Motor control device and electric brake device

Abstract

The multi-system motor control device includes a first motor drive circuit, a second motor drive circuit, a first electronic control unit, a second electronic control unit, and a rotation angle sensor. In addition, the motor control device is provided with a second measuring unit, and the second measuring unit measures the induced voltage generated in the stator winding of the second system of the brake motor. The first electronic control unit energizes the stator windings of the first system, drives the rotor, and generates an induced voltage through the stator windings of the second system. The second electronic control unit corrects the origin of the rotation angle sensor on the basis of the induced voltage waveform measured by the second measurement device at that time.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to a motor control device and an electric brake device. BACKGROUND

[0002] A zero-point correction method that corrects a deviation of an origin of a rotation angle sensor is disclosed in Patent Literature 1. In the zero-point correction method, a direct current is caused to flow through a specified phase, a rotating member is stopped at an arbitrary electric angle, and an output of the rotation angle sensor is compared with the arbitrary electric angle, whereby a deviation of the origin of the rotation angle sensor is calculated and corrected.

[0003] PRIOR ART DOCUMENTS

[0004] PATENT LITERATURE

[0005] Patent Literature 1: Japanese Patent Application Publication No. 2005-176546 SUMMARY

[0006] PROBLEMS TO BE SOLVED BY THE INVENTION

[0007] The zero-point correction method of Patent Literature 1 has difficulty in stopping the rotating member at a desired position. That is, an electric angle at which the rotating member is stopped can have an error due to disturbance torques such as a cogging torque of a motor, a torque ripple, and a frictional torque of a mechanism (for example, a speed reducer, a bearing) connected to a rotating member of the motor. Therefore, the zero-point correction method of Patent Literature 1 needs measures such as correction of the origin of the rotation angle sensor in a state in which the mechanism is disassembled in order to remove the sources of the disturbance torques. Therefore, it is preferable that the origin of the rotation angle sensor be corrected with high accuracy without such measures.

[0008] An object of the present application is to provide a motor control device and an electric brake device that can correct an origin of a rotation angle sensor with high accuracy.

[0009] MEANS FOR SOLVING THE PROBLEMS

[0010] A motor control device according to one embodiment of the present application includes: a plurality of motor drive circuits that can independently energize each system of stator windings of a motor having a plurality of systems of stator windings; an electronic control unit that controls energization states of the motor drive circuits; a rotation angle sensor that detects a rotation angle of a rotating member of the motor; and a measurement unit that measures an induced voltage generated in the stator windings of the motor, the electronic control unit drives the rotating member by energizing the stator windings of at least one system, whereby an induced voltage is generated by the stator windings of the other systems, and the electronic control unit corrects an origin of the rotation angle sensor based on a waveform of the induced voltage measured by the measurement unit.

[0011] In addition, an electric brake device according to one embodiment of the present application includes a motor control device that has a plurality of motor drive circuits that can independently energize each system of stator windings of a motor having a plurality of systems of stator windings, an electronic control section that controls the energization state of the motor drive circuits, and a rotation angle sensor that detects the rotation angle of a rotating member of the motor, the electric brake device pressing a brake member toward a braked member by driving the motor, the motor control device including a measurement section that measures an induced voltage generated in the stator windings of the motor, the electronic control section driving the rotating member by energizing the stator windings of at least one system, thereby generating an induced voltage by the stator windings of the other system, the electronic control section correcting the origin of the rotation angle sensor based on the waveform of the induced voltage measured by the measurement section

[0012] According to the present application, the origin of the rotation angle sensor can be corrected with high precision. BRIEF DESCRIPTION OF DRAWINGS

[0013] Figure 1 is a longitudinal sectional view showing an electric brake device including a motor control device according to an embodiment.

[0014] Figure 2 is a block diagram showing the motor control device.

[0015] Figure 3 is a characteristic line diagram showing one example of the state at the time of correcting the origin of the rotation angle sensor, and Figure 2 the same block diagram.

[0016] Figure 4 is a circuit diagram of the motor control device.

[0017] Figure 5 is a characteristic line diagram showing one example of the time variation of the electric angle and the induced voltage (before correction of the origin of the rotation angle sensor).

[0018] Figure 6 is a block diagram showing the process of correcting the offset error of the electric angle.

[0019] Figure 7 is a characteristic line diagram showing another example of the time variation of the electric angle and the induced voltage (after correction of the origin of the rotation angle sensor).

[0020] Figure 8 is a circuit diagram showing one example of an equivalent circuit of a low side of a three-phase bridge circuit, and a characteristic line diagram showing the waveform of the induced voltage of the equivalent circuit.

[0021] Figure 9is a circuit diagram showing one example of an equivalent circuit of a high side of a three-phase bridge circuit, and is a characteristic line diagram showing a waveform of an induced voltage of the equivalent circuit.

[0022] Figure 10 is a flowchart showing a process performed by the motor control device.

[0023] Figure 11 is the same circuit diagram as Figure 4 is the same circuit diagram as

[0024] Figure 12 is the same circuit diagram as Figure 4 is the same circuit diagram as

[0025] Figure 13 is a circuit diagram for explaining the direction of the phase-cut switch.

[0026] Figure 14 is a characteristic line diagram showing one example of the relationship between the U-phase induced voltage and the electrical angle (forward rotation, reverse rotation).

[0027] Figure 15 is a characteristic line diagram showing another example of the relationship between the U-phase induced voltage and the electrical angle (different rotational speeds), and one example of the relationship between the rotational speed (rotation speed) and the electrical angle. DETAILED DESCRIPTION

[0028] Hereinafter, the motor control device and the electric brake device of the embodiment are mounted on a four-wheel vehicle, and are described with reference to the drawings. Further, each step of the flowchart shown in Figure 10 is denoted by a mark such as "S" (for example, step 1 = "S1").

[0029] In Figure 1 , a brake system 1 mounted on a vehicle (an automobile) is configured to include an electric brake device 2 that exerts a braking force on a wheel (not shown) of the vehicle by driving a brake motor 4, and a control device 35 that is a superior controller (a vehicle controller) of the vehicle. In the embodiment, the superior control device 35 corresponds to, for example, an integrated controller (an integrated ECU) that decides the motion control of the vehicle. Hereinafter, the superior control device 35 is referred to as the integrated control device 35.

[0030] The electric brake device 2 is mounted on each wheel of a vehicle having a plurality of wheels. For example, if it is a four-wheel vehicle, a total of four electric brake devices 2 are provided in the vehicle corresponding to the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel, respectively. Thus, the brake system 1 is able to independently control the braking force at each wheel (left front wheel, right front wheel, left rear wheel, right rear wheel). In addition, in Figure 1 , one electric brake device 2 is shown, and the remaining three electric brake devices are omitted. The remaining three electric brake devices are the same as the electric brake device 2 of Figure 1 , and are connected to the integrated control device 35.

[0031] As shown in Figure 1 , the electric brake device 2 includes a motor control device 3 and a brake mechanism 41. The motor control device 3 includes a brake motor 4 as a motor (electric motor) and a motor control unit 9 as a motor controller. The brake motor 4 drives the brake mechanism 41 that applies a braking force to the vehicle. The motor control unit 9 controls the brake motor 4. As shown in Figure 2 , the motor control unit 9 includes a motor drive circuit 10, 20 (first motor drive circuit 10, second motor drive circuit 20) as a motor drive section and an electronic control section 11, 21 (first electronic control section 11, second electronic control section 21) as a motor control section.

[0032] As shown in Figure 1 , the brake mechanism 41 corresponds to, for example, an electric disc brake that presses a brake pad 45 against a disc rotor (brake disc) D by the brake motor 4. The brake mechanism 41 includes a carrier 42, a brake caliper 43 as a cylinder (wheel cylinder), a piston 44 as a pressing member, and a brake pad 45 as a braking member (pad). In order to drive the brake mechanism 41, that is, in order to generate a braking force, the brake motor 4 as an electric motor is installed in the brake mechanism 41. In addition, the brake mechanism 41 includes a reduction mechanism 46 and a rotary-straight motion conversion mechanism 47.

[0033] The bracket 42 is fixed to the side of the vehicle body. The brake caliper 43 is supported (floating support) on the bracket 42 in a manner that allows it to move axially along the disc rotor D. The piston 44 is propelled by the brake motor 4. That is, the brake motor 4 rotates by an electrical supply, propelling the piston 44 via a reduction mechanism 46 and a rotary-to-direction conversion mechanism 47. The reduction mechanism 46, for example, is a gear reduction mechanism that reduces the rotation of the brake motor 4 and transmits it to the rotary-to-direction conversion mechanism 47. The rotary-to-direction conversion mechanism 47 converts the rotation of the brake motor 4 transmitted via the reduction mechanism 46 into axial displacement (direct displacement) of the piston 44. The rotary-to-direction conversion mechanism 47, for example, includes a rotating member 47A consisting of a rod-shaped body with external threads and a direct-acting member 47B, which serves as a propulsion member and has an internally threaded hole on its inner circumferential side.

[0034] Piston 44 is propelled by brake motor 4, causing brake pad 45 to move. Brake pad 45 is pressed against disc rotor D by piston 44. A pair of brake pads 45, 45 are located on opposite sides of the disc rotor D along its axial direction and are supported by gear carrier 42. Disc rotor D, as the braked component (rotor), rotates together with the wheel. Braking mechanism 41 transmits the thrust generated by the drive of brake motor 4 to piston 44, which moves brake pad 45. Thus, braking mechanism 41 presses brake pad 45 against disc rotor D.

[0035] Furthermore, the electric braking device 2 is not limited to an electric disc brake. For example, it can also be an electric drum brake that applies braking force by pressing the shoe against the drum using a motor (electric motor). Additionally, the electric braking device can be a hydraulic disc brake with a motor (electric motor) (a hydraulic disc brake with electric parking brake function) or a cable-operated electric parking brake that applies the parking brake by pulling a cable using a motor (electric motor). In other words, the electric braking device corresponds to various electric brakes that apply and release braking force (hold and release the pressing force) by pressing (pushing) the friction components (shoes, pads) against the rotating components (rotor, drum) based on the drive of a motor (electric motor, electric actuator).

[0036] like Figure 2 As shown, the brake motor 4 is configured to include a stator 5, which serves as the stator, and a rotor 6, which is a permanent magnet rotating member rotatably disposed at the center of the stator 5. The rotor 6 of the brake motor 4 rotates the rotating member 47A of the rotary-to-linear conversion mechanism 47 via the reduction mechanism 46 of the brake mechanism 41. That is, the rotation of the brake motor 4 (rotor 6) is converted into linear motion of the linear member 47B by the rotary-to-linear conversion mechanism 47, causing the brake pad 45 of the brake mechanism 41 to approach and move away from the disc rotor D.

[0037] To ensure redundancy, the brake motor 4 is provided with two winding sets 7, 8. That is, the brake motor 4 is configured as a dual three-phase synchronous motor having a first winding set 7 composed of three-phase windings U1, V1, W1 connected in a star shape, and a second winding set 8 composed of three-phase windings U2, V2, W2 also connected in a star shape. In other words, the brake motor 4 is configured as a six-phase motor (six-phase PMSM: six-phase permanent magnet synchronous motor that generates torque by three-phase coils of two systems for one rotor 6) of a three-phase dual winding. The first winding set 7 and the second winding set 8 are provided in an insulated state from each other in the stator 5.

