JP2008236935A - Electric brake device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an electric brake device which can maintain braking performance, being able to secure braking force within a possible range without deteriorating its state even in case that abnormality occurs in an electric motor. <P>SOLUTION: It is equipped with abnormality judging means (steps S2 and S9) which judge whether abnormality is occurring in the motor or not, and inhibition means (steps S3 and S10) which inhibit the drive of the electric motor by rectangular wave drive, in case that it is judged that abnormality is occurring in the motor. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention belongs to the technical field of an electric brake device that generates a braking force by driving an electric motor.

Conventionally, as a brushless DC motor drive device, the motor is driven by switching the control method between the low speed side and the high speed side of the rotational speed, and if an abnormality occurs in the DC current value, the drive of the inverter is immediately stopped. Is disclosed (for example, see Patent Document 1).
JP 2005-184884 A

  However, in the above prior art, the motor is stopped immediately when an abnormality occurs, so when applied to an electric brake device, the motor stops immediately due to the occurrence of an electric current abnormality and the braking ability cannot be maintained. was there.

  The present invention has been made paying attention to the above problems, and the object of the present invention is to secure a braking force within a possible range even when an abnormality occurs in the electric motor, and to maintain the braking capability. An object of the present invention is to provide an electric brake device that can be realized.

In order to achieve the above object, in the present invention, an electric motor as an actuator for generating a braking force on a vehicle, rectangular wave driving means for applying a rectangular wave voltage to each phase of the electric motor, and phases of the electric motor A sine wave drive means for applying a voltage so that the current is sinusoidal, and a drive means for switching the drive means for driving the electric motor between the rectangular wave drive means and the sine wave drive means in response to a braking force request In the electric brake device having switching means, when it is determined that an abnormality has occurred in the electric motor and an abnormality determination means for determining whether an abnormality has occurred in the electric motor, the rectangular wave And prohibiting means for prohibiting driving of the electric motor by the driving means.
Here, “abnormality of electric motor” means power supply current value, three-phase current value, torque current value, excitation current value, etc., as well as “rectangular wave drive operation abnormality”, power supply voltage value, electronic control device This includes “abnormal operating environment of electric brake device” such as temperature and electric motor temperature.

  Therefore, in the present invention, when an abnormality occurs in the electric motor, rectangular wave driving is prohibited regardless of the braking force request, and the electric motor is driven by sine wave driving. That is, since the sine wave drive has a lower drive voltage applied to the electric motor than the rectangular wave drive, the electric motor can be driven while minimizing the deterioration of the situation. As a result, even when an abnormality occurs in the electric motor, the braking force can be secured as much as possible, and the braking ability can be maintained.

  Hereinafter, the best mode for realizing an electric brake device of the present invention will be described based on an embodiment shown in the drawings.

[System configuration]
FIG. 1 is a system configuration diagram of a four-wheel brake wire system to which the electric brake device according to the first embodiment is applied.

  First and second hydraulic pressure units (hydraulic control devices) HU 1 and HU 2 are driven by first and second sub ECUs 100 and 200 based on a command from main ECU (arithmetic control device) 300. The brake pedal BP is applied with a reaction force by a stroke simulator S / Sim connected to the master cylinder M / C.

  The first and second hydraulic units HU1 and HU2 are connected to the master cylinder M / C through oil passages A1 and A2, respectively, and are connected to the reservoir RSV through oil passages B1 and B2. The oil passages A1, A2 are provided with first and second M / C pressure sensors M / C / Sen1, M / C / Sen2.

  The first and second hydraulic pressure units HU1 and HU2 are hydraulic actuators that respectively include pumps P1 and P2, motors M1 and M2, and a solenoid valve (see FIG. 2), and independently generate hydraulic pressure. . The first hydraulic unit HU1 controls the hydraulic pressure of the FL and RR wheels, and the second hydraulic unit HU2 controls the hydraulic pressure of the FR and RL wheels.

  That is, the wheel cylinder W / C (FL to RR) is directly increased by the pumps P1 and P2 which are two hydraulic pressure sources. Since the wheel cylinder W / C is increased directly by the pumps P1 and P2 without using an accumulator, the oil in the accumulator does not leak into the oil passage at the time of failure. Further, the pump P1 forms a so-called X pipe by increasing the pressure of the FL and RR wheels, and the pump P2 increases the pressure of the FR and RL wheels.

  The first and second hydraulic units HU1, HU2 are provided separately. By using a separate body, even if a leak occurs in one hydraulic unit, the braking force is secured by the other unit. Note that the first and second hydraulic units HU1 and HU2 may be integrally provided, the electrical circuit configuration may be integrated into one place, the harness and the like may be shortened, and the layout may be simplified.

  The main ECU 300 is an upper ECU that calculates target hydraulic pressures P * fl to P * rr generated by the first and second hydraulic units HU1 and HU2. The main ECU 300 is connected to the first and second power sources BATT1 and BATT2 and is provided to operate if either BATT1 or BATT2 is normal. It starts by the start request.

The main ECU 300 has stroke signals S1, S2 from the first and second stroke sensors S / Sen1, S / Sen2, and M / C pressure from the first and second M / C pressure sensors M / C / Sen1, M / C / Sen2. Pm1 and Pm2 are input.
Further, the wheel speed VSP, the yaw rate Y, and the longitudinal acceleration G are also input to the main ECU 300. Further, the detection value of the liquid amount sensor L / Sen provided in the reservoir RSV is input, and it is determined whether the brake-by-wire control by driving the pump can be executed. Further, the operation of the brake pedal BP is detected by the signal from the stop lamp switch STP.SW regardless of the stroke signals S1, S2 and the M / C pressures Pm1, Pm2.

  In the main ECU 300, two first and second CPUs 310 and 320 for performing calculations are provided. The first and second CPUs 310 and 320 are respectively connected to the first and second sub ECUs 100 and 200 by CAN communication lines CAN1 and CAN2, and are connected to the first and second CPUs 310 and 320 via the first and second sub ECUs 100 and 200, respectively. Pump discharge pressures Pp1 and Pp2 and actual hydraulic pressures Pfl to Prr are input. The CAN communication lines CAN1 and CAN2 are connected to each other and a duplex system is built for backup.

Based on the input stroke signals S1, S2, M / C pressures Pm1, Pm2, and actual fluid pressures Pfl to Prr, the first and second CPUs 310 and 320 calculate target fluid pressures P * fl to P * rr for CAN communication. Output to each sub ECU 100, 200 via lines CAN1, CAN2.
Note that the first CPU 310 calculates the target hydraulic pressures P * fl to P * rr of the first and second hydraulic units HU1 and HU2 collectively, and the second CPU 320 may be used for backup of the first CPU 310, and is not particularly limited.

  Further, the main ECU 300 activates the sub ECUs 100 and 200 via the CAN communication lines CAN1 and CAN2. A signal for independently starting the first and second sub ECUs 100 and 200 is issued, but the sub ECUs 100 and 200 may be simultaneously started with one signal, and there is no particular limitation. Moreover, it is good also as starting by the ignition switch IGN.

