (= imj−imj ^) between the two. Is determined to be greater than or equal to a preset threshold value Δis to determine whether or not the motor current detection value imj is abnormal. When the motor current detection value imj is normal, the logical value “0” is determined. "When abnormal, a current selection signal SL having a logical value" 1 "is output to the current selection section 39 as current selection means.

  The current selection unit 39 receives the motor current detection values ima, imb and imc detected by the motor current detection unit 19 and the motor current estimation values ima ^, imb ^ and imc ^ estimated by the current observer 36, When the current selection signal SL input from the abnormality detection unit 38 is a logical value “0”, it is determined that the motor current detection values ima, imb and imc are normal, and the motor current detection values ima, imb and imc are selected. When the current selection signal SL is a logical value “1”, the motor current detection values ima, imb and imc are determined to be abnormal and the motor current estimation values ima ^, imb ^ and imc ^ Is selected and supplied to the control device 13.

Next, the operation of the above embodiment will be described.
Now, by turning on the ignition switch 71 shown in FIGS. 1 and 5, the power from the battery 11 is turned on to the control device 13, and the steering assist control processing in the control device 13 is started. The relay 72 shown in FIG. 5 is energized, the battery voltage Vb is supplied to the inverter circuit 28, and the electric motor 8 can be driven.

  At this time, the current command value generation unit 21 reads the steering torque T detected by the steering torque sensor 16 and calculates the current command value shown in FIG. 4 based on the steering torque T and the vehicle speed Vs input from the vehicle speed sensor 18. The current command value Iref is calculated with reference to the map, and the d-axis current command value Idref and the q-axis current command value Iqref in the dq-axis coordinate system are calculated based on the calculated current command value Iref and the motor angular velocity ωm.

On the other hand, in the angular velocity calculation unit 20, the motor rotation angle detection unit 20a detects the motor rotation angle θm, the electric angle calculation unit 20b calculates the electric angle θe based on the detected motor rotation angle θm, and the motor angular velocity calculation unit. At 20c, the motor angular velocity ωm is calculated by differentiating the motor rotation angle θm.
Then, the d-axis current command value Idref and the q-axis current command value Iqref generated by the current command value generation unit 21 are supplied to the two-phase / three-phase conversion unit 23, and the three-phase phase current command values Iaref, Ibref, and Icref are obtained. calculate.

  In the motor drive control unit 24, the subtraction unit 25 generates the selection currents Isa, Isb, and Isc selected by the current selection unit 39 from the phase current command values Iaref, Ibref, and Icref output from the 2-phase / 3-phase conversion unit 23. The current deviations ΔIa, ΔIb, and ΔIc are calculated by subtraction, and these current deviations ΔIa, ΔIb, and ΔIc are supplied to the current control unit 26, and the current control unit 26 performs proportional and integration processing to perform voltage command values Varef, Vbref. And Vcref are calculated.

  On the other hand, the counter electromotive voltage calculator 31 calculates the counter electromotive voltages EMFa to EMFc based on the selection currents Isa to Isc and the motor terminal voltages Va to Vc, and supplies the calculated counter electromotive voltages EMFa to EMFc to the adder 32. Thus, back electromotive force compensation is performed by adding to the voltage command values Varef to Vcref, and the voltage command values Varef ′ to Vcref ′ subjected to back electromotive voltage compensation are input to the PWM control unit 27.

  For this reason, six pulse width modulation (PWM) signals corresponding to the phase voltage command values Varef ′ to Vcref ′ compensated for the back electromotive force by the PWM control unit 27 are formed, and these pulse width modulation signals are converted into the inverter circuit 28. The three-phase drive currents Ima to Imc are supplied from the inverter circuit 28 to the electric motor 8 by being supplied to the field effect transistors Qau to Qcd of FIG. A steering assist force is generated according to the steering torque T and the vehicle speed Vs.

The steering assist force generated by the electric motor 8 is transmitted to the steering shaft 3 via the speed reducer 7 so that the steering wheel 2 can be steered with a light steering force.
At this time, in a so-called stationary state in which the steering wheel 2 is steered while the vehicle is stopped, the vehicle speed Vs is zero and the gradient of the characteristic line of the current command value calculation storage table shown in FIG. 4 is large. Thus, since the large current command value Iref is calculated with the small steering torque T, the electric motor 8 can generate a large steering assist force and perform light steering.

  In the normal steering state in which the vehicle is started from the stopped state to enter the traveling state and the steering wheel 2 is steered in this state, it is necessary to reduce the steering assist torque as the vehicle speed increases. The steering torque transmitted to the steering wheel 2 is detected by the steering torque sensor 16 and input to the current command value generation unit 21 of the control device 13. As shown in FIG. 4, since a high vehicle speed storage table is referred to, the current command value Iref also becomes a small value, and the steering assist torque generated by the electric motor 8 is compared with the steering assist torque at the time of stationary. Become smaller.