[0038] The motor control unit 9 as a motor controller controls the brake motor 4. That is, the motor control unit 9 performs drive control of each winding U1, V1, W1 of the first winding set 7 and each winding U2, V2, W2 of the second winding set 8 of the brake motor 4. Therefore, the motor control unit 9 is provided with a first drive control system (a first motor drive circuit 10, a first electronic control section 11) that drives controls the first winding set 7 (U1, V1, W1), and a second drive control system (a second motor drive circuit 20, a second electronic control section 21) that drives controls the second winding set 8 (U2, V2, W2).

[0039] That is, the motor control unit 9 is provided with the first motor drive circuit 10, the first electronic control section 11, the second motor drive circuit 20, and the second electronic control section 21. Further, the first drive control system of the motor control unit 9 is also referred to as, for example, a "first system", a "primary channel", or an "ECU1 side". In addition, the second drive control system of the motor control unit 9 is also referred to as, for example, a "second system", a "secondary channel", or an "ECU2 side".

[0040] The first motor drive circuit 10 drives the brake motor 4. The first motor drive circuit 10 is configured to include a first inverter circuit section 12 as a first bridge circuit section. The first inverter circuit section 12 is configured to include a plurality of switching elements composed of field effect transistors (FETs), insulated gate bipolar transistors (IGBTs), or the like. For example, as shown in the first inverter circuit section 12 shown later, the first inverter circuit section 12 is provided with a first inverter circuit 12A as a first bridge circuit (three-phase bridge inverter) composed of six FETs, and a first FET drive circuit 12B that drives the first inverter circuit 12A. Figure 4

[0041] ​The on / off of each switching element of the first inverter circuit section 12 (i.e., each FET of the first inverter circuit 12A) is controlled based on an instruction signal from the first electronic control section 11. Therefore, the first electronic control section 11 is connected to the first motor drive circuit 10 (first inverter circuit section 12) via a first signal line 13. When the brake motor 4 is driven, the first inverter circuit section 12 generates three-phase (U-phase, V-phase, W-phase) alternating-current power from direct-current power based on an instruction signal from the first electronic control section 11, and supplies the alternating-current power to the first winding set 7 (each winding U1, V1, W1) of the brake motor 4.

[0042] The first motor drive circuit 10 (first inverter circuit section 12) is connected to a first power supply 31 of the vehicle, such as a storage device (battery), via a first direct-current power line 14. In this case, a first shut-off switch 15 described later is provided between the first inverter circuit section 12 and the first power supply 31. Further, in Figure 2 and Figure 3 in the first inverter circuit section 12 and the first power supply 31 is marked as a "first SDS". In addition, the first motor drive circuit 10 (first inverter circuit section 12) is connected to each winding U1, V1, W1 of the first winding set 7 of the brake motor 4 via a U1-phase power line 16, a V1-phase power line 17, and a W1-phase power line 18. A first phase shut-off switch 19 described later is provided between the first inverter circuit section 12 and the brake motor 4 (first winding set 7).

[0043] The first electronic control section 11 is connected to the first motor drive circuit 10. The first electronic control section 11 is also referred to as an ECU (Electronic Control Unit), and is configured to include a microcomputer that is an arithmetic circuit (CPU). The first electronic control section 11 corresponds to a first motor ECU (ECU_1). The first electronic control section 11 has, for example, a power circuit (Power Management IC), a microcomputer (Micro Controller), a drive circuit (Pre Driver), a regulator (Reg), an analog-digital conversion circuit 11A (see Figure 4 ), and the like. The analog-digital conversion circuit 11A (hereinafter, referred to as ADC 11A) of the first electronic control section 11 is connected to a rotation angle sensor 30 described later, a first phase current monitoring circuit 61, and a first measurement unit 63. In addition, the first electronic control section 11 is connected to the first power supply 31 of the vehicle via the first direct-current power line 14, and is connected to the first motor drive circuit 10 (first inverter circuit section 12) via the first signal line 13. The first electronic control section 11 drives (forward rotation, reverse rotation) the brake motor 4 by controlling (switching control, more specifically, PWM control) the first motor drive circuit 10 (first inverter circuit section 12).

[0044] The second motor drive circuit 20 also drives the brake motor 4 in the same manner as the first motor drive circuit 10. The second motor drive circuit 20 is configured to include a second inverter circuit section 22 as a second bridge circuit section. The second inverter circuit section 22 is also configured to include a plurality of switching elements composed of field effect transistors (FETs), insulated gate bipolar transistors (IGBTs), or the like, in the same manner as the first inverter circuit section 12. For example, as will be described later, the second inverter circuit section 22 is provided with a second inverter circuit 22A as a second bridge circuit (three-phase bridge inverter) composed of six FETs, and a second FET drive circuit 22B that drives the second inverter circuit 22A. Figure 4

[0045] The opening / closing of each switching element of the second inverter circuit section 22 (i.e., each FET of the second inverter circuit 22A) is controlled based on an instruction signal from the second electronic control section 21. Therefore, the second electronic control section 21 is connected to the second motor drive circuit 20 (second inverter circuit section 22) via a second signal line 23. When the brake motor 4 is driven, the second inverter circuit section 22 generates three-phase (U-phase, V-phase, W-phase) alternating-current power from direct-current power based on an instruction signal from the second electronic control section 21, and supplies the alternating-current power to the second winding set 8 (each winding U2, V2, W2) of the brake motor 4.

[0046] The second motor drive circuit 20 (second inverter circuit section 22) is connected to a second power supply 32 of the vehicle, such as a storage device (battery), via a second direct-current power line 24. In this case, a second shut-off switch 25, which will be described later, is provided between the second inverter circuit section 22 and the second power supply 32. Further, in the second motor drive circuit 20 (second inverter circuit section 22), a second U2-phase power line 26, a second V2-phase power line 27, and a second W2-phase power line 28 are provided, and the second U2-phase power line 26, the second V2-phase power line 27, and the second W2-phase power line 28 are connected to each winding U2, V2, W2 of the second winding set 8 of the brake motor 4. Figure 2 Figure 3 In the second motor drive circuit 20 (second inverter circuit section 22), a second U2-phase power line 26, a second V2-phase power line 27, and a second W2-phase power line 28 are provided, and the second U2-phase power line 26, the second V2-phase power line 27, and the second W2-phase power line 28 are connected to each winding U2, V2, W2 of the second winding set 8 of the brake motor 4. A second phase shut-off switch 29, which will be described later, is provided between the second inverter circuit section 22 and the brake motor 4 (second winding set 8). The second power supply 32 is a power supply (power supply of another system) that is distinguished from the first power supply 31 connected to the first motor drive circuit 10 and the first electronic control section 11. In this way, by providing a supply path of the power supply as a double system, redundancy is ensured.

[0047] ​​The second electronic control unit 21 is connected to the second motor drive circuit 20. The second electronic control unit 21, also referred to as an ECU (Electronic Control Unit), is configured as a microcomputer including an arithmetic circuit (CPU). The second electronic control unit 21 corresponds to the second motor ECU (ECU_2). The second electronic control unit 21 includes, for example, a power management IC, a microcomputer, a drive circuit (Pre-Drive), a regulator (Reg), and an analog-to-digital converter circuit 21A (see reference). Figure 4 The second electronic control unit 21 connects to the rotation angle sensor 30, the second phase current monitoring circuit 62, and the second measurement unit 64, which will be described later, in its analog-to-digital conversion circuit 21A (hereinafter referred to as ADC21A). Furthermore, the second electronic control unit 21 is connected to the vehicle's second power supply 32 via the second DC power line 24, and to the second motor drive circuit 20 (second inverter circuit 22) via the second signal line 23. The second electronic control unit 21 drives the brake motor 4 (forward and reverse rotation) by controlling the second motor drive circuit 20 (second inverter circuit 22) (switching control, more specifically PWM control).

[0048] A rotation angle sensor 30 for feedback control of the rotation of the rotor 6 of the brake motor 4 is connected to the first electronic control unit 11 and the second electronic control unit 21. The rotation angle sensor 30, acting as a rotation position detection unit, is installed in the brake motor 4 to detect the rotational position (e.g., rotation angle) of the rotor 6 of the brake motor 4. The rotation angle sensor 30 is, for example, a magnetic sensor such as a GMR sensor. In this case, the rotation angle sensor 30 may be composed of, for example, a magnetic sensor element (GMR) provided on the stator 5 side of the brake motor 4 and a rotation angle detection magnet provided on the rotor 6 side of the brake motor 4. Alternatively, to ensure redundancy, a structure in which two rotation angle sensors are provided in the brake motor 4 may be formed. In this case, the first rotation angle sensor (magnetic sensor element), which can function as one of the rotation angle sensors, is connected to the first electronic control unit 11, and the second rotation angle sensor, which is distinct from the first rotation angle sensor (magnetic sensor element), is connected to the second electronic control unit 21.

[0049] The first electronic control unit 11 and the second electronic control unit 21 are connected to each other via a communication line 33 (inter-CPU communication line). In addition, a vehicle data bus 34, to which the motor control unit 9 (the first electronic control unit 11 and the second electronic control unit 21) is connected, is a communication line. The vehicle data bus 34, for example, constitutes a CAN (Controller Area Network) as a communication network mounted on a vehicle body. Various ECUs mounted on a vehicle, such as the motor control unit 9, an integrated control device 35, a suspension control device (not shown), a steering control device (not shown), and the like, perform multiple communication within a vehicle among each other via the vehicle data bus 34. As a communication standard, various communication standards such as a CAN (Classic CAN), a CAN FD (CAN with Flexible Data Rate), and the like can be adopted.

[0050] The integrated control device 35 is connected to the first electronic control unit 11 and the second electronic control unit 21. That is, the integrated control device 35 is connected to the first electronic control unit 11 and the second electronic control unit 21 via the vehicle data bus 34. In this case, the integrated control device 35 can be connected to the first electronic control unit 11 and the second electronic control unit 21 by other communication lines 34A, 34B, respectively. That is, the integrated control device 35 and the first electronic control unit 11 and the integrated control device 35 and the second electronic control unit 21 can be connected by other communication lines 34A, 34B, respectively.

[0051] The integrated control device 35 is, for example, an integrated control device (integrated ECU) that determines vehicle motion control for moving a vehicle with respect to a target trajectory obtained from an automatic driving control device (automatic driving ECU). The integrated control device 35 is also referred to as a master control device (master ECU) and corresponds to a control device (ECU) superior to the motor control unit 9 (the electronic control units 11, 21). The integrated control device 35 is also configured to include a microcomputer that is an arithmetic circuit (CPU).