  ABS (control to increase / decrease braking force to avoid wheel lock), VDC (control to increase / decrease braking force to prevent skidding when vehicle behavior is disturbed), TCS (control to suppress idling of drive wheels), etc. At the time of vehicle behavior control, the wheel speed VSP, the yaw rate Y, and the longitudinal acceleration G are taken together to control the target hydraulic pressures P * fl to P * rr. During VDC control, a warning is issued to the driver by the buzzer BUZZ. The VDC switch VDC.SW allows control ON / OFF to be switched at the driver's will.

  Further, the main ECU 300 is connected to the other control units CU1 to CU6 through the CAN communication line CAN3 to perform cooperative control. The regenerative brake control unit CU1 regenerates braking force and converts it into electric power, and the radar control unit CU2 performs inter-vehicle distance control. The EPS control unit CU3 is a control unit for the electric power steering apparatus.

  The ECM control unit CU4 is an engine control unit, and the AT control unit CU5 is an automatic transmission control unit. Further, the meter control unit CU6 controls each meter. The wheel speed VSP input to the main ECU 300 is output to the ECM control unit CU4, the AT control unit CU5, and the meter control unit CU6 via the CAN communication line CAN3.

  The power sources of the ECUs 100, 200, 300 are first and second power sources BBATT1, BATT2. The first power supply BATT1 is connected to the main ECU 300 and the first sub ECU 100, and the second power supply BATT2 is connected to the main ECU 300 and the second sub ECU 200.

  The first and second sub ECUs 100 and 200 are provided integrally with the first and second hydraulic units HU1 and HU2, respectively. In addition, it is good also as a separate body according to a vehicle layout. The first and second sub ECUs 100 and 200 include target hydraulic pressures P * fl to P * rr output from the main ECU 300 and discharge pressures of the pumps P1 and P2 from the first and second hydraulic pressure units HU1 and HU2, respectively. Pp1, Pp2, actual fluid pressures Pfl, Prr and Pfr, Prl are input.

  The first and second sub-ECUs 100 and 200 are configured to realize the target hydraulic pressures P * fl to P * rr based on the input pump discharge pressures Pp1 and Pp2 and the actual hydraulic pressures Pfl to Prr. Hydraulic pressure control is performed by driving the pumps P1 and P2, the motors M1 and M2, and the electromagnetic valves in the hydraulic pressure units HU1 and HU2. The first and second sub ECUs 100 and 200 may be separate from the first and second hydraulic units HU1 and HU2.

  The first and second sub ECUs 100 and 200 are servo controlled so that once the target hydraulic pressures P * fl to P * rr are input, they are controlled to converge to the previous input values until a new target value is input. The system is configured.

  Also, the electric power from the power sources BATT1, BATT2 is converted into the valve driving currents I1, I2 and motor driving voltages V1, V2 of the first and second hydraulic units HU1, HU2 by the first and second sub ECUs 100, 200, and the relay It is output to the first and second hydraulic pressure units HU1, HU2 via RY11, 12 and RY21, 22.

  The stroke simulator S / Sim is built in the master cylinder M / C and generates the reaction force of the brake pedal BP. The master cylinder M / C is provided with a switching valve Can / V for switching communication / blocking between the master cylinder M / C and the stroke simulator S / Sim.

  The switching valve Can / V is opened / closed by the main ECU 300, and can be quickly transferred to manual braking when the brake-by-wire control is completed or when the sub ECUs 100 and 200 fail. The master cylinder M / C is provided with first and second stroke sensors S / Sen1, S / Sen2. Stroke signals S1 and S2 of the brake pedal BP are output to the main ECU 300.

[Hydraulic unit]
FIG. 2 is a hydraulic circuit diagram of hydraulic units HU1 and HU2 which are hydraulic control devices. The first hydraulic unit HU1 has shutoff valves S.OFF/V, FL, RR wheel in valves IN / V (FL, RR), FL, RR wheel out valves OUT / V (FL, RR), A pump P1 and a motor M1 are provided. The opening of each valve is set in advance so that the hydraulic pressures of the front wheels FL and FR and the rear wheels RL and RR are 2: 1.

  The discharge side oil passage F1 of the pump P1 is connected to the FL and RR wheel cylinder W / C (FL, RR) via the oil passage C1 (FL, RR), respectively, and the suction side oil passage H1 is connected to the oil passage B1. Connect to the reservoir RSV. The oil passage C1 (FL, RR) is connected to the oil passage B1 via the oil passage E1 (FL, RR).

The connection point I1 between the oil passage C1 (FL) and the oil passage E1 (FL) is connected to the master cylinder M / C through the oil passage A1. Further, the connection point J1 of the oil passage C1 (FL, RR) is connected to the oil passage B1 through the oil passage G1.
The shut-off valve S.OFF/V is a normally open solenoid valve, and is provided on the oil passage A1 to communicate / shut off the master cylinder M / C and the connection point I1.

  The FL and RR wheel in valves IN / V (FL and RR) are normally open proportional valves provided on the oil passage C1 (FL and RR). The FL and RR wheel wheels are controlled by proportionally controlling the discharge pressure of the pump P1. Supply to cylinder W / C (FL, RR). Further, a check valve C / V (FL, RR) for preventing a backflow to the pump P1 side is provided on the oil passage C1 (FL, RR).

  The FL and RR wheel out valves OUT / V (FL, RR) are respectively provided on the oil passage E1 (FL, FR). The FL wheel out valve OUT / V (FL) is a normally closed proportional valve, while the RR wheel out valve OUT / V (RR) is a normally open proportional valve. A relief valve Ref / V is provided on the oil passage G1.

A first M / C pressure sensor M / C / Sen1 is provided in the oil passage A1 between the first hydraulic unit HU1 and the master cylinder M / C, and outputs the first M / C pressure Pm1 to the main ECU 300. In addition, FL and RR wheel hydraulic pressure sensors W / C / Sen (FL, RR) are provided in the hydraulic unit HU1 and on the oil passage C1 (FL, FR), and are connected to the discharge side oil passage F1 of the pump P1. Is provided with a pump discharge pressure sensor P1 / Sen and outputs the detected values Pfl, Prr and Pp1 to the first sub ECU 100.
Next, each operation mode of the four-wheel brake wire system of Example 1 will be described.

(Pressure increase mode)
In pressure increase mode, shutoff valve S.OFF/V is closed, in-valve IN / V (FL, RR) is opened, out-valve OUT / V (FL, RR) is closed, and motor M is driven. . Pump P1 is driven by motor M1 and the discharge pressure is supplied to oil passage C1 (FL, FR) via oil passage F1, and fluid pressure control is performed by in-valve IN / V (FL, RR), FL, RR wheels Introduced to wheel cylinder W / C (FL, RR) to increase pressure.