  By the way, when the motor current detection values ima, imb and imc detected by the motor current detector 19 are normal, the motor current estimation values calculated by the motor current detection values ima, imb and imc and the current observer 36 are calculated. When the current deviations Δia, Δib, and Δic from ima ^, imb ^, and Imc ^ are equal to or less than a predetermined threshold value Δis, the abnormality detection unit 38 detects that the motor current detection values ima, imb, and imc are normal. Then, the current selection signal SL having a logical value “0” is supplied to the current selection unit 39.

  For this reason, the current selection unit 39 selects the motor current detection values ima, imb, and imc detected by the motor current detection unit 19 by inputting the current selection signal SL having the logical value “0”, and the control device 13. To supply. Therefore, the motor current detection values ima, imb, and imc are subtracted from the phase current command values Iaref, Ibref, and Icref output from the 2-phase / 3-phase conversion unit 23 by the subtraction unit 25 of the motor drive control unit 24 of the control device 13. Thus, current deviations ΔIa, ΔIb, and ΔIc are calculated, and normal motor drive control is performed.

In a state where the detected motor current values ima, imb and imc are normal, the estimation error calculating unit 37 uses the normal detected motor current values ima, imb and imc, and the equations (7) and (8) described above. The resistance estimation error ΔR and the inductance estimation error ΔL are calculated, and the resistance estimation error ΔR and the inductance estimation error ΔL are respectively integrated, and the values ΔR _fb and ΔL _fb multiplied by the gain are obtained. The resistance estimation value R ^ and the inductance estimation value L ^ are corrected as correction values, and the identification of the parameters of the resistance-inductance model is continuously performed while the motor current detection values ima to imc are normal. Therefore, the estimated motor current values ima ^ to imc ^ calculated by the current observer 36 are values approximate to the normal detected motor current values ima to imc.

  Thereafter, in the abnormality detection unit 38, at least one of the absolute values of the current deviations Δia to Δic between the motor current detection values ima to imc and the motor current estimation values ima ^ to imc ^ exceeds a predetermined threshold value Δis. Then, it is determined that one of the motor current detection values ima to imc is abnormal, and a current selection signal SL having a logical value “1” is output to the current selection unit 39. For this reason, the current values ima to imc determined to be abnormal among the estimated motor current values ima ^ to imc ^ identified by the motor current detection values ima to ims until immediately before being output from the current observer 36 by the current selection unit 39. Are selected and supplied to the subtracting unit 25 of the control device 13.

For this reason, even when an abnormality occurs in the motor current detection unit 19, the motor observer control can be continued by calculating the accurate motor current estimated values ima ^ to imc ^ with the current observer 36.
At this time, regardless of the number of motor current detection values ima to imc of the abnormal motor current detection unit 19, that is, when an abnormality occurs in one or two motor current detection values or all motor current detection values are abnormal. Even when this occurs, the current observer 36 can accurately calculate the estimated motor current values ima ^ to imc ^, and the motor drive control can be continued without causing the driver to feel uncomfortable.

In the above embodiment, when the resistance error ΔL is obtained, the condition ΔL (di / dt) → 0 is necessary, but in practice, the range of ΔL (di / dt) → 0 is accurately grasped. Sometimes it is difficult.
In order to solve this problem, by specifying an appropriate range before and after di / dt crosses 0 and integrating di / dt, a result of ∫ΔLdi → 0 can be obtained.

This integrates both sides of the equation (6),
∫ΔR = ∫ {(uj−L ^ di / dt) / imj−R ^} dt (9)
And the estimated resistance value R ^ is corrected using the integrated value ∫ΔR of the resistance error ΔR, so that the estimated resistance value R ^ can be corrected accurately.
Similarly, regarding the correction of inductance, an appropriate range before and after the zero cross of the motor current detection value imj is appropriately designated, and 両 側 ΔRimt → 0 is obtained by integrating both sides of the equation (6). By integrating both sides of the equation (8), the correction value ∫ΔL of the estimated inductance value L ^ can be calculated as expressed by the following equation (10).

∫ΔL = ∫ {(uj−R ^ imj) / (di / dt) −L ^} (10)
In the above embodiment, the case where the resistance estimation value R ^ and the inductance estimation value L ^ are corrected based on the motor current detection value imj has been described. However, the present invention is not limited to this, and the motor current estimation value is not limited thereto. You may make it carry out using the electric current deviation (DELTA) i with imj ^.