[0052] The integrated control device 35 can be configured by a dual core (dual circuit), for example, so as to be able to perform the same processing in parallel and monitor whether the processing results are identical. The integrated control device 35 is configured by two control units (first master ECU, second master ECU), for example, and can be connected between them by a communication line (inter-CPU communication line). The integrated control device 35 outputs an instruction of a target motor torque (or a braking force, a piston thrust, a motor control current value) to the motor control unit 9 (the electronic control units 11, 21), for example, when a braking force is given to a vehicle.

[0053] However, in a synchronous motor such as a brushless motor, in a case where there is an error between "a magnetization of a rotor or a magnetic pole position of a buried magnet (an electrical angle phase)" and "an electrical angle phase detected by a rotation angle sensor that detects the magnetic pole position", there is a problem that a torque that should be exerted is reduced. In contrast, if the electrical angle origin measured by the rotation angle sensor and the electrical angle origin (magnetic pole position origin) of the motor coincide, current control can be performed at an appropriate current phase, and reduction in the torque can be suppressed.

[0054] In a case where such origin correction of the rotation angle sensor is performed, a dedicated jig that determines the installation positions of the rotating member and the rotation angle sensor, a dedicated learning device that drives the motor from the outside, compares the induced voltage waveform at that time with the rotation angle sensor signal, and corrects the origin of the rotation angle sensor, and the like are generally required. In contrast, as a method that does not require a dedicated jig and a learning device, there is a method that stops the rotating member at an arbitrary electrical angle using the motor torque, calculates the "deviation" of the electrical angle origin of the rotation angle sensor, and performs correction.

[0055] For example, in the zero point correction method described in the above-described Patent Literature 1, a direct current is caused to flow through a specified phase, the rotating member is stopped at an arbitrary electrical angle, the output of the rotation angle sensor is compared with the arbitrary electrical angle, and thus the "deviation" of the origin of the rotation angle sensor (electrical angle origin) is calculated and corrected. However, due to interference torques such as a cogging torque of the motor, a torque ripple, a friction torque of a mechanism (for example, a speed reducer, a bearing) connected to the rotating member of the motor, and the like, it is difficult to stop the rotating member at the desired position. Therefore, the "deviation" of the electrical angle origin of the rotation angle sensor calculated by such a zero point correction method can be accompanied by an error.

[0056] Therefore, in the embodiment, as Figure 3As shown, the stator windings (the respective windings U1, V1, W1) of any one system (for example, the first system) are "energized" in a control mode (open-loop control, sensorless control, etc.) that does not use the rotation angle sensor 30, so as to rotate the rotating member (the rotor 6) that is common to the other system (for example, the second system). Thereby, the stator windings (the respective windings U2, V2, W2) of the other system (the second system) generate induced voltages. At this time, the induced voltages generated in the stator windings (the respective windages U2, V2, W2) of the other system (the second system) are "measured" by the measurement unit (the second measurement unit 64), and are taken into the electronic control unit (the second electronic control unit 21) as induced voltage signals. The electronic control unit (the second electronic control unit 21) calculates the "deviation" of the electrical angle origin (the magnetic pole position origin) from the rotation angle sensor origin by comparing the induced voltage signals with the signals (rotation angle sensor signals) from the rotation angle sensor 30. In addition, the electronic control unit (the second electronic control unit 21) corrects the rotation angle sensor origin using the "deviation" as a correction value.

[0057] Thus, in the embodiment, the "deviation" of the rotation angle sensor origin is calculated based on the induced voltage waveform that depends only on the rotational speed of the rotating member (the rotor 6), and the calculated "deviation" is used as a correction value to correct the rotation angle sensor origin. Therefore, the calculation and correction of the "deviation" of the rotation angle sensor origin can be performed with high accuracy, while being less affected by the disturbance torque. Moreover, by switching the roles of "energization" and "measurement" among the plurality of systems, the "deviation" of the electrical angle origin (the magnetic pole position origin) and the rotation angle sensor origin can be calculated and corrected for all the systems. These aspects will be described in detail below.

[0058] As shown in FIG. 1, the electric brake device 2 is connected to the main ECU (integrated control device) 35 mounted on the vehicle via the vehicle data bus 34 that constitutes a communication unit such as a CAN. The electric brake device 2 controls the position of the brake pad 45 or the thrust (pressing force) of the brake pad 45 in accordance with a thrust command from the integrated control device 35, and generates a desired braking torque. Figure 1 Figure 2 As shown, the electric brake device 2 controls the motor drive circuit 10, 20 via the electronic control unit 11, 21, and thereby drives the brake motor 4 as a multiphase motor (a six-phase synchronous motor). The rotational torque of the brake motor 4 is amplified by the speed reduction mechanism 46 of the brake mechanism 41, and is converted into a thrust by the rotary-linear conversion mechanism 47, whereby the brake pad 45 as a friction plate is pressed against the disc rotor D. Thereby, the braking force is generated by the electric brake device 2. The electric brake device 2 is connected to the integrated control device 35 mounted on the vehicle via the vehicle data bus 34 that constitutes a communication unit such as a CAN. The electric brake device 2 controls the position of the brake pad 45 or the thrust (pressing force) of the brake pad 45 in accordance with a thrust command from the integrated control device 35, and generates a desired braking torque.

[0059] ​Furthermore, the electric braking device 2 has a parking brake (PKB) function. For example, the electric braking device 2 can maintain thrust even when no power is supplied to the brake motor 4 through internal mechanisms (e.g., ratchet mechanism, non-reverse reduction mechanism, rotary linear motion conversion mechanism, etc.). In this embodiment, an electric disc brake is used as an example of the electric braking device 2. That is, the braking mechanism 41 constituting the electric braking device 2 is a disc brake. However, it is not limited to this; the braking mechanism 41 can also be a drum brake, in which the braking component is a shoe and the braked component is a drum. In this embodiment, the motor control device 3 drives and controls the braking mechanism 41, such as the disc brake or the drum brake. However, it is not limited to this; the motor control device 3 can also drive and control the steering mechanism. That is, the motor control device 3 can also be combined with the steering mechanism to form an electric power steering device. In other words, the motor control device 3 can be combined with the braking mechanism, steering mechanism, and other driven mechanisms driven by the motor to form various electric devices.

[0060] The electric braking device 2 includes a multi-system (redundant structure) motor control device 3 so that braking can continue even in the event of temporary failure. Specifically, the motor control device 3 includes a brake motor 4, motor drive circuits 10 and 20, and electronic control units 11 and 21. In this case, the brake motor 4, motor drive circuits 10 and 20, and electronic control units 11 and 21 each have multiple systems (a first system, a second system, etc.). Figure 2 and Figure 4 As shown, the brake motor 4 is a multiphase motor (six-phase motor) with two stator winding systems (first winding group 7, second winding group 8), each stator winding (first winding group 7, second winding group 8) driving a rotating component (rotor 6). Furthermore, in the motor control device 3, a first electronic control unit 11 and a second electronic control unit 21 are installed as dual-system electronic control units, and a first motor drive circuit 10 and a second motor drive circuit 20 are installed as dual-system motor drive circuits. The first electronic control unit 11 and the second electronic control unit 21 are connected via a communication line 33, which serves as a communication unit for serial communication, etc. Thus, the first electronic control unit 11 and the second electronic control unit 21 can mutually acquire the status (information, data) of their respective systems.

[0061] The first electronic control unit 11 and the second electronic control unit 21 calculate the three-phase voltage command based on a known current feedback control method, and perform D / A conversion through units such as PWM, thereby outputting the three-phase PWM signal as the command signal to the first motor drive circuit 10 and the second motor drive circuit 20. The first motor drive circuit 10 includes a first inverter circuit unit 12, a first shutdown switch 15, a first phase disconnect switch 19, a first phase current monitoring circuit 61, and a first measurement unit 63. The second motor drive circuit 20 includes a second inverter circuit unit 22, a second shutdown switch 25, a second phase disconnect switch 29, a second phase current monitoring circuit 62, and a second measurement unit 64.

[0062] In addition, such as Figure 4 As shown, a first inverter circuit 12A and a first FET drive circuit 12B are installed in the first motor drive circuit 10 (first inverter circuit section 12), and a second inverter circuit 22A and a second FET drive circuit 22B are installed in the second motor drive circuit 20 (second inverter circuit section 22). The first FET drive circuit 12B drives the first inverter circuit 12A based on a three-phase PWM signal (command signal) from the first electronic control section 11. The second FET drive circuit 22B drives the second inverter circuit 22A based on a three-phase PWM signal (command signal) from the second electronic control section 21. The first inverter circuit 12A and the second inverter circuit 22A are three-phase bridge circuits composed of switching elements such as FETs.

[0063] The high-side of the first inverter circuit 12A is connected to the positive terminal of the first power supply 31, which serves as the vehicle's 12V battery. The high-side of the second inverter circuit 22A is connected to the positive terminal of the second power supply 32, which also serves as the vehicle's 12V battery. The low-sides of both the first and second inverter circuits 12A are grounded and connected to the negative terminal. In the first inverter circuit 12A, the switching elements on the high-side and low-side of the three phases (UVW phases) are connected in series to apply voltage to the output terminals 51, 52, and 53. The same applies to the second inverter circuit 22A. The output terminals 51, 52, and 53 of the first inverter circuit 12A are connected to the first winding group 7 (each winding U1, V1, and W1) of the brake motor 4 via the U1 phase power line 16, V1 phase power line 17, and W1 phase power line 18. The output terminals 51, 52, and 53 of the second inverter circuit 22A are connected to the second winding group 8 (each winding U2, V2, and W2) of the brake motor 4 via the U2 phase power line 26, the V2 phase power line 27, and the W2 phase power line 28.

[0064] A first phase current monitoring circuit 61 is installed between the output terminals 51, 52, 53 of the first inverter circuit 12A and the respective windings U1, V1, W1 of the first winding set 7 so as to be able to measure the three-phase currents flowing through the respective windings U1, V1, W1. The first phase current monitoring circuit 61 is connected to the first electronic control section 11. The first electronic control section 11 is able to monitor the phase currents of the first motor drive circuit 10 through the first phase current monitoring circuit 61. Likewise, a second phase current monitoring circuit 62 is also installed between the output terminals 51, 52, 53 of the second inverter circuit 22A and the respective windings U2, V2, W2 of the second winding set 8 so as to be able to measure the three-phase currents flowing through the respective windings U2, V2, W2.

[0065] In addition, a first phase cut-off switch 19 is installed between the output terminals 51, 52, 53 of the first inverter circuit 12A and the respective windings U1, V1, W1 of the first winding set 7. That is, the first phase cut-off switch 19 is provided at the U1-phase power line 16, the V1-phase power line 17, and the W1-phase power line 18. The first phase cut-off switch 19 prevents generation of dynamic braking in the brake motor 4 in the event of a short circuit (turning on (ON) and failure) in any one of the switching elements of the first inverter circuit 12A. That is, in the event of a short circuit (turning on (ON) and failure) in any one of the switching elements, in the brake motor 4, the coil (winding) is a closed circuit, and dynamic braking that decelerates the rotational motion is generated by Joule loss that accompanies coil heating due to power generation. In order to prevent this, the turning on / off (ON / OFF) of the first phase cut-off switch 19 is controlled according to a signal from the first electronic control section 11. Therefore, the first phase cut-off switch 19 is connected to the first electronic control section 11. Likewise, a second phase cut-off switch 29 is also installed between the output terminals 51, 52, 53 of the second inverter circuit 22A and the respective windings U2, V2, W2 of the second winding set 8.