(Decompression mode)
During normal brake pressure reduction, the in-valve IN / V (FL, RR) is closed, the out-valve OUT / V (FL, RR) is opened, and the hydraulic pressure is discharged to the reservoir RSV.
(Retention mode)
In the holding mode, the in-valve IN / V (FL, RR) and the out-valve OUT / V (FL, RR) are all closed to hold the hydraulic pressure.

(Manual brake)
During manual braking, such as when the system fails, the shut-off valve S.OFF/V opens and the in-valve IN / V (FL, RR) closes. Accordingly, the master cylinder pressure Pm is not supplied to the RR wheel wheel cylinder W / C (RR).

  On the other hand, since the FL wheel out valve OUT / V (FL) is normally closed, it is closed during manual operation, and the master cylinder pressure Pm acts on the FL wheel wheel cylinder W / C (FL). Therefore, the master cylinder pressure Pm increased by the driver's pedal effort is applied to the FL wheel wheel cylinder W / C (FL) to secure the manual brake.

  Manual braking may also be applied to the RR wheel. However, when the hydraulic pressure of the RR wheel is increased by the pedal depression force in addition to the FL wheel, the pedal force load applied to the driver becomes too high, which is not realistic. Therefore, in the embodiment of the present application, the manual brake is applied only to the FL wheel having a large braking force in the first hydraulic unit HU1.

  For this reason, the RR wheel out valve is normally open, and when the system fails, the residual pressure of the RR wheel cylinder W / C (RR) is quickly discharged to avoid locking the RR wheel.

  The circuit configuration and control are the same for the second hydraulic unit HU2. As with the first hydraulic unit HU1, the FR wheel out valve OUT / V (FR) is normally closed, the RL wheel out valve OUT / V (RL) is normally open, and the manual brake acts only on the FR wheel.

Next, the configuration of the main ECU 300 that is an arithmetic and control unit will be described.
FIG. 3 is a diagram showing an internal configuration of the main ECU 300, and the main ECU 300 is disposed, for example, in an engine room. The main ECU 300 receives the state of the four-wheel brake wire system, for example, information on the current value of the brake fluid pressure, the current value of the operation mode, and the like via the data communication line through the CAN communication 1.

Thus, while monitoring the state of the four-wheel brake wire system, the CPU 2 calculates an appropriate control signal corresponding to the pedal operation amount or the braking force target value obtained as a result of the vehicle behavior control process, and passes the data signal line. Then, the control signal is transmitted to the actuator control device 3 to operate the brake wire system appropriately. In addition, when the system fails, control such as fail-safe is also performed.
In the following description, the main ECU 300 is simply referred to as an ECU.

FIG. 4 is a control block diagram of the braking control process in the ECU.
The driver's pedal operation amount 4 and the braking amount operation amount 5 obtained as a result of the vehicle behavior control process are distributed to the required braking force to the four-wheel brake wire system and the regenerative braking force 6 (braking force distribution unit 7). . Here, it is determined whether or not the request to the four-wheel brake wire system is sudden braking. The hydraulic servo processing unit 8 and the motor control processing unit 9 perform processing so that the actual braking force matches the required braking force value, and the hydraulic control devices (hydraulic units HU1, HU2 shown in FIG. ) Operates, brake fluid pressure is generated in the wheel cylinder W / C (FL to RR). A braking force is generated in the vehicle 10 by pressing the disc rotors with the brake pads so as to sandwich each disc rotor.

  FIG. 5 is a diagram showing a configuration of an inverter circuit 11 that controls a voltage applied to a main motor Main / M (hereinafter simply referred to as a motor M). The inverter circuit includes six FETs (field effect transistors) 11 a to 11 f and six free-wheeling diodes 11 g to 11 l, and supplies the battery voltage Ed to the motor M according to the output of the actuator control device 3. The motor M is provided with a magnetic pole position detector 12 that detects the rotation angle of the motor rotor. The inverter circuit 11 is provided with current sensors 13a to 13c that detect current supplied to the motor M, a current sensor 13d that detects a power supply current value, and a voltage sensor 14 that detects a power supply voltage value. ing.

[Motor drive control processing]
FIG. 6 is a flowchart showing the flow of a motor drive control process (drive means switching means) executed by the ECU of the first embodiment. Each step will be described below.

  In step S1, it is determined whether or not the motor M is driven by a rectangular wave. If YES, the process proceeds to step S2, and if NO, the process proceeds to step S9.

  In step S2, a driving means selection process based on abnormality determination when rectangular wave driving is selected is performed, and the process proceeds to step S3. The drive means selection process based on the abnormality determination when the rectangular wave drive is selected will be described later.

  In step S3, it is determined whether or not an abnormality is determined in step S2. If YES, the process proceeds to step S4, and if NO, the process proceeds to step S7 (prohibiting means).

  In step S4, a drive means selection process based on a drive command when rectangular wave drive is selected is performed, and the process proceeds to step S5. The drive means selection process based on the drive command will be described later.

  In step S5, it is determined whether or not a rectangular wave drive request has been made in step S4. If YES, the process proceeds to step S6, and if NO, the process proceeds to step S7.

  In step S6, a rectangular wave voltage output process to be described later is executed, and this control is terminated.

  In step S7, a sine wave command voltage calculation process to be described later is executed, and the process proceeds to step S13.

  In step S8, a rectangular wave command voltage calculation process described later is executed, and the process proceeds to step S6.

  In step S9, drive means selection processing based on abnormality determination when sine wave drive is selected is performed, and the process proceeds to step S10. The drive means selection process based on the abnormality determination when the sine wave drive is selected will be described later.

  In step S10, it is determined whether or not an abnormality was determined in step S9. If YES, the process proceeds to step S11, and if NO, the process proceeds to step S14 (prohibiting means).

  In step S11, a drive means selection process based on a drive command when sine wave drive is selected is executed, and the process proceeds to step S12. The drive means selection process based on the drive command will be described later.

  In step S12, it is determined whether or not a sine wave drive request has been made in step S11. If YES, the process proceeds to step S13. If NO, the process proceeds to step S8.

  In step S13, a sine wave voltage output process to be described later is executed, and this control is terminated.

  In step S14, a backup control process to be described later is executed, and this control is terminated.

[Driving means selection process by drive command when rectangular wave drive is selected]
FIG. 7 is a flowchart showing the flow of the drive means selection process based on the drive command when the rectangular wave drive is selected in step S4, and each step will be described below.

  In step S201, the battery voltage value Ed is read, and the process proceeds to step S202.

  In step S202, the motor torque command value T * is read, and the process proceeds to step S203.

  In step S203, the motor rotor position θe is read, and the process proceeds to step S204.

  In step S204, the motor rotation speed ωe is read, and the process proceeds to step S205.

  In step S205, a sudden braking request flag indicating whether or not there is a sudden braking request is read, and the process proceeds to step S206.