That is, the estimation error calculation unit 37 calculates the resistance and inductance estimation errors ΔR and ΔL as follows.
Here, in order to simplify the description, hereinafter, the detected motor current value imj is simply expressed as i, and the estimated motor current value imj ^ is simply expressed as i ^.
First, the relationship between the detected motor current value i and the estimated motor current value i ^ can be expressed by the following equation (11).

i ^ = i + Δi (11)
Here, Δi is a current deviation obtained by subtracting the detected motor current value i from the estimated motor current value i ^.
Substituting this equation (11) into the aforementioned equation (2) yields the following equation (12).
u = (L−ΔL) d (i + Δi) / dt + (R−ΔR) * (i + Δi) (12)
Substituting the expression (1) into the expression (12) yields the following expression (13).

L (dΔi / dt) −ΔL (di ^ / dt) + RΔi−ΔRi ^ = 0 (13)
When the estimated motor current value i ^ is sufficiently small in the equation (13), it can be regarded as ΔRi ^ → 0, and the estimation error ΔL can be calculated by the following equation (14).
ΔL = (LdΔi / dt + RΔi) / (di ^ / dt) (14)
Further, when the differential value di ^ / dt of the estimated motor current value i ^ is sufficiently small in the above expression (13), it can be regarded as ΔLdi ^ / dt → 0, and the estimation error ΔR is calculated by the following expression (15). be able to.

ΔR = (LdΔi / dt + RΔi) / i ^ (15)
Therefore, the estimation error calculation unit 37 calculates the estimation errors ΔL and ΔR according to the above formulas (14) and (15) and supplies them to the current observer 36, whereby the inductance estimation value L ^ and the resistance estimation value R ^ The current observer 36 can calculate an accurate estimated motor current value imj ^.

In the above embodiment, the case where the temperature change of the electric motor 8 is not taken into account has been described. However, when the temperature change of the electric motor 8 is taken into account, the parameter of the resistance-inductance model used for the current observer 36 also depends on the temperature. It needs to be a variable parameter.
That is, when the reference temperature is 20 ° C., the change of each parameter depending on the temperature is expressed by the following equations (16) and (17).

L (T) = L (T ₂₀ ) (1 + R _Lt * (T−T ₂₀ )) (16)
R (T) = R (T ₂₀ ) (1 + R _Rt * (T−T ₂₀ )) (17)
Where L (T) is the inductance at the current temperature, L (T ₂₀ ) is the inductance at the standard temperature, R (T) is the resistance at the current temperature, R (T ₂₀ ) is the resistance at the standard temperature, R _Lt Is a temperature coefficient of inductance, R _Rt is a temperature coefficient of resistance, T is current temperature information, and T ₂₀ is a reference temperature (20 ° C.).

Therefore, the inductance and resistance at the standard room temperature can be obtained from the following formulas (18) and (19) based on the parameter estimated values R ^ and L ^.
L ^ (T ₂₀ ) = L ^ (T) / (1 + R _Lt * (T−T ₂₀ )) (18)
R ^ (T ₂₀ ) = R ^ (T) / (1 + R _Rt * (T−T ₂₀ )) (19)
The current temperature information T is desirably detected by the temperature sensor with the temperature of the electric motor 8, but may be an estimated temperature, for example.

Then, the reference parameters L ^ (T ₂₀ ) and R ^ (T ₂₀ ) at the calculated reference temperature are stored in a storage area such as RAM, ROM, etc., and the estimated resistance value R ^ and inductance used for the current estimation observer 36 are stored. It estimates L ^, reference parameter L ^ (T ₂₀₎ and R ^ (T ₂₀₎ than by using the parameter L ^ (T) and values calculated R ^ (T) at current temperature, the temperature change Remove the effect.

  Moreover, in the said embodiment, although the motor current detection part 19 demonstrated the case where the motor currents Ima and Imb of the A and B phases of the electric motor 8 were detected, it is not limited to this, A to C phases It is possible to detect the two phases of the motor current at, and to estimate the remaining one phase from the detected two phases, or to detect the motor currents of all phases.

Furthermore, in the above embodiment, the case where the motor angular velocity ωm is calculated based on the rotation angle detection signal of the motor angle detector 17 has been described. However, the present invention is not limited to this, and the inverse of the terminal voltage of the electric motor 8 is obtained. The motor angular velocity ωm may be estimated based on the motor counter electromotive voltage calculated by the electromotive voltage calculation unit 31.
Furthermore, in the above embodiment, the abnormality detection unit 38 detects the motor current detection value imj when the absolute value of the current deviation Δi between the motor current detection value imj and the motor current estimation value imj ^ becomes equal to or greater than the predetermined threshold Δis. However, the present invention is not limited to this, and the motor current detection is performed when the differential value of the current deviation Δi, that is, the absolute value of the change amount of the current deviation Δi becomes equal to or greater than a predetermined threshold value. The value imj may be determined to be abnormal. Furthermore, when the absolute value of the current deviation Δi is greater than or equal to a predetermined threshold Δis or the differential value of the current deviation Δi is greater than or equal to the predetermined threshold, motor current detection It may be determined that the value imj is abnormal.