[0066] Further, the first motor drive circuit 10 is provided with a first shutoff switch 15 for turning on / off the power supply from the first power supply 31 to the first inverter circuit 12A. The first shutoff switch 15 is controlled to be turned on / off in accordance with a signal from the first electronic control section 11. Therefore, the first shutoff switch 15 is connected to the first electronic control section 11. For example, in the case where a short-circuit failure occurs in the first inverter circuit 12A of the first motor drive circuit 10, the first electronic control section 11 turns off all of the first phase shutoff switches 19 and turns off the first shutoff switch 15, thereby turning off the first inverter circuit 12A. Thus, the backflow current flowing in the first motor drive circuit 10 and the first winding set 7 of the brake motor 4 can be shut off. That is, in the state where the generation of dynamic braking is suppressed by the first system, only the second system can be used to drive the brake motor 4 to generate the pushing force of the brake pad 45. Similarly, the second motor drive circuit 20 is provided with a second shutoff switch 25.

[0067] On the brake motor 4, a rotation angle sensor 30 is installed. The rotation angle sensor 30 is constituted by a magnetic rotation angle sensor such as GMR, for example. However, it is not limited thereto, and the rotation angle sensor 30 can use an optical or magnetic encoder, a resolver, or the like. That is, the rotation angle sensor 30 can use various rotation sensors (rotation angle sensors) capable of detecting an electric angle indicating the position of a magnetic pole of a rotating member (rotor 6) or a mechanical angle indicating the position of the rotating member (rotor 6), as long as it can detect the same. Further, the rotation angle sensor 30 can be installed for each system of the multiple-system motor control device 3, or one can be installed for the multiple-system motor control device 3. In the embodiment, one rotation angle sensor 30 is installed for the motor control device 3.

[0068] The rotation angle sensor 30 is connected to the first electronic control section 11. The first electronic control section 11 converts the signal of the rotation angle sensor 30 into a digital value by an ADC 11A and uses it as a mechanical angle signal. The mechanical angle signal is converted into an electric angle signal by software processing inside the first electronic control section 11. Further, the first electronic control section 11 converts the signal of the three-phase current (three-phase current flowing through each winding U1, V1, W1) measured by the first phase current monitoring circuit 61 into a digital value by the ADC 11A of the first electronic control section 11 and sets it as a three-phase current signal. The first electronic control section 11 performs three-phase / two-phase conversion on the three-phase current signal, performs coordinate conversion on the current signal using the electric angle signal measured by the rotation angle sensor 30. The first electronic control section 11 calculates a three-phase voltage command by performing current feedback control and sets it as a three-phase PMW signal. The rotation angle sensor 30 is also connected to the second electronic control section 21. The second electronic control section 21 also performs the same processing as the first electronic control section 11.

[0069] Here, in the embodiment, a first measuring unit 63 that measures an induced voltage is provided between the first phase contact breaker 19 and the first winding set 7 (the respective windings U1, V1, W1). The first measuring unit 63 measures an induced voltage generated at the terminals of the three phases (UVW phases) of the respective windings U1, V1, W1 of the first winding set 7. Also, a second measuring unit 64 that measures an induced voltage is provided between the second phase contact breaker 29 and the respective windings U2, V2, W2 of the second winding set 8. The second measuring unit 64 measures an induced voltage generated at the terminals of the three phases (UVW phases) of the respective windings U2, V2, W2 of the second winding set 8.

[0070] The measuring units 63, 64 that measure an induced voltage can be constituted by, for example, a circuit that measures an induced voltage. The circuit that measures an induced voltage can be configured in a structure in which a virtual neutral point circuit (star connection circuit) is installed in a manner that enables measurement of a phase induced voltage, or in a structure that directly measures a line-to-line induced voltage. Also, the measuring units 63, 64 that measure an induced voltage are not limited to a circuit that measures an induced voltage, and can be configured, for example, to measure an armature voltage, and estimate an induced voltage based on an armature current or a motor parameter.

[0071] Thus, in the embodiment, a measuring unit (induced voltage measuring circuit) that measures an induced voltage, i.e., the first measuring unit 63 and / or the second measuring unit 64, is added to the motor control device 3 of the multiple system that has a plurality of systems (the first system, the second system). Also, in the embodiment, as shown in Figure 3 indicated, by energizing the stator windings (the respective windings U1, V1, W1 of the first winding set 7) in at least one system (for example, the first system) to drive the rotating member (the rotor 6), the induced voltage generated in the other system (for example, the second system) is "measured", and the origin of the rotary angle sensor 30 (the rotary angle sensor origin) is corrected based on the measured induced voltage waveform.

[0072] Next, with reference to Figure 5 to Figure 6 , the principle of correcting the rotary angle sensor origin based on the induced voltage waveform will be described.

[0073] First, the reason why the deviation between the origin of the rotation angle sensor and the origin of the magnetic pole position must be corrected is explained. During the manufacturing process of the rotation angle sensor 30, when it is installed on the brake motor 4 (for example, when the rotation angle detection magnet is installed on the rotor 6), an error occurs between the origin of the rotation angle sensor 30 and the electrical angle origin (magnetic pole position origin). Without correcting this deviation (hereinafter referred to as offset error), three-phase two-phase conversion and dq-axis conversion are performed with an offset error in the electrical angle measured by the rotation angle sensor 30. As a result, the current phase in the dq-axis coordinate deviates by the offset error amount. Consequently, if it is a non-salient pole machine, it is impossible to properly control the magnet torque to reach the maximum current phase; if it is a salient pole machine, it is impossible to properly control the combined torque of the magnet torque and reluctance torque to reach the maximum current phase, reducing the maximum torque generated by the brake motor 4. Therefore, it is necessary to install a function to correct the offset error between the electrical angle origin (magnetic pole position origin) and the origin of the rotation angle sensor through software processing in the electronic control unit.

[0074] Next, the method for calculating the offset error between the electrical angle origin (magnetic pole position origin) and the rotation angle sensor origin based on the induced voltage waveform is explained. For example... Figure 5 As shown, the induced voltage generated when the rotating parts of a three-phase motor rotate externally is essentially generated in a sinusoidal voltage pattern, with each phase offset by 120°. Here, the electrical angle origin (magnetic pole position origin) is typically referred to as the electrical angle at the instant (moment) when the U-phase induced voltage generated in the stator rises from negative to positive. However, as... Figure 5 As shown, when there is an offset error between the electrical angle origin (magnetic pole position origin) and the origin of the rotation angle sensor, the angle at which the rotation angle sensor signal is 0 is inconsistent. Therefore, the electrical angle measured by the rotation angle sensor 30 at the instant when the U-phase induced voltage rises from negative to positive is stored in memory, and the offset error with the origin of the rotation angle sensor is calculated. The calculated offset error is stored in a non-volatile memory such as EEPROM. As long as the positional relationship between the rotation angle sensor 30 and the rotating component (rotor 6) remains unchanged, the stored offset error can be used as a correction value.

[0075] Figure 6 This is a block diagram illustrating the process of correcting the electrical angle origin measured by the rotation angle sensor 30. This process is performed by the electronic control unit (first electronic control unit 11, second electronic control unit 21). Figure 6As shown, the electric angle origin correction processing section 65 is provided with an electric angle calculation section 65A, an offset error storage section 65B (nonvolatile memory), and a subtraction calculation section 65C. The mechanical angle is input from the rotation angle sensor 30 to the electric angle origin correction processing section 65. That is, the mechanical angle measured by the rotation angle sensor 30 is input as a mechanical angle signal to the electric angle calculation section 65A of the electric angle origin correction processing section 65. The electric angle calculation section 65A processes the mechanical angle input from the rotation angle sensor 30 as an electric angle, and outputs the calculated electric angle as an electric angle signal to the subtraction section 65C. The offset error storage section 65B (nonvolatile memory) outputs the offset error (deviation amount) stored as described above to the subtraction section 65C. The subtraction calculation section 65C corrects the electric angle by subtracting the offset error (deviation amount) stored in the offset error storage section 65B (nonvolatile memory) from the electric angle (electric angle signal) input from the electric angle calculation section 65A. The subtraction section 65C outputs the corrected electric angle (corrected electric angle). Thus, the electric angle origin correction processing section 65 can output an electric angle (corrected electric angle) in which the electric angle origin (magnetic pole position origin) coincides with the electric angle origin measured by the rotation angle sensor 30. Figure 7 The phase induced voltage and the electric angle (corrected electric angle) are shown in the case where the electric angle origin measured by the rotation angle sensor 30 is corrected using the offset error.

[0076] In addition, in the embodiment, when the electric angle origin is calculated from the induced voltage waveform, the electric angle of the zero crossing of the U-phase induced voltage waveform is used. However, this is not limiting, and the zero crossing of the V-phase induced voltage or the zero crossing of the W-phase induced voltage can be detected, and 2π / 3 or 4π / 3 can be subtracted from the electric angle measured by the rotation angle sensor 30 at that time. In addition, the rising crossing where the negative goes positive, or the falling crossing where the positive goes negative can be used. In addition, in the case where the relationship between the electric angle origin (magnetic pole position origin) and the induced voltage waveform is clear, a reference other than the zero crossing of the induced voltage waveform such as the peak value can be used.

[0077] In addition, when the induced voltage is measured, the phase of the induced voltage waveform and the electric angle signal can deviate depending on the A / D conversion time, the timing, the acquisition timing of the electric angle signal, the delay of the signal caused by the filter, the execution timing of the periodic task executed in the first electronic control section 11 and the second electronic control section 21, and the like. Thus, for example, the forward rotation operation and the reverse rotation operation of the brake motor 4 can be performed, and the average of the offset errors of each can be calculated. That is, as shown, the average of the electric angle (offset error) of the zero crossing at the time of the forward rotation operation of the brake motor 4 and the electric angle (offset error) of the zero crossing at the time of the reverse rotation operation can be used as the true offset error. In addition, as shown, the average of the electric angle (offset error) of the zero crossing at the time of the forward rotation operation of the brake motor 4 and the electric angle (offset error) of the zero crossing at the time of the reverse rotation operation can be used as the true offset error. Figure 14 Figure 15 ​As shown, the induced voltage can also be measured at a plurality of rotational speeds (e.g., 1000 rpm, 2000 rpm), and a linear or curved approximation is made based on the electrical angle at which zero crossing occurs (offset error) at each rotational speed, whereby the electrical angle at 0 rotational speed (offset error) is estimated. In either case, the correction accuracy of the rotational angle sensor origin can be improved.

[0078] In addition, the electrical angle origin exists in an amount corresponding to the number of pole pairs of the motor in one cycle of the mechanical angle. Therefore, depending on the magnetization state of the magnet, the winding condition of the stator winding, the magnetic distribution inside the motor, and the like, the respective origin positions are not always equally spaced. In addition, the phase of the induced voltage waveform and the electrical angle signal measured by the rotational angle sensor 30 are not always in a linear relationship. Therefore, the electrical angle origin in one cycle of the mechanical angle can be stored in advance in the memory, and the average value thereof can be used. In addition, for example, a statistical method can be used to calculate the electrical angle origin (magnetic pole position origin).