  In step S206, a current control command calculation process described later is executed, and the process proceeds to step S207.

  In step S207, based on the presence / absence of the sudden braking request flag, it is determined whether or not it is a sudden braking request. If YES, the process moves to step S208, and if NO, the process moves to step S216.

  In step S208, rectangular wave command voltage calculation processing described later is executed, and the process proceeds to step S209.

In step S209, the norm || Vdqsqu * || of the rectangular wave command voltage vector is calculated based on the following formula, and the process proceeds to step S210.

ただし、Tsinは正弦波駆動制御一周期、Td_sinは正弦波駆動手段におけるデッドタイムである。ここで、「デッドタイム」とは、インバータ回路１１を構成する上流と下流の半導体スイッチを共にオフする期間をいう。 In step S210, it is determined whether or not the norm || Vdqsqu * || of the rectangular wave command voltage vector calculated in step S209 is larger than the sine wave voltage threshold value. If YES, the process moves to step S211. If NO, the process moves to step S214. Here, the sine wave voltage threshold is set to a value slightly smaller than the output possible voltage Vsin_max in the sine wave drive control obtained from the power supply voltage value Ed by the following formula, so that the torque due to voltage saturation after the sine wave drive shifts. Can be avoided. However, Vsin_max shown in the following expression includes an absolute conversion coefficient by coordinate conversion in order to compare with || Vdqsqu * ||. Moreover, Tsin needs to be sufficiently short with respect to the voltage basic period applied by sine wave drive.

However, Tsin is one cycle of the sine wave drive control, and Td_sin is a dead time in the sine wave drive means. Here, the “dead time” refers to a period in which both the upstream and downstream semiconductor switches constituting the inverter circuit 11 are turned off.

  In step S211, the driving means switching speed ωch for switching from the sine wave driving means to the rectangular wave driving means is calculated from the power supply voltage value Ed and the motor torque command value T * using the map shown in FIG. Migrate to In the map of FIG. 8, the drive means switching speed ωch is set to decrease as the power supply voltage value Ed decreases, and to decrease as the motor torque command value T * increases.

  In step S212, it is determined whether or not the motor rotation speed ωe is higher than the drive means switching speed ωch. If YES, the process moves to step S213, and if NO, the process moves to step S215.

  In step S213, a rectangular wave drive is requested and this control is terminated.

  In step S214, it is determined whether or not the duration of the determination that the norm || Vdqsqu * || of the rectangular wave command voltage vector is smaller than the sine wave voltage threshold is within a predetermined time. If YES, the process moves to step S211. If NO, the process moves to step S216.

  In step S215, it is determined whether or not the duration of the determination that the motor rotation speed ωe is lower than the drive means switching speed ωch is within a predetermined time. If YES, the process moves to step S213, and if NO, the process moves to step S216.

  In step S216, a sine wave drive is requested and this control is terminated.

(Current control command calculation processing)
FIG. 9 is a flowchart showing the flow of the current control command calculation process in step S206, and each step will be described below.

  In step S2061, the motor torque command value T * is read, and the process proceeds to step S2062.

In step S2062, a command torque current Iq * is calculated from the motor torque command value T * obtained by the hydraulic servo processing unit 8 by the calculation of the following equation, and the process proceeds to step S2063. Specifically, the vector-converted torque current and the output motor torque are in a proportional relationship when used in a region where the magnetic saturation of the stator core does not occur, so Gq in the equation is a constant specific to the motor. Become.
Iq * ＝ T * × Gq
Here, if the sign of the command torque current Iq * is positive, torque is output in the CW direction, and if it is negative, torque is output in the CCW direction. In the first embodiment, when the torque command value T * on the pressurization side is positive, it is considered to rotate in the positive (CW) direction. However, for the convenience of the rotation direction of the pump, an example where the sign does not match the motor torque command value T * is also considered. It is done. In such a case, the sign is inverted with a constant Gq.

  In step S2063, command excitation current Id * is set, and this control is terminated. Generally, it is often set to zero, and Id * = 0 is also set in the first embodiment.

(Rectangle wave command voltage calculation processing)
FIG. 10 is a flowchart showing the flow of the rectangular wave command voltage calculation process in steps S8 and S208. Each step will be described below.

In step S2081, a rectangular wave command torque voltage Vqsqu * for satisfying the command motor current (Id *, Iq *) is calculated according to the following equation, and the process proceeds to step S2082.
Vqsqu ＝ ωe (LdId * + Φ)
Where ωe is the electrical angular velocity [rad / sec], Ld and Lq are the axial inductance [H], and Φ is the number of permanent magnet flux linkages [Wb].

In step S2082, a rectangular wave command excitation voltage Vdsqu * for satisfying the command motor current (Id *, Iq *) is calculated according to the following formula, and this control is terminated.
Vdsqu * = − ωeLqIq *

[Driving means selection process based on abnormality judgment when rectangular wave drive is selected]
FIG. 11 is a flowchart showing the flow of drive means selection processing (abnormality determination means) by abnormality determination at the time of rectangular wave drive selection in step S2, and each step will be described below.

  In step S301, the power supply voltage value (battery voltage) Ed is read, and the process proceeds to step S302.

  In step S302, the ECU temperature is read, and the process proceeds to step S303.

  In step S303, the motor temperature is read and the process proceeds to step S304.

  In step S304, the power supply current value is read, and the process proceeds to step S305.

  In step S305, the three-phase current values Iu, Iv, and Iw are read, and the process proceeds to step S306.

  In step S306, the rotor position θe is read, and the process proceeds to step S307.

  In step S307, a coordinate conversion process described later is executed, and the process proceeds to step S308.

  In step S308, a power supply voltage abnormality determination process described later is executed based on the power supply voltage value Ed read in step S301, and the process proceeds to step S309.

  In step S309, ECU temperature abnormality determination processing described later is executed based on the ECU temperature read in step S302, and the process proceeds to step S310.

  In step S310, a motor temperature abnormality determination process described later is executed based on the motor temperature read in step S303, and the process proceeds to step S311.

  In step S311, a power supply current abnormality determination process described later is executed based on the power supply current value read in step S304, and the process proceeds to step S312.

  In step S312, a three-phase current abnormality determination process described later is executed based on the three-phase current values Iu, Iv, and Iw read in step S305, and the process proceeds to step S313.

  In step S313, based on the actual torque current Iq of the motor M, a torque current abnormality determination process described later is executed, and the process proceeds to step S314.

  In step S314, based on the actual excitation current Id of the motor M, an excitation current abnormality determination process to be described later is executed, and this control is terminated.

(Coordinate conversion process)
FIG. 12 is a flowchart showing the flow of the coordinate conversion process in step S307, and each step will be described below.

  In step S3071, a signal is received from the magnetic pole position detector 12 that detects the magnetic pole position of the motor M, the electrical angle (motor rotor position) θe set in the CW direction is calculated with the u phase as a reference, and the process proceeds to step S3072. . That is, since the coordinate conversion is performed in accordance with the position of the magnetic field, a process for detecting the magnetic pole position is required. In the first embodiment, the magnetic pole position detector 12 whose position signal is the electrical angle θe is used.