  Further, in the above embodiment, the case where the present invention is applied to the electric power steering apparatus has been described, but the present invention is not limited to this, and in-vehicle equipment such as an electric brake apparatus, an electric telescopic apparatus, an electric tilt apparatus, The present invention can be applied to drive control of an electric motor used for an arbitrary device other than an in-vehicle device.

It is a schematic structure figure showing a 1st embodiment of the present invention. It is a block diagram which shows the specific structure of the control apparatus in 1st Embodiment. It is a block which shows the specific structure of the motor angular velocity detection part of FIG. It is explanatory drawing which shows the memory table for current command value calculation showing the relationship between the steering torque and current command value which are used in a steering auxiliary current command value production | generation part. It is a circuit diagram which shows an inverter circuit. It is a block diagram which shows the specific structure of a back electromotive force calculation part.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Steering mechanism, 2 ... Steering wheel, 3 ... Steering shaft, 7 ... Reduction gear, 8 ... Electric motor, 13 ... Control device, 16 ... Steering torque sensor, 17 ... Motor angle detector, 18 ... Vehicle speed sensor, 19 ... Motor current detection unit, 20 ... angular velocity calculation unit, 21 ... current command value generation unit, 22 ... dq axis current command value generation unit, 23 ... two-phase / three-phase conversion unit, 24 ... motor drive control unit, 25 ... Subtracting unit 26 ... Current control unit 27 ... PWM control unit 28 ... Inverter circuit 31 ... Back electromotive force calculation unit 36 ... Current observer 37 ... Estimated error calculation unit 38 ... Abnormality detection unit 39 ... Current selection Part

Claims (7)

A current command value calculating means for calculating a current command value for driving the electric motor; a motor current detecting means for detecting a motor current flowing through the electric motor; a current command value calculated by the current command value calculating means; and the motor current. A motor drive control device comprising motor drive control means for driving and controlling the electric motor based on the motor current detected by the detection means,
An abnormality detection means for detecting an abnormality of the motor current detection means; a current observer for estimating a motor current using a resistance-inductance model including the electric motor and the motor drive control means;
The inductance estimation error and the resistance estimation error are calculated based on the resistance estimation value and the inductance estimation value of the resistance-inductance model used in the current observer and at least the motor current detection value, and the calculated inductance estimation error and the resistance estimation error are calculated as described above. An estimation error calculation unit that supplies the current observer as an error correction value;
When the abnormality detection means does not detect abnormality of the motor current detection means, the motor current detection value of the motor current detection means is supplied to the motor drive control means, and when abnormality of the motor current detection means is detected, Motor current selection means for supplying a motor current estimation value estimated by a current observer to the motor drive control means,
The current observer identifies the resistance and inductance of the resistance-inductance model by correcting the estimated inductance value and the estimated resistance value based on the estimated inductance error and the estimated resistance error supplied from the estimated error calculation unit. A motor drive control device. The current observer, the resistance - the resistance estimation value and inductance estimate of the inductance model, further motor drive control apparatus according to claim 1, characterized in that it is configured to correct in view of the temperature change . The current observer is configured to identify the resistance and inductance of the motor resistance-inductance model in a region where either the motor current detection value detected by the motor current detection means and its differential value are smaller than a predetermined value. The motor drive control device according to claim 1, wherein the motor drive control device is a motor drive control device. The current observer is configured to identify a resistance and an inductance of the resistance- inductance model when the abnormality detection unit does not detect an abnormality of the motor current detection unit. Item 4. The motor drive control device according to any one of Items 1 to 3.   The abnormality detection means is abnormal when the deviation between the motor current detection value detected by the motor current detection means and the motor current estimation value estimated by the current observer is equal to or greater than a predetermined threshold value. The motor drive control device according to claim 1, wherein the motor drive control device is configured to determine that   The abnormality detection unit is configured to detect a difference between a motor current detection value detected by the motor current detection unit and a motor current estimation value estimated by the current observer when a difference value of the motor current detection value exceeds a predetermined threshold value. The motor drive control device according to claim 1, wherein the motor drive control device is configured to determine that there is an abnormality.   An electric power steering apparatus, wherein an electric motor that generates a steering assist force with respect to a steering system is driven and controlled by the motor drive control apparatus according to any one of claims 1 to 6.

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