[0079] Next, in the embodiment, when the measurement units 63, 64 of the induced voltage are installed, the addition of the circuit is minimized by working on the structure of the existing inverter circuit. Hereinafter, the description will be given using the Figure 8 and Figure 9 , by installing the phase cut-off switches 19, 29 in the direction of Figure 13 , and appropriately selecting the on / off states of the phase cut-off switches 19, 29 and the off switches 15, 25, it is possible to measure the induced voltage waveform in the existing circuit. Furthermore, the description will be given taking the first motor drive circuit 10 (the first phase cut-off switch 19) as an example, but the same applies to the second motor drive circuit 20 (the second phase cut-off switch 29).

[0080] As shown in the enlargement, the first phase cut-off switch 19 installed in the first motor drive circuit 10 is an N-channel FET, and the brake motor 4 side is configured as the source, and the first inverter circuit 12A side is configured as the drain. Furthermore, the first measurement unit 63, which is an induced voltage monitoring circuit, is configured between the first phase cut-off switch 19 and the first winding group 7 (each winding U1, V1, W1). Figure 8 shows the "equivalent circuit of the low-side switching element (OFF) of the first inverter circuit 12A, the first phase cut-off switch 19 (OFF) of the low side, and the induced voltage generation source (brake motor 4)", and the "induced voltage waveform of the equivalent circuit". The induced voltage generation source bias corresponds to the bias voltage 2.5 V of the measurement circuit.

[0081] In the equivalent circuit of Figure 8 , the direction of the first phase cut-off switch 19 is different from that of Figure 13 . That is, in the equivalent circuit of Figure 8 , the first phase cut-off switch 19 is OFF, and the off switch 15 is ON.Figure 8 In this case, the first phase cut-off switch 19 (FET) is configured with the brake motor 4 side as the drain and the first inverter circuit 12A side as the source. In this case, the parasitic diode of the switching element of the low side of the first inverter circuit 12A and the parasitic diode of the first phase cut-off switch 19 allow current to flow from the ground to the induced voltage generation source. Therefore, as shown in the drawing, the induced voltage waveform of the circuit is clamped to a voltage of "0 (V) - Vf x 2". "Vf" is the forward voltage of the parasitic diode. In contrast, in the case where the orientation of the first phase cut-off switch 19 is set to the opposite orientation, i.e., the orientation of Figure 8 , the current flowing in the circuit is blocked by the parasitic diode of the first phase cut-off switch 19. Therefore, measurement can be performed without disturbing the induced voltage waveform. Figure 8 Figure 13

[0082] Figure 9 An "equivalent circuit of the first OFF switch 15 (OFF), the switching element of the high side of the first inverter circuit 12A (OFF), the first phase cut-off switch 19 of the high side (OFF), and the induced voltage generation source (brake motor 4)" and "the induced voltage waveform of the equivalent circuit" are shown. In the equivalent circuit of Figure 9 , the orientation of the first phase cut-off switch 19 is set to the same orientation as the first phase cut-off switch 19 of the low side. In the circuit of the high side, in the case where the first OFF switch 15 is off, the induced voltage is clamped by a voltage of "0 (V) + Vf x 2" through the parasitic diode of the switching element of the first inverter circuit 12A connected in series and the parasitic diode of the first phase cut-off switch 19. Therefore, in the measurement of the induced voltage waveform, by setting the first OFF switch 15 to be on, measurement can be performed within the range where the induced voltage does not exceed "battery voltage (V) + Vf x 2". "Battery voltage (V)" is the voltage of the first power supply 31. In this way, by setting the orientation of the first phase cut-off switch 19 to the orientation of Figure 13 , in the case where the brake motor 4 is rotated from the outside, or in the case where the brake motor 4 is rotated by energizing the stator winding with one of the two systems, the induced voltage generated in the system that is not energized can be measured. Figure 13

[0083] Therefore, in the embodiment, the orientation of the first phase cut-off switch 19 is set to the orientation of Figure 13 ​​​the same orientation. Thus, in the first system (first motor drive circuit 10), by setting the first shut-off switch 15 to be on, setting all the first phase shut-off switches 19 to be off, and setting all the first inverter circuits 12A to be off, the induced voltage waveform generated in the first winding set 7 (Ul, VI, Wl) of the brake motor 4 can be measured by the first measurement unit 63. Similarly, in the second system (second motor drive circuit 20), by setting the second shut-off switch 25 to be on, setting all the second phase shut-off switches 29 to be off, and setting all the second inverter circuits 22A to be off, the induced voltage waveform generated in the second winding set 8 (U2, V2, W2) of the brake motor 4 can be measured by the second measurement unit 64. Further, in the case where the size of the phase shut-off switches 19, 29 installed in the motor drive circuits 10, 20 is not restricted, the phase shut-off switches 19, 29 are not limited to FETs, but can be components that mechanically shut off current, such as relays. In this case, regardless of the orientation of the phase shut-off switches 19, 29 and the on / off state of the shut-off switches 15, 25, the induced voltage can be measured. Further, the orientation of the parasitic diodes of the shut-off switches 15, 25 is set to be Figure 13 the orientation of the shut-off switches 15, 25, i.e., the orientation of shutting off the flow from the power supply (first power supply 31, second power supply 32) to the three-phase bridge circuit (first inverter circuit 12A, second inverter circuit 22A).

[0084] Thus far, the necessity of correcting the origin of the rotation angle sensor, the calculation of the electrical angle origin (magnetic pole position origin) based on the induced voltage, the correction method, the installation direction of the components of the existing inverter circuit, and the on / off state of each switch have been studied, and the structure of the circuit set to be able to measure the induced voltage has been described. Next, with reference to Figure 10 to Figure 12 the processing when correcting the origin of the rotation angle sensor in all systems (first system, second system) of the motor control device 3 mounted in the multiple systems will be described. In this case, Figure 10 the flow of calculating the offset error and correcting the origin of the rotation angle sensor is shown, Figure 11 and Figure 12 the on / off state of each switch when calculating the offset error is shown. Further, in the embodiment, the multiple systems are set to be dual systems. However, this is not limited thereto, and can be multiple systems (multiple systems) of two or more systems, such as three systems.

[0085] In the embodiment, the offset error of the origin of the rotation angle sensor of the system in the "measurement mode" is calculated by setting one of the two systems to the "power-on mode" and the other to the "measurement mode". The "power-on mode" is, for example, a mode in which the stator winding (first winding group 7 or second winding group 8) is energized to drive the rotating member (rotor 6) without using the rotation angle sensor 30. In this case, the drive of the rotating member (rotor 6) can use, for example, open-loop control, sensorless control using an induction voltage estimation observer, or the like. In addition, in the manufacturing process, in the case where the error range is corrected to some extent, the rotating member (rotor 6) can be driven using the rotation angle sensor signal as usual. In contrast, the "measurement mode" is a mode in which the induction voltage generated in the stator winding (second winding group 8 or first winding group 7) due to the rotation of the rotating member (rotor 6) is measured.

[0086] In the embodiment, first, as shown in FIG. 6, the first system is set to the "power-on mode" and the second system is set to the "measurement mode". Thereby, in the second system, the offset error of the second system is calculated by measuring the induction voltage waveform generated in the second winding group 8 (each winding U2, V2, W2) by the second measurement unit 64. Next, as shown in FIG. 7, the second system is set to the "power-on mode" and the first system is set to the "measurement mode". Thereby, in the first system, the offset error of the first system is calculated by measuring the induction voltage waveform generated in the first winding group 7 (each winding U1, V1, W1) by the first measurement unit 63. Figure 11 Figure 12

[0087] Figure 10 is a flowchart (flowchart) showing the processing by the first electronic control unit 11 and the second electronic control unit 21. Figure 10 The processing of FIG. 8 starts by the second electronic control unit 21 receiving an instruction from the integrated control device 35, that is, a start instruction (correction command) of the correction of the origin of the rotation angle sensor. The second electronic control unit 21 starts the routine of the state that moves to S1 upon receiving the start instruction from the integrated control device 35. Thereby, in S1, the second system is set to the "measurement mode". That is, the second electronic control unit 21 turns on the second shut-off switch 25, turns off all of the second phase shut-off switches 29, and turns off all of the second inverter circuits 22A. Thereby, the second motor drive circuit 20 becomes a high-impedance state.

[0088] ​​In S2 following S1, the first system is set to the "energization mode". That is, the first electronic control portion 11 energizes the first winding set 7 (each winding U1, V1, W1) through the first motor drive circuit 10, and rotates the rotor 6 of the brake motor 4. Along with this, the second electronic control portion 21 is inputted with the induced voltage waveform measured by the second measuring unit 64. In S3 following S2, the second electronic control portion 21 determines whether or not the rising edge zero-crossing of the U-phase induced voltage is detected. In the case where the determination in S3 is "No", that is, where it is determined that the rising edge zero-crossing of the U-phase induced voltage is not detected, the processing of S2 and S3 is repeated until S2 is returned to.

[0089] In the case where the determination in S3 is "Yes", that is, where it is determined that the rising edge zero-crossing of the U-phase induced voltage is detected, S4 is entered, and a routine for shifting to the state of S4 is started. That is, the second electronic control portion 21 stores the electrical angle measured by the rotation angle sensor 30 at the time when the rising edge zero-crossing of the U-phase induced voltage is detected as the offset error in the nonvolatile memory, and sends a completion flag to the first electronic control portion 11. The first electronic control portion 11 stops the rotation of the rotor 6 of the brake motor 4 by receiving the completion flag from the second electronic control portion 21. In addition, the first electronic control portion 11 starts a routine for shifting to the state of S5. Thus, in S5, the first system is set to the "measuring mode". That is, the first electronic control portion 11 sets the first shut-off switch 15 to be on, sets all of the first phase cut-off switches 19 to be off, and sets all of the first inverter circuits 12A to be off. Thus, the first motor drive circuit 10 becomes a high-impedance state.

[0090] In S6 following S5, the second system is set to the "energization mode". That is, the second electronic control portion 21 energizes the second winding set 8 (each winding U2, V2, W2) through the second motor drive circuit 20, and rotates the rotor 6 of the brake motor 4. Along with this, the first electronic control portion 11 is inputted with the induced voltage waveform measured by the first measuring unit 63. In S7 following S6, the first electronic control portion 11 determines whether or not the rising edge zero-crossing of the U-phase induced voltage is detected. In the case where the determination in S7 is "No", that is, where it is determined that the rising edge zero-crossing of the U-phase induced voltage is not detected, the processing of S6 and S7 is repeated until S6 is returned to.