  In step S3072, the magnitude (Iu, Iv, Iw) of the actual current flowing in each phase of the motor M is read from the current sensors 13a to 13c, and the process proceeds to step S3073.

In step S3073, coordinate conversion is performed on the current value read in step S3072, and the process proceeds to step S3074. Specifically, a three-phase alternating current (Iu, Iv, Iw) is converted into a two-phase alternating current (Iα, Iiβ) using the following formula.

In step S3074, from the two-phase AC current (Iα, Iiβ) obtained in step S3073 and the electrical angle θe obtained in step S3071, a biaxial DC current (actual torque current Iq, actual excitation current Id is calculated using the following equations. ) To finish this control.

(Power supply voltage abnormality judgment processing)
FIG. 13 is a flowchart showing the flow of the power supply voltage abnormality determination process in step S308. Each step will be described below.

  In step S3081, it is determined whether or not the power supply voltage value Ed is equal to or greater than a threshold value representing the normal range. If YES, the process moves to step S3082, and if NO, the process moves to step S3085.

  In step S3082, it is determined whether or not the determination time that the power supply voltage value Ed is equal to or greater than the threshold is within a predetermined time. If YES, the process moves to step S3081, and if NO, the process moves to step S3083.

  In step S3083, the integrated value of the difference between the power supply voltage value Ed and the threshold is cleared, and the process proceeds to step S3084.

  In step S3084, it is determined that there is no abnormality, and this control is terminated.

  In step S3085, the difference between the power supply voltage value Ed and the threshold is integrated, and the process proceeds to step S3086.

  In step S3086, it is determined whether or not the integral value of the difference between power supply voltage value Ed and the threshold value is equal to or less than the integral threshold value. If YES, the process moves to step S3084, and if NO, the process moves to step S3087.

  In step S3087, the command torque current limiter in the sine wave drive is decreased as the power supply voltage value Ed decreases, and the process proceeds to step S3088. In this step, a map as shown in FIG. 16 may be referred to and an arithmetic process that produces a similar result may be performed.

  In step S3088, it is determined that there is an abnormality, and this control is terminated.

(ECU temperature abnormality judgment process)
FIG. 14 is a flowchart showing a flow of ECU temperature abnormality determination processing in step S309. This process is the same as the process shown in the flowchart shown in FIG. 13 except that the power supply voltage value Ed is replaced with the ECU temperature, and a description thereof will be omitted.

(Motor temperature abnormality judgment processing)
FIG. 15 is a flowchart showing the motor temperature abnormality determination process in step S310. This process is the same as the process shown in the flowchart shown in FIG. 13 except that the power supply voltage value Ed is replaced with the motor temperature, and a description thereof will be omitted.

(Power supply current abnormality judgment processing)
FIG. 17 is a flowchart showing the flow of the power supply current abnormality determination process in step S311, and each step will be described below.

  In step S3111, it is determined whether the power supply current value is within a normal range. If YES, the process moves to step S3112, and if NO, the process moves to step S3115.

  In step S3112, it is determined whether or not the determination time that the power supply current value is within the normal range is within a predetermined time. If YES, the process moves to step S3111. If NO, the process moves to step S3113.

  In step S3113, the integral value of the difference between the power supply current value and the power supply current threshold is cleared, and the process proceeds to step S3114.

  In step S3114, it is determined that there is no abnormality, and this control is terminated.

  In step S3115, the difference between the power supply current value and the power supply current threshold is integrated over time, and the process proceeds to step S3116.

  In step S3116, the integral threshold value for determining the power supply voltage abnormality (step S3086) is decreased, and the process proceeds to step S3117.

  In step S3117, the integral threshold value for ECU temperature abnormality determination (step S3096) is decreased, and the process proceeds to step S3118.

  In step S3118, the integral threshold value for determining the motor temperature abnormality (step S3106) is decreased, and the process proceeds to step S3119.

  In step S3119, it is determined whether or not the integrated value of the difference between the power supply current value and the power supply current threshold is equal to or less than the integration threshold. If YES, the process moves to step S3114, and if NO, the process moves to step S3120.

  In step S3120, it is determined that there is an abnormality, and this control is terminated.

(Three-phase current abnormality judgment processing)
FIG. 18 is a flowchart showing the flow of the three-phase current abnormality determination process in step S312. This process is the same as the process shown in the flowchart shown in FIG. 17 except that the power supply current is replaced with the three-phase current values Iu, Iv, and Iw.

(Torque current abnormality judgment processing)
FIG. 19 is a flowchart showing the flow of the torque current abnormality determination process in step S313. This process is the same as the process shown in the flowchart shown in FIG. 17 except that the power source current is replaced with the actual torque current Iq, and the description thereof will be omitted.

(Excitation current abnormality judgment processing)
FIG. 20 is a flowchart showing the flow of the excitation current abnormality determination process in step S314. This process is the same as the process shown in the flowchart shown in FIG. 17 except that the power source current is replaced with the actual excitation current Id, and thus the description thereof is omitted.

[Driving means selection process by judging abnormality when sine wave driving is selected]
The drive means selection process (abnormality determination means) based on the abnormality determination at the time of sine wave drive selection in step S9 has the same flow as the drive means selection process based on the abnormality determination at the time of rectangular wave drive selection shown in FIG. The threshold value and the judgment time are also made different. That is, since the sine wave drive is superior in controllability of current (motor output) compared to the rectangular wave drive, the range in which it is determined that it is operating normally may be narrow. Therefore, the time required to determine that there is an abnormality is set shorter than in the case of rectangular wave driving.

[Sine wave command voltage calculation processing]
FIG. 21 is a flowchart showing the flow of the sine wave command voltage calculation process in step S7, and each step will be described below.

  In step S601, a coordinate conversion process for converting the three-phase AC coordinate system (U, V, W) shown in FIG. 12 into a biaxial DC coordinate system (q, d) is executed, and the process proceeds to step S602.

  In step S602, a current PI control process which will be described later is executed, and this control is finished.

(Current PI control processing)
FIG. 22 is a flowchart showing the flow of the current PI control process in step S602, and each step will be described below.

In step S6021, a torque current deviation amount Δiq which is a deviation between the command torque current Iq * and the actual torque current Iq is obtained, and the process proceeds to step S6022.
Δiq ＝ Iq * −Iq

In step S6022, a control amount (command torque voltage Vq *) output by PI control from the torque current deviation amount Δiq is calculated using the following equation, and the process proceeds to step S6023.
Vq * ＝ Kpq × Δiq + Kiq × Σ (Δiq)
Here, Kpq is a proportional control gain, Kiq is an integral control gain, and Σ (Δiq) is a time integral value of the torque current deviation amount Δiq. By this processing, the command value is converted from current to voltage.