[0091] On the other hand, in the case where it is determined as "Yes" in S7, that is, in the case where it is determined that the rising edge zero-crossing of the U-phase induced voltage is detected, the routine shifts to S8 is started. That is, the first electronic control unit 11 stores the electrical angle measured by the rotational angle sensor 30 at the time when the rising edge zero-crossing of the U-phase induced voltage is detected as the offset error in the nonvolatile memory, and transmits a completion flag to the second electronic control unit 21. In addition, the first electronic control unit 11 starts the routine that shifts to the state of S9. The second electronic control unit 21 stops the rotation of the rotor 6 of the brake motor 4 by receiving the completion flag from the first electronic control unit 11. In addition, the second electronic control unit 21 starts the routine that shifts to the state of S9.

[0092] If it shifts to S9, the first electronic control unit 11 corrects the electrical angle measured by the rotational angle sensor 30 by subtracting the offset error of the first system stored in the nonvolatile memory from the electrical angle measured by the rotational angle sensor 30. In addition, if it shifts to S9, the second electronic control unit 21 corrects the electrical angle measured by the rotational angle sensor 30 by subtracting the offset error of the second system stored in the nonvolatile memory from the electrical angle measured by the rotational angle sensor 30. That is, in the first electronic control unit 11 and the second electronic control unit 21, the correction processing as shown in S9 is performed. Thereby, the first electronic control unit 11 and the second electronic control unit 21 can drive the brake motor 4 using the electrical angles corrected in the first system and the second system. Figure 6

[0093] Figure 10 The processing of S1 to S4 is roughly divided into "calculation of the offset error of the second system" and "calculation of the offset error of the first system". Figure 11 The states of the on / off of each switch (the second shut-off switch 25, the second phase shut-off switch 29, the second inverter circuit 22A) when the processing of S1 to S4 is performed, that is, when the calculation of the offset error of the second system is performed, and the roles of each system are shown. Figure 12 The states of the on / off of each switch (the first shut-off switch 15, the first phase shut-off switch 19, the first inverter circuit 12A) when the processing of S5 to S8 is performed, that is, when the calculation of the offset error of the first system is performed, and the roles of each system are shown.

[0094] ​Such correction of the origin of the rotation angle sensor can be performed by the motor control device 3 alone or the electric brake device 2 alone. Thus, by correcting the origin of the rotation angle sensor at an arbitrary timing, it is possible to correct sensor drift caused by changes in the surrounding environment (temperature changes and the like), annual changes in the rotation angle sensor 30. As a result, it is possible to maintain the performance of the motor control device 3 and the electric brake device 2. In this case, since the correction of the origin of the rotation angle sensor is based on the induced voltage waveform, it is possible to be less affected by disturbance torque, and it is possible to control the brake motor 4, and thus the electric brake device 2, based on the correct current phase after correction. As a result, it is possible to maximize the performance (torque, maximum rotational speed) of the brake motor 4, and it is possible to increase the maximum value of the thrust of the electric brake device 2, and the response performance.

[0095] In addition, the motor control device 3 and the electric brake device 2 of the embodiment can also perform abnormality detection of the rotation angle sensor 30. For example, consider a case where, at the time of factory shipment, the offset error is corrected using a dedicated device that corrects the deviation of the origin of the rotation angle sensor, with respect to the origin of the electrical angle measured by the rotation angle sensor 30, or a case where the rotation angle sensor 30 is installed with the origin of the electrical angle (origin of the magnetic pole position) aligned with the origin of the rotation angle sensor, using a dedicated jig or the like in advance. In this case, the processing of Figure 10 is also performed after such correction or installation. At this time, in the processing of Figure 10 , the offset error calculated and the offset error and the origin of the rotation angle sensor that are aligned using the dedicated device or the jig are different, and it is possible to determine that the rotation angle sensor 30 is abnormal. As a result, it is possible to identify defective products through inspection at the time of shipment.

[0096] In addition, even after the vehicle in which the motor control device 3 and the electric brake device 2 are mounted is shipped, it is possible to perform abnormality detection on a daily basis. For example, the processing of Figure 10 is performed at an arbitrary timing. At this time, in a case where the calculated offset error deviates from the value at the time of the last correction, that is, in a case where the difference between the offset error this time and the offset error last time is equal to or greater than a predetermined value, it is possible to determine that the rotation angle sensor 30 is abnormal, and to notify of this. The predetermined value is set in advance as a boundary value (threshold value) between normal and abnormal. In addition, instead of comparison with the offset error last time, it is also possible to perform abnormality detection by comparison with a range of offset errors set in advance. That is, a range of offset errors that is a boundary (threshold value) between normal and abnormal is set in advance, and is stored in a nonvolatile memory. Furthermore, it is also possible to perform the processing of Figure 10The system processes the data to determine whether the offset error is within the normal range stored in the non-volatile memory, thereby notifying the rotation angle sensor 30 of any abnormality. Alternatively, for example, the system can also notify the rotation angle sensor 30 of any abnormality by comparing the rotation speed signal (rotation speed) calculated from the angle signal of the rotation angle sensor 30 with the estimated rotation speed calculated from the amplitude or RMS value of the induced voltage and motor parameters (induced voltage constant, etc.). For example, if the rotation speed cannot be calculated correctly due to reasons such as the rotation angle sensor output not changing relative to the actual rotation or the inability to ensure linearity, a difference (deviation) will occur between the estimated rotation speed and the rotation speed calculated by the rotation angle sensor 30. Therefore, the abnormality of the rotation angle sensor 30 can be notified based on this difference (deviation).

[0097] Next, the timing for calibrating the origin and / or detecting abnormalities of the rotation angle sensor 30 is studied. From the viewpoint of maintaining the performance or improving the stability of the motor control unit 3 and the electric braking unit 2, the calibrating and / or detecting abnormalities of the rotation angle sensor 30 is not limited to the factory setting, but preferably performed during maintenance at a repair shop, during normal parking, or during driving. Below, as an embodiment, an example assuming that the electric braking unit 2 has been assembled or installed on the vehicle will be described.

[0098] like Figure 1 As shown, in the electric braking device 2, from the viewpoint of reducing the pulling torque of the brake pads 45 and the disc rotor D when not braking, a gap region (patch gap) is provided between the brake pads 45 and the disc rotor D. In this region, since the brake pads 45 do not contact the disc rotor D, no braking force is generated. Therefore, even when the vehicle is in motion, this processing can be performed without disrupting the vehicle's operation by performing origin correction and / or anomaly detection of the rotation angle sensor 30 in the gap region, particularly the processing of offset error calculation (hereinafter referred to as this processing). In addition, it is possible to predict when no braking force command is input from the driver or the integrated control unit 35, which acts as the main ECU, during accelerator pedal operation. Furthermore, for example, it is possible to perform this processing on uphill roads and / or flat straight roads where no braking force command is input on the driving path of the automatic driving system. Furthermore, for example, it is possible to predict the timing when braking is not required based on the reception of braking status obtained from communication with other vehicles.

[0099] In this case, in the case where the brake force command is sent from the integrated control device 35 as the main ECU, it is necessary to promptly suspend the processing and start the brake force control. In this case, as the electric brake device 2, the wheels which do not perform the processing remain among the four wheels. Further, as the motor control device 3, the systems which do not perform the processing remain among the systems. Then, for each electric brake device 2 of the wheels, a completion flag of the processing is managed and recorded in the memory. Further, for each system in the motor control device 3, a completion flag is managed and recorded in the memory. Thus, the remaining processing can be performed at the timing at which the next processing can be performed. Further, in the above-described Figure 10 In the above-described embodiment, the case where the processing of two systems is performed at once is shown, but the processing can be divided among the systems. That is, the timing at which the processing is performed can be divided among the systems for the purpose of shortening the time of the processing.

[0100] Further, the processing can be performed at the time of increase in force or decrease in force of the electric brake device 2. That is, the processing can be performed at the time of increase in force or decrease in force of the electric brake device 2 when the brake motor 4 rotates (at a high rotational speed). Here, since the processing must require measurement of the induced voltage, the drive of the brake motor 4 is one system, and further, it must require rotation at a speed of a prescribed speed or more.

[0101] Therefore, for example, in the case where the increase gradient or decrease gradient of the brake force command is large, there is a concern that the rotational speed or thrust required for the brake force command cannot be achieved by the drive of one system. Further, for example, in the case where the increase gradient or decrease gradient of the brake force command is small, the rotational speed is below the prescribed speed, and there is a concern that the induced voltage cannot be measured at the required size. Therefore, it is preferable to previously prescribe the range of the thrust value, increase gradient, and decrease gradient of the brake force command which allows the processing, and in the case where the brake force command is outside the range, the processing is promptly interrupted to perform control in a manner to follow the brake force command. Further, at the time of PKB (parking brake) operation, the vehicle stops, and even if the increase gradient and decrease gradient are arbitrarily set, the influence on the behavior of the vehicle is small. Thus, in the case where the processing is performed at the time of increase in force or decrease in force of the electric brake device 2, it is suitable to be performed at the time of operation of the PKB.

[0102] Next, a case where a general car having four wheels, that is, a vehicle system in which an electric brake device 2 is provided on each of the four wheels of the car and the brake force of each of the four wheels can be independently adjusted, is investigated. Furthermore, the processing is not limited to use in a general car having four wheels, but can be used in a two-wheeled car, a three-wheeled car, a six-wheeled car, and the like, and can be used in a truck, a passenger car, and the like, and further, can be used outside of a car. That is, the processing can be used in various transport devices, mobile robots, and the like that are provided with a running device. In any case, the processing is preferably performed in a manner that can maintain the stationary state of the vehicle (including a transport device, a mobile robot, and the like) or in a manner that does not disturb the behavior of the vehicle while running. Therefore, in the embodiment, by adjusting the brake force of each wheel, the processing can be performed in any wheel while maintaining the brake force intended by the driver or the master ECU (comprehensive control device 35).

[0103] That is, as described above, the processing in one wheel can be performed in the 0 thrust state, in the boost state, or in the reduction state. However, since the processing drives the brake motor 4 by one system and measures the induced voltage by one system, there is a concern that the brake force command, the boost speed, the reduction speed, or the thrust will be insufficient or excessive. Therefore, in the embodiment, the thrust deficiency, the boost speed deficiency, or the reduction speed deficiency caused by performing the processing in one wheel is compensated for by the increase or decrease in the brake force of the other wheels.

[0104] First, running is described. Here, for simplicity, straight running in which the running road is flat and not inclined and in which no steering is performed is assumed. In a case where a brake force command from the driver or an automatic driving system, a brake force command based on an emergency avoidance brake, or the like is input, the brake force of each wheel is adjusted in a manner that does not disturb the behavior of the vehicle while satisfying the brake force command. Thereby, even if the processing is performed in any wheel, the brake force can be imparted while ensuring the stability of the vehicle.

[0105] For example, in a manner that does not generate a yaw moment in the vehicle, the same brake force is applied to either the front wheels or the rear wheels. In addition, the brake wheels in which the FR and RL wheels, the FL and RR wheels, or the like do not generate a yaw moment are selected to generate the brake force in a manner that the same brake force is applied to the left and right wheels. Thereby, even if the wheel in which the processing is performed does not generate the expected brake force, the wheels can be stably braked without disturbing the behavior of the vehicle.

[0106] In a case where the friction coefficient of the road surface differs in each wheel or the characteristics (Cp characteristics or the like) of the tires are unclear, feedback control of the brake force is performed in a manner that the value of the yaw rate sensor or the like is 0. In addition, in a case where the friction coefficient of the road surface or the characteristics of the tires are known, the brake force in which the yaw moment is 0 is assigned in advance. The two can be combined.

[0107] Next, the parking is explained. Here, for simplicity, the vehicle is arranged along the slope in a manner that no lateral force is generated in the tire of the vehicle, and in addition, straight traveling without turning is assumed. Here, as the usual parking of the vehicle on which the electric brake device 2 is mounted, there are, for example, a case where the driving force acts on the vehicle due to the creep phenomenon, or a case where the terrain is inclined, and the like, and if the brake force is not always generated, the vehicle is caused to start unexpectedly. Therefore, in the parking, based on the inclination angle obtained by the acceleration sensor, the inclination sensor, or the like of the vehicle, the front and rear force applied to the vehicle is found from the traction force and the driving force generated by the gravity applied to the vehicle, and the total value of the brake force balancing therewith is found. In addition, the brake wheels of which the FR wheel and the RL wheel, the FL wheel and the RR wheel, or the like do not generate the yaw moment are selected, and the brake force is adjusted so as to be equal in the left and right wheels. By this, even if this processing is performed in any wheel, the stationary state of the vehicle can be maintained.

[0108] Thus, this processing can be performed regardless of the traveling or the stopping. Further, in the above explanation, in the case of the traveling, straight traveling without turning and without turning on the flat and non-inclined traveling road is assumed, and in the case of the parking, the vehicle is arranged along the slope in a manner that no lateral force is generated in the tire of the vehicle, and in addition, straight traveling without turning is assumed. However, it is not limited thereto, and this processing can be performed in the case where the traveling road is not flat, in the case where the inclination is generated, in the case where the turning is performed, in the case where the turning is performed, in the case where the lateral force is generated in the parking, and the like. In this case, when this processing is performed, the force generated in the tire, the force generated in the vehicle, the moment are calculated, and the balance of the brake force of each wheel (dynamics, statics) is calculated, whereby the brake force of each wheel is generated in a manner that the stationary state of the vehicle can be maintained or the behavior of the vehicle is not disturbed. In this case, the force generated in the tire, the force generated in the vehicle, the moment are calculated using any one or a plurality of information of the inclination sensor, the acceleration sensor, the yaw rate sensor, the vehicle speed sensor, the steering angle sensor (steering wheel angle sensor) mounted on the vehicle, the vehicle position, the posture obtained from the GPS, the terrain information of the three-dimensional map used in the automatic driving, the road surface information, the vehicle information (tire width, wheel base, center of gravity position, vehicle body mass, inertia moment, weight distribution of each wheel, and the like), the characteristics of the tire (Cp characteristics, and the like).

[0109] In summary, according to the embodiment, the electric brake device 2 includes a multiple-system motor control device 3. The electric brake device 2 drives a motor (brake motor 4) to press a brake member (brake pad 45) against a member to be braked (disc rotor D). The motor control device 3 includes a motor (brake motor 4), a plurality of motor drive circuits (first motor drive circuit 10, second motor drive circuit 20), a plurality of electronic control units (first electronic control unit 11, second electronic control unit 21), and a rotation angle sensor 30. The motor (brake motor 4) has a plurality of systems (first system, second system) of stator windings (windings U1, V1, W1, windings U2, V2, W2). The motor drive circuits (first motor drive circuit 10, second motor drive circuit 20) can independently energize the respective systems (first system, second system) of the stator windings (windings U1, V1, W1, windings U2, V2, W2) of the motor (brake motor 4). The electronic control units (first electronic control unit 11, second electronic control unit 21) control the energization states of the motor drive circuits (first motor drive circuit 10, second motor drive circuit 20). The rotation angle sensor 30 detects the rotation angle of a rotating member (rotor 6) of the motor (brake motor 4).

[0110] In addition, the motor control device 3 includes a measurement unit (first measurement unit 63, second measurement unit 64) that measures an induced voltage generated in the stator windings (windings U1, V1, W1, windings U2, V2, W2) of the motor (brake motor 4). The electronic control units (first electronic control unit 11, second electronic control unit 21) drive the rotating member (rotor 6) by energizing the stator windings (windings U1, V1, W1 or windings U2, V2, W2) of at least one system, thereby generating an induced voltage in the stator windings (windings U2, V2, W2 or windings U1, V1, W1) of the other system. At this time, the electronic control units (first electronic control unit 11, second electronic control unit 21) calculate the deviation (offset error) of the origin of the rotation angle sensor 30 from the electrical angle origin (magnetic pole position origin) based on the induced voltage waveform measured by the measurement unit (second measurement unit 64 or first measurement unit 63). In addition, the electronic control units (first electronic control unit 11, second electronic control unit 21) correct the origin of the rotation angle sensor 30 based on the calculated deviation. That is, the electronic control units (first electronic control unit 11, second electronic control unit 21) correct the origin of the rotation angle sensor 30 based on the induced voltage waveform measured by the measurement unit (second measurement unit 64 or first measurement unit 63).

[0111] More specifically, as Figure 3 and Figure 11As shown, the first electronic control unit 11 energizes the stator windings (windings U1, V1, W1) of the first system, driving the rotating component (rotor 6), thereby generating an induced voltage in the stator windings (windings U2, V2, W2) of the second system. Then, the second electronic control unit 21 calculates the deviation (offset error) between the origin of the rotation angle sensor 30 and the electrical angle origin (magnetic pole position origin) based on the induced voltage waveform measured by the second measurement unit 64 at this time. Furthermore, the electronic control unit 21 corrects the origin of the rotation angle sensor 30 based on the induced voltage waveform measured by the second measurement unit 64 at this time. Additionally, as... Figure 12 As shown, the second electronic control unit 21 drives the rotating component (rotor 6) by energizing the stator windings (windings U2, V2, W2) of the second system, thereby generating an induced voltage in the stator windings (windings U1, V1, W1) of the first system. Then, the first electronic control unit 11 calculates the deviation (offset error) between the origin of the rotation angle sensor 30 and the electrical angle origin (magnetic pole position origin) based on the induced voltage waveform measured by the first measurement unit 63 at this time. In addition, the first electronic control unit 11 corrects the origin of the rotation angle sensor 30 based on the induced voltage waveform measured by the first measurement unit 63 at this time.

[0112] The rotating component (rotor 6) used for origin correction of the rotation angle sensor 30 is driven by energizing the system that was not energized to the stator windings (windings U1, V1, W1, U2, V2, W2) during the previous drive. That is, when driving the rotating component (rotor 6) for origin correction of the rotation angle sensor 30, for example, if the stator windings (windings U1, V1, W1) of the first system were energized last time, the stator windings (windings U2, V2, W2) of the second system are energized this time. Similarly, when driving the rotating component (rotor 6) for origin correction of the rotation angle sensor 30, for example, if the stator windings (windings U2, V2, W2) of the second system were energized last time, the stator windings (windings U1, V1, W1) of the first system are energized this time.

[0113] In addition, such as Figure 15 As shown, when the stator windings (windings U1, V1, W1 or windings U2, V2, W2) of at least one system are energized to drive the rotating member (rotor 6), the rotating member (rotor 6) is rotated at multiple different rotational speeds (e.g., 1000 rpm, 2000 rpm), and the origin of the rotation angle sensor 30 is corrected based on the induced voltage waveform at this time. Additionally, as... Figure 14As shown, while energizing the stator windings (winding U1, V1, W1 or winding U2, V2, W2) of at least one system to drive the rotating member (rotor 6), the forward rotation and the reverse rotation of the rotating member (rotor 6) can also be performed, and the origin of the rotation angle sensor 30 is corrected based on the induced voltage waveform at that time. That is, the rotating member (rotor 6) can be rotated at a plurality of different rotation speeds, and the forward rotation and the reverse rotation of the rotating member (rotor 6) can be performed. In addition, the forward rotation and the reverse rotation of the rotating member (rotor 6) can be performed at a plurality of different rotation speeds.

[0114] In addition, the motor control device 3 (more specifically, the first motor drive circuit 10, the second motor drive circuit 20) is provided with an off switch (first off switch 15, second off switch 25) and a phase off switch (first phase off switch 19, second phase off switch 29). The off switch (first off switch 15, second off switch 25) cuts off the power supply between the power supply (first power supply 31, second power supply 32) and the three-phase bridge circuit (first inverter circuit 12A, second inverter circuit 22A) of the motor drive circuit (first motor drive circuit 10, second motor drive circuit 20). The phase off switch (first phase off switch 19, second phase off switch 29) separates and cuts off the three-phase bridge circuit (first inverter circuit 12A, second inverter circuit 22A) of the motor drive circuit (first motor drive circuit 10, second motor drive circuit 20) from the stator windings (winding U1, V1, W1, winding U2, V2, W2).

[0115] The phase off switch (first phase off switch 19, second phase off switch 29) is composed of, for example, a switching element including a transistor such as a field effect transistor (FET). The first phase off switch 19 connects the drain terminal to the three-phase bridge circuit (first inverter circuit 12A) of the first motor drive circuit 10, and connects the source terminal to the stator windings (winding U1, V1, W1) of the brake motor 4. The second phase off switch 29 connects the drain terminal to the three-phase bridge circuit (second inverter circuit 22A) of the second motor drive circuit 20, and connects the source terminal to the stator windings (winding U2, V2, W2) of the brake motor 4.

[0116] The electronic control unit (first electronic control unit 11 or second electronic control unit 21) measures the induced voltage when the stator winding (winding U1, V1, W1 or winding U2, V2, W2) is energized, in a state where the shut-off switch (first shut-off switch 15 or second shut-off switch 25) is set to the energized state (ON), the phase shut-off switch (first phase shut-off switch 19 or second phase shut-off switch 29) is set to the shut-off state (OFF), and the three-phase bridge circuit (first inverter circuit 12A or second inverter circuit 22A) is set to the shut-off state (OFF). The shut-off state (OFF) of the phase shut-off switch (first phase shut-off switch 19 or second phase shut-off switch 29) is a state that allows energization from the stator winding (winding U1, V1, W1, winding U2, V2, W2) of the brake motor 4 to the three-phase bridge circuit (first inverter circuit 12A, second inverter circuit 22A) of the motor drive circuit (first motor drive circuit 10, second motor drive circuit 20) through the parasitic diode.

[0117] That is, Figure 12 indicates a case where the stator winding (winding U2, V2, W2) of the second system is energized by the second electronic control unit 21, and the induced voltage is generated in the stator winding (winding U1, V1, W1) of the first system. In this case, the first electronic control unit 11 measures the induced voltage by the first measurement unit 63 in a state where the first shut-off switch 15 is set to the energized state (ON), the first phase shut-off switch 19 is set to the shut-off state (OFF), and the first inverter circuit 12A of the first motor drive circuit 10 is set to the shut-off state (OFF). In addition, Figure 11 indicates a case where the stator winding (winding U1, V1, W1) of the first system is energized by the first electronic control unit 11, and the induced voltage is generated in the stator winding (winding U2, V2, W2) of the second system. In this case, the second electronic control unit 21 measures the induced voltage by the second measurement unit 64 in a state where the second shut-off switch 25 is set to the energized state (ON), the second phase shut-off switch 29 is set to the shut-off state (OFF), and the second inverter circuit 22A of the second motor drive circuit 20 is set to the shut-off state (OFF).