In step S6023, the exciting current deviation amount Δid is calculated by the same processing as in step S6021, and the process proceeds to step S6024.
Δid = Id * −Id

In step S6024, a command excitation voltage Vd * is calculated using the following equation by the same processing as in step S6022, and this control is terminated.
Vd * ＝ Kpd × Δid + Kid × Σ (Δid)
Here, kpd is a proportional control gain, Kid is an integral control gain, and Σ (Δid) is a time integral value of the excitation current deviation amount Δid.

[Driving means selection process by drive command when sine wave drive is selected]
FIG. 23 is a flowchart showing the flow of the drive means selection process based on the drive command when the sine wave drive is selected in step S11. Each step will be described below. Note that steps that perform the same processing as in the flowchart shown in FIG.

  In step S801, the sine wave command voltage calculation process shown in FIG. 21 is executed, and the process proceeds to step S207.

In step S802, the norm || Vdqsin * || of the sine wave command voltage vector is calculated from the sine wave command voltage (Vdsin *, Vqsin *) with reference to the following formula, and the process proceeds to step S803.

  In step S803, it is determined whether the norm of the sine wave command voltage vector || Vdqsin * || is larger than the sine wave voltage threshold value. If YES, the process moves to step S804, and if NO, the process moves to step S804. By setting the sine wave voltage threshold value to be slightly smaller than the above-described Vsin_max, it is possible to avoid a decrease in torque due to voltage saturation during sine wave driving.

  In step S804, it is determined whether or not the duration of the determination that the norm || Vdqsin * || of the sine wave command voltage vector is smaller than the sine wave voltage threshold is within a predetermined time. If YES, the process moves to step S211. If NO, the process moves to step S216.

[Square wave drive control processing]
FIG. 24 is a flowchart showing the flow of the rectangular wave voltage output process (rectangular wave driving means) in step S6. Each step will be described below.

  In step S51, rectangular wave command voltages (Vdsqu *, Vqsqu *) are read, and the process proceeds to step S52.

  In step S52, the rotor position θe is read, and the process proceeds to step S53.

In step S53, the rectangular wave command voltage phase θ_Vsqu * is calculated from the phase angle (tan-1 (Vqsqu * / Vdsqu *)) of the rectangular wave command voltage and the rotor position θe based on the following equation, and the process proceeds to step S54. Transition.

In step S54, the switching pattern of the inverter circuit 11 is determined, and the process proceeds to step S55.
In the three-phase inverter, there are six voltage vectors that can be output as shown in FIG. 25, and eight voltage vectors when all FETs are turned off or on. In the sine wave drive, these voltages are switched at a high speed to express an intermediate voltage of each pattern. On the other hand, in the rectangular wave drive, the electrical angular period is divided every 60 degrees as shown in FIG. 25, and the output voltage at the center of the region is continuously output during the period in which the rectangular wave command voltage phase θ_Vsqu * passes through each region. That is, the switching frequency is six times the electrical angular frequency. This can significantly reduce the number of times the inverter circuit 11 is switched compared to a sine wave drive that employs a high switching frequency for the purpose of high quietness and high controllability. That is, the upper and lower FET simultaneous OFF period (dead time) provided for preventing the upper and lower short circuit of the inverter circuit 11 is significantly reduced, and the utilization rate of the power supply voltage is increased. In addition, switching loss due to FET ON / OFF switching can be reduced. Furthermore, since the voltage waveform applied to the motor is a rectangular wave, the fundamental wave component exceeds the peak (power supply voltage value) of the rectangular wave. For the above reasons, the rectangular wave drive can obtain a higher motor output than the sine wave drive.

  In step S55, the time for fixing the output voltage direction is determined as the time required for the rectangular wave command voltage phase θ_Vsqu * to travel to the boundary of the region closest to the phase advanced by 60 degrees from the current phase, and the process proceeds to step S56. .

  In step S56, the dead time Td_sq is adjusted, and the process proceeds to step S57. That is, in order to reduce torque and current pulsation due to the difference in output voltage when shifting from sine wave drive to rectangular wave drive, the fundamental wave component is increased by extending the dead time Td_sq given to the rectangular wave voltage when switching the drive means Suppress.

  As shown in FIG. 26, the dead time Td_sq is obtained from the relationship between the command motor torque T * and the motor rotation speed ωe. Note that the dead time may be determined so that the fundamental wave components of the rectangular wave voltage and the sine wave voltage are combined.

In step S57, a microcomputer port output process for changing the state of the microcomputer port connected to the actuator control device 3 is executed to drive each FET.
The rectangular wave drive control process is thus completed, and the inverter circuit 11 outputs to the motor M.

[Sine wave voltage output processing]
FIG. 27 is a flowchart showing the flow of the sine wave voltage output process (sine wave driving means) in step S13, and each step will be described below.

  In step S1201, the sine wave command voltage (Vd *, Vq *) is read, and the process proceeds to step S1202.

In step S1202, in order to drive the motor M with the command value set in the 2-axis DC coordinate system (q, d), the motor M is returned to the 3-phase AC coordinate system (u, v, w) and the following equation is used. The two-axis DC voltage command (Vq *, Vd *) is converted into a two-phase AC voltage command (Vα *, Vβ *), and the process proceeds to step S1203.

In step S1203, the two-phase AC voltage command (Vα *, Vβ *) and the motor rotor position θe are converted into a three-phase AC voltage command (Vu *, Vv *, Vw *) using the following formula. Move on to S1204.

In step S1204, the center of the three-phase AC voltage command (Vu *, Vv *, Vw *) is offset to Ed / 2 (V) using the following equation, and the process proceeds to step S1205. This is a three-phase AC voltage command (Vu *, Vv *, Vw *) is a sine wave that is output in the ± direction around the center of 0 (V), but the voltage that can actually be output is 0 to Ed (V). Because there is.

  In step S1205, restriction processing is performed based on the truth table of FIG. 28 so that the voltage command values (Vu_buf *, Vv_buf *, Vw_buf *) set in step S1204 fall within the output voltage range, and step S1206 Migrate to

In step S1206, in order to perform PWM output to each phase, a duty (Du, Dv, Dw) corresponding to the voltage command value (Vu *, Vv *, Vw *) is calculated using the following formula, The process proceeds to S1207.

In step S1207, the ON / OFF time of each FET (THon_u, THOff_u, TLon_u, TLoff_u, THon_v, THOff_v, TLon_v, TLoff_v, THon_w) using the following formula from the Duty (Du, Dv, Dw) obtained in step S1206 , THOff_w, TLon_w, TLoff_w), and proceeds to step S1208.

  That is, in the sine wave drive control process, the PWM signal is output to the actuator control device 3 using the timer function of the microcomputer. There is one FET in the inverter circuit 11 for each phase on the Hi side and the Lo side. In order to turn each FET on and off in a time corresponding to the duty, the output port of the microcomputer in the ECU is controlled. This is necessary.

In step S1208, the ON / OFF time obtained in step S1207 is set in the microcomputer timer. When the ON / OFF time of each FET is set in the timer function, the microcomputer controls the level of the output port connected to the gate of the FET through the actuator control device 3 that performs signal amplification according to the set timing.
The sine wave drive control process is thus completed, and the inverter circuit 11 outputs to the motor M.

[Backup control processing]
If an abnormality occurs in the motor M or the inverter circuit 11 that is a drive circuit thereof and cannot be recovered immediately, the backup control process in step S14 opens the shut-off valve S.OFF/V, and the in-valve IN / V (FR , RR) is closed. As a result, the brake fluid pressure corresponding to the driver's pedaling force is directly supplied to the wheel cylinder W / C, so that the braking force can be ensured.

Next, the operation will be described.
[Square wave drive prohibition when an error occurs]
FIG. 29 is a time chart showing the rectangular wave drive prohibiting action when an abnormality occurs in the first embodiment, and shows a state where the ECU temperature is in the vicinity of the temperature threshold due to some abnormality.

  The motor torque command value rises simultaneously with the brake fluid pressure command, and the output voltage command of the motor M rises accordingly, the required torque is satisfied, and the motor M accelerates. At this time, in the period before time t1, in the motor drive control process of FIG. 6, the flow of going from step S1, step S9, step S10, step S11, step S12, and step S13 is repeated, and the motor M is driven by a sine wave. Is done.

  At time t1, as the motor M accelerates, the ECU temperature rises mainly due to heat generated by the inverter circuit 11. Eventually, when the motor speed exceeds the drive means switching speed ωch and the command voltage exceeds the drive means switching voltage threshold (a value slightly smaller than Vsin_max), in the motor drive control process, step S1 → step S9 → step S10 → step The process proceeds from S11 to step S12 to step S8 to step S6, and shifts from sine wave driving to rectangular wave driving. Thereafter, the flow of going from step S1, step S2, step S3, step S4, step S5, and step S6 is repeated.

  The phase voltage waveform and its fundamental wave during rectangular wave driving are as shown in FIG. After the drive means is rectangular wave drive, the phase voltage fundamental wave is output exceeding the power supply voltage Ed. As a result, the voltage that can be used for driving the motor is increased, so that a larger output can be obtained compared to the sine wave driving.

  FIG. 31 shows an FET drive signal when the control means is switched. Here, for the sake of convenience, it is drawn so that one cycle of the rectangular wave drive control corresponds to two cycles of PWM at the time of sine wave drive. Normally, to improve quietness, the PWM frequency when driving a sine wave is set to a very high frequency in order to remove noise generated in synchronization with that frequency from the human audible range and controllability. Therefore, one cycle of the rectangular wave drive control (one cycle of electrical angle) and the sine wave PWM cycle that is in synchronization are larger than those shown in FIG.

  As can be seen from FIG. 31, the dead time Td_sq included in the voltage waveform increases during sine wave driving. Although this dead time Td_sq is indispensable for protecting the inverter circuit 11, the inverter circuit 11 cannot supply power during the dead time period. The power that can be supplied to M decreases. On the other hand, in the rectangular wave drive, the dead time Td_sq is included only twice for one electrical angle period regardless of the rotation speed. Therefore, it can be seen that the rate at which the power supply voltage can be used increases. A high voltage utilization rate is effective in improving the maximum output of the motor M.

  In addition, by changing the dead time Td_sq in the rectangular wave drive during the drive means switching period, the torque during the transition from the sine wave drive to the complete rectangular wave drive is controlled to enable smooth switching of the drive means. . However, this can be achieved not only by means of making the dead time Td_sq variable, but also by controlling the motor torque by making the rectangular wave command voltage phase θ_Vsqu * variable, and using these means together. Can do.

  After the rectangular wave drive switching at time t1, the ECU temperature also increases with the increase in motor output. When the detected ECU temperature exceeds the temperature threshold at time t2, time integration of the difference between the detected ECU temperature and the temperature threshold is started. At this time, in the ECU temperature abnormality determination process of FIG. 14, the flow of going from step S3091 → step S3095 → step S3096 → step 3094 is repeated.

  When the integral value of the difference between the detected ECU temperature and the temperature threshold exceeds the integration threshold at time t3, the process proceeds from step S3091 to step S3095 to step S3096 to step S3097 to step S3098, and it is determined that the ECU temperature is abnormal. Therefore, in the motor drive control process of FIG. 6, the process proceeds from step S1, step S2, step S3, step S7, and step S13, and shifts from rectangular wave drive to sine wave drive.

  That is, in the first embodiment, even when an ECU temperature abnormality is detected, since the motor torque is maintained by shifting from the rectangular wave drive to the sine wave drive, the brake fluid is inferior to the hydraulic pressure generated by the rectangular wave drive. It can be seen that the pressure can be secured.

  In the first embodiment, when the integrated value of the difference between the detected ECU temperature and the temperature threshold exceeds the integration threshold, it is determined that the ECU temperature is abnormal. Therefore, the ECU temperature is temporarily outside the normal range due to sensor noise or the like. Even when the ECU temperature is abnormal, it is not erroneously determined that the ECU temperature is abnormal. Therefore, erroneous determination of abnormality due to sensor noise or the like can be prevented, and the reliability of abnormality determination can be improved.

  Furthermore, an abnormality is determined by comparing the integral value of the difference between the detected ECU temperature and the temperature threshold value with the integral threshold value. In other words, the greater the deviation between the detected ECU temperature and the temperature threshold, the sooner the abnormality is judged. Therefore, the higher the detected ECU temperature rises, the earlier the rectangular wave drive can be prohibited and the further increase in ECU temperature can be suppressed. be able to.

  In particular, abnormalities in the motor temperature and the power supply voltage value including the ECU temperature are “an abnormal operating environment of the electric brake device” different from the “abnormal operation of the rectangular wave drive”, that is, an abnormal environment. That is, abnormalities in ECU temperature, motor temperature, and power supply voltage value may be caused by causes other than rectangular wave driving. Therefore, in Example 1, it can suppress that surrounding environment further deteriorates by performing abnormality determination earlier, so that the degree of change of surrounding environment is high.

  In the section from the time point t3 to t4, the motor M is driven in a sine wave, but in the first embodiment, the command torque current limiter in the sine wave drive is decreased according to the ECU temperature (step S3097). The motor output during driving is suppressed, and the increase in ECU temperature is suppressed.

  When the ECU temperature becomes equal to or lower than the temperature threshold at time t4, the ECU temperature abnormality determination process repeats step S3091 → step S3092, and at time t5, since a predetermined time (determination time) has elapsed, step S3091 → step S3092 → step S3093 → Proceeding to step S3094, the integrated value is cleared at step S3093, and it is determined at step S3094 that there is no abnormality. At this time, in the motor drive control process, since the motor rotation speed and voltage command satisfy the rectangular wave drive conditions, the process proceeds from step S1, step S9, step S10, step S11, step S12, step S8, and step S6. The sine wave drive is switched to the rectangular wave drive.

  As described above, in the electric brake device according to the first embodiment, the abnormality determination means (steps S2 and S9) for determining whether or not an abnormality has occurred in the motor M and the abnormality in the motor M have occurred. And a prohibition means (steps S3 and S10) for prohibiting the driving of the electric motor by the rectangular wave drive, and if an abnormality is detected during the rectangular wave drive, the rectangular wave drive is prohibited. When the sine wave drive is possible, the sine wave drive is started. For this reason, it is possible to ensure braking force by sinusoidal driving without immediately shifting to backup control upon detection of abnormality, and to leave as much braking ability as possible even when abnormality is detected.

[Other embodiments]
Although the best mode for carrying out the present invention has been described based on the embodiments, the specific configuration of the present invention is not limited to the embodiments. For example, the configurations of the brake wire system and the hydraulic control device are not limited to the configurations shown in FIGS. 1 and 2 as long as the electric motor can be driven by switching between the rectangular wave driving and the sine wave driving.

  In the first embodiment, an example is shown in which an abnormality is determined when the integral value of the deviation between the sensor value (state detection value) and the normal range boundary value exceeds the integration threshold. However, each sensor value is out of the normal range. If it is determined that there is an abnormality when this state continues for a predetermined time, and the change rate of each sensor value is higher, the predetermined time may be shortened.

  Further, technical ideas other than the claims that can be grasped from the above embodiments will be described below together with the effects thereof.

(A) In the electric brake device according to claim 1,
The abnormality determining means determines that an abnormality has occurred in the electric motor when a state in which at least one of state detection values related to the electric motor is outside a normal range continues for an abnormality determination time. Brake device.
As a result, even if the state detection value falls outside the normal range for a moment due to sensor noise, etc., it is not erroneously determined to be abnormal. Can be increased.

(B) In the electric brake device described in (a) above,
The electric brake device, wherein the abnormality determination means shortens the abnormality determination time as the deviation between the state detection value and the normal range boundary value increases.
As a result, the degree of change in the state detection value can be seen, and the greater the degree of change in the state detection value with respect to the normal range boundary value, the earlier it is determined that an abnormality has occurred, and rectangular wave driving is prohibited. Therefore, it can suppress that a state deteriorates more.

(C) In the electric brake device described in (b) above,
The abnormality determination means shortens the abnormality determination time in accordance with a decrease in a power supply voltage value or a temperature increase of an electronic control device or an electric motor.
As a result, the higher the degree of change in the surrounding environment, the earlier it is determined that an abnormality has occurred, and rectangular wave driving is prohibited, so that deterioration of the surrounding environment can be suppressed.

(D) In the electric brake device according to any one of claim 1, (a), (b), and (c) above,
The electric sine wave driving device, wherein the sine wave driving means reduces the output request of the electric motor in response to the braking force request in response to a decrease in power supply voltage value or an increase in temperature of the electronic control device or the electric motor.
Thereby, the motor M can be continuously driven while suppressing the deterioration of the surrounding environment.

1 is a system configuration diagram of a four-wheel brake wire system to which an electric brake device according to a first embodiment is applied. FIG. 3 is a hydraulic circuit diagram of hydraulic units HU1 and HU2 that are hydraulic control devices. 2 is a diagram showing an internal configuration of a main ECU 300. FIG. It is a control block diagram of the braking control process in ECU. It is a figure which shows the structure of the inverter circuit 11 which controls the voltage applied to the main motor Main / M. 3 is a flowchart illustrating a flow of a motor drive control process executed by the ECU according to the first embodiment. 7 is a flowchart showing a flow of drive means selection processing based on a drive command when rectangular wave drive is selected in step S4. It is a setting map of drive means switching speed ωch. It is a flowchart which shows the flow of the current control command calculation process of step S206. It is a flowchart which shows the flow of the rectangular wave command voltage calculating process of step S8 and step S208. 7 is a flowchart showing a flow of drive means selection processing (abnormality determination means) based on abnormality determination at the time of rectangular wave drive selection in step S2. It is a flowchart which shows the flow of the coordinate transformation process of step S307. It is a flowchart which shows the flow of the power supply voltage abnormality determination process of step S308. It is a flowchart which shows the flow of ECU temperature abnormality determination processing of step S309. It is a flowchart which shows the flow of the motor temperature abnormality determination process of step S310. It is a calculation map of a command torque current limiter. It is a flowchart which shows the flow of the power supply current abnormality determination process of step S311. It is a flowchart which shows the flow of the three-phase current abnormality determination process of step S312. It is a flowchart which shows the flow of the torque current abnormality determination process of step S313. It is a flowchart which shows the flow of the exciting current abnormality determination process of step S314. It is a flowchart which shows the flow of the sine wave command voltage calculation process of step S7. It is a flowchart which shows the flow of the electric current PI control process of step S602. It is a flowchart which shows the flow of the drive means selection process by the drive command at the time of the sine wave drive selection of step S11. It is a flowchart which shows the flow of the rectangular wave voltage output process of step S6. It is a figure which shows the output possible voltage direction of a three-phase inverter circuit, and the output fixed area | region in a rectangular wave drive. It is a figure which shows the dead time provided to a rectangular wave voltage. It is a flowchart which shows the flow of the sine wave voltage output process of step S13. It is a truth table which shows the current limiter in a sine wave drive. 3 is a time chart illustrating a rectangular wave drive prohibiting action when an abnormality occurs in the first embodiment. It is a figure which shows the voltage waveform before and behind drive means switching. It is the schematic which shows the FET drive signal before and behind drive means switching.

Explanation of symbols

1 CAN communication 2 CPU
DESCRIPTION OF SYMBOLS 3 Actuator control apparatus 4 Pedal operation amount 5 Brake amount operation amount 6 Regenerative braking force 7 Braking force distribution part 8 Hydraulic servo processing part 9 Motor control processing part 10 Vehicle 11 Inverter circuits 11a-11f FET (field effect transistor)
11g to 11l Refluxing diode 12 Magnetic pole position detectors 13a to 13d Current sensor 14 Voltage sensor

Claims (1)

An electric motor as an actuator for generating braking force on the vehicle;
Rectangular wave driving means for applying a rectangular wave voltage to each phase of the electric motor;
Sine wave drive means for applying a voltage so that the phase current of the electric motor is sinusoidal;
Drive means switching means for switching the drive means for driving the electric motor between the rectangular wave drive means and the sine wave drive means in response to a braking force request;
In the electric brake device having
An abnormality determining means for determining whether an abnormality has occurred in the electric motor;
When it is determined that an abnormality has occurred in the electric motor, prohibiting means for prohibiting driving of the electric motor by the rectangular wave driving means;
An electric brake device comprising:

Images