[0118] In addition, the electronic control unit (first electronic control unit 11 or second electronic control unit 21) notifies of an abnormality of the rotational angle sensor when a correction value at the time of correcting the origin of the rotational angle sensor 30 based on the induced voltage waveform deviates by a certain amount or more from a past correction value or a prescribed error range. The "deviation by a certain amount or more" is set in advance as a threshold value (determination value) by which it is determined that the rotational angle sensor 30 is abnormal. In addition, the electronic control unit (first electronic control unit 11 or second electronic control unit 21) compares an estimated rotational speed calculated from the induced voltage waveform with a rotational speed calculated from the rotational angle signal of the rotational angle sensor 30, and notifies of an abnormality of the rotational angle sensor when there is a deviation by a certain amount or more between these estimated rotational speeds and the rotational speed based on the rotational angle signal. The "deviation by a certain amount or more" is set in advance as a threshold value (determination value) by which it is determined that the rotational angle sensor 30 is abnormal. In either case, the electronic control unit (first electronic control unit 11 or second electronic control unit 21) notifies of an abnormality of the rotational angle sensor to, for example, the main ECU (integrated control device 35). The main ECU (integrated control device 35) performs control required for reporting of an abnormality to the driver and the like and for continuation or suspension of travel of the vehicle based on the notification of an abnormality of the rotational angle sensor from the electronic control unit (first electronic control unit 11 or second electronic control unit 21).

[0119] In addition, the electronic control unit (first electronic control unit 11 or second electronic control unit 21) corrects the origin of the rotational angle sensor 30 in a clearance region in which the braking member (brake pad 45) is not in contact with the member to be braked (disc rotor D). Furthermore, the electronic control unit (first electronic control unit 11 or second electronic control unit 21) can correct the origin of the rotational angle sensor 30 in a boost or a reduction in force when the braking member (brake pad 45) is pressed toward the member to be braked (disc rotor D). In the embodiment, the electric brake device 2 is mounted on each wheel of a vehicle having a plurality of wheels, and constitutes a brake system 1 that is independently controllable by each wheel. The electronic control unit (first electronic control unit 11 or second electronic control unit 21) or the main ECU (integrated control device 35) corrects the origin of the rotational angle sensor 30 by the electric brake device 2 of at least one wheel, and adjusts the braking force of each wheel by the electric brake device 2 of the other wheels, to achieve a braking force required by the driver or the vehicle system.

[0120] Thus, according to the embodiment, as Figure 3 and Figure 11As shown, the stator windings (windings U1, V1, W1) of the first system are energized to drive the rotor 6 of the brake motor 4, whereby an induced voltage is generated through the stator windings (windings U2, V2, W2) of the second system. Based on the induced voltage waveform measured by the second measurement unit 64, the origin of the rotational angle sensor 30 is corrected. Also, as shown, the stator windings (windings U2, V2, W2) of the second system are energized to drive the rotor 6 of the brake motor 4, whereby an induced voltage is generated through the stator windings (windings U1, V1, W1) of the first system. Based on the induced voltage waveform measured by the first measurement unit 63, the origin of the rotational angle sensor 30 is corrected. Figure 12

[0121] Thus, by comparing the induced voltage waveforms measured by the measurement units 63, 64 with the sensor signal of the rotational angle sensor 30, the deviation of the electrical angle origin (magnetic pole position origin) from the origin of the rotational angle sensor 30 can be calculated, and this deviation is used as a correction value to correct the origin of the rotational angle sensor 30. Thus, the deviation of the origin of the rotational angle sensor 30 can be calculated based on the induced voltage waveform that depends only on the rotational speed of the rotor 6, and the origin of the rotational angle sensor 30 can be corrected based on this calculated deviation. Therefore, the origin of the rotational angle sensor 30 can be corrected with high precision without being easily affected by the disturbance torque of the cogging torque, torque ripple, frictional torque of the mechanism (e.g., the reduction mechanism 46, bearings) connected to the rotor 6 of the brake motor 4, etc. of the brake motor 4. That is, since the correction of the rotational angle sensor origin is based on the induced voltage waveform, the brake motor 4 can be controlled according to the correct current phase after correction without being easily affected by the disturbance torque. Also, the origin correction of the rotational angle sensor 30 can be performed by the motor control device 3 alone.

[0122] According to the embodiment, the driving of the rotor 6 for the origin correction of the rotational angle sensor 30 is performed by energizing the stator windings (windings U1, V1, W1 or windings U2, V2, W2) of the system that was not energized at the time of the previous driving. Thus, by switching the roles of the generation (energization) and measurement of the induced voltage among the plurality of systems, the origin of the rotational angle sensor 30 can be corrected in all of the systems.

[0123] According to the embodiment, as shown in FIG. 6, the origin of the rotational angle sensor 30 is corrected by energizing the stator windings (windings U1, V1, W1) of the first system to drive the rotor 6 of the brake motor 4, whereby an induced voltage is generated through the stator windings (windings U2, V2, W2) of the second system. Based on the induced voltage waveform measured by the second measurement unit 64, the origin of the rotational angle sensor 30 is corrected. Figure 15 ​As shown, the rotor 6 is rotated at a plurality of different rotational speeds when the stator windings (winding U1, V1, W1 or winding U2, V2, W2) are energized to drive the rotor 6, and the origin of the rotational angle sensor 30 is corrected based on the induced voltage waveform at that time. Therefore, by measuring the induced voltage at a plurality of rotational speeds, it is possible to remove the deviation of the measurement timing of the measurement units 63, 64 and the acquisition of the signal of the rotational angle sensor 30. Thus, it is possible to improve the accuracy of the origin correction of the rotational angle sensor 30.

[0124] According to the embodiment, as shown, the forward rotation and the reverse rotation of the rotor 6 are performed at a plurality of different rotational speeds. Therefore, by measuring the induced voltage in the forward rotation and the reverse rotation, it is possible to remove the deviation of the measurement timing of the measurement units 63, 64 and the acquisition of the signal of the rotational angle sensor 30. Thus, from this aspect, it is also possible to improve the accuracy of the origin correction of the rotational angle sensor 30. Figure 14

[0125] According to the embodiment, when the stator windings (winding U1, V1, W1 or winding U2, V2, W2) generate an induced voltage, the induced voltage is measured in a state where the off switch (first off switch 15 or second off switch 25) is set to an energized state (ON), the phase off switch (first phase off switch 19 or second phase off switch 29) is set to an off state (OFF), and the three-phase bridge circuit (first inverter circuit 12A or second inverter circuit 22A) is set to an off state (OFF). Therefore, it is possible to perform the measurement of the induced voltage using the existing circuit structure. That is, by only adding the measurement units 63, 64 which become the induced voltage measurement circuit, it is possible to perform the measurement of the induced voltage. Thus, it is possible to reduce the additional cost.

[0126] According to the embodiment, in a case where the correction value at the time of correcting the origin of the rotational angle sensor 30 deviates (differs) by a certain amount or more compared to the past correction value or a prescribed error range, the rotational angle sensor is notified of an abnormality. Therefore, it is possible to notify the rotational angle sensor of an abnormality based on the correction value at the time of correcting the origin of the rotational angle sensor 30. Furthermore, since it is possible to perform necessary maintenance according to the notification, it is possible to improve the maintainability.

[0127] ​According to the embodiment, the rotation angle sensor abnormality is notified in a case where the estimated rotation speed calculated from the induced voltage waveform and the rotation speed calculated from the rotation angle signal of the rotation angle sensor 30 deviate by a certain degree or more. Therefore, the rotation angle sensor abnormality can be determined with high precision based on the estimated rotation speed calculated from the induced voltage waveform and the rotation speed calculated from the rotation angle signal of the rotation angle sensor 30. In addition, since the rotation angle sensor abnormality can be notified, necessary maintenance can be performed based on the notification, and the maintainability can be improved.

[0128] According to the embodiment, the motor control device 3 is provided to the electric brake device 2 that presses the brake pad 45 toward the disc rotor D. Thereby, the origin of the rotation angle sensor 30 can be corrected with high precision, and thereby, the maximum value of the thrust force that the electric brake device 2 can generate, the response performance can be improved. Moreover, in a case where the electric brake device 2 is divided into two by the "components related to the application of the brake force (the brake motor 4, the rotation angle sensor 30, the brake mechanism 41)" and the "components related to the control (the motor control unit 9)" (mechanical-electrical division), even if the components related to the application of the brake force (the brake motor 4, the rotation angle sensor 30, the brake mechanism 41) are replaced, the origin of the rotation angle sensor 30 can be corrected with high precision on the side of the components related to the control (the motor control unit 9) that is not replaced. In addition, on the contrary, even if the components related to the control (the motor control unit 9) are replaced, the origin of the rotation angle sensor 30 on the side of the components related to the application of the brake force (the brake motor 4, the rotation angle sensor 30, the brake mechanism 41) that is not replaced can be corrected with high precision. Thereby, only one of the "components related to the application of the brake force (the brake motor 4, the rotation angle sensor 30, the brake mechanism 41)" and the "components related to the control (the motor control unit 9)" can be replaced.

[0129] According to the embodiment, the origin of the rotation angle sensor 30 is corrected in a gap region where the brake pad 45 and the disc rotor D do not contact. Therefore, the origin correction of the rotation angle sensor 30 can be performed without affecting the operation of the brake mechanism 41. In other words, the origin correction of the rotation angle sensor 30 does not require the brake mechanism 41 to be disassembled, and the rotation angle sensor origin can be corrected at any time. Thereby, the sensor drift caused by the ambient temperature and / or the change over time can be corrected. As a result, the performance of the electric brake device 2 can be suppressed from being reduced.

[0130] According to the embodiment, the origin of the rotation angle sensor 30 is corrected in the boost or the reduction when the brake pad 45 is pressed toward the disc rotor D. Therefore, the origin correction of the rotation angle sensor 30 can be performed in the braking based on the pressing of the brake pad 45 (in the boost or the reduction). That is, the frequency of the origin correction of the rotation angle sensor 30 can be increased. Thereby, the sensor drift caused by the ambient temperature and / or the change over years can be corrected. As a result, the performance reduction of the electric brake device 2 can be suppressed.

[0131] According to the embodiment, the origin of the rotation angle sensor 30 is corrected by the electric brake device 2 of at least one wheel, and the braking force of each wheel is adjusted so that the braking force required by the driver or the vehicle system is achieved by the electric brake device 2 of the other wheel. Therefore, the origin of the rotation angle sensor 30 can be corrected in the running or the parking. Thereby, the sensor drift caused by the ambient temperature and / or the change over years can be corrected. As a result, the performance reduction of the electric brake device 2 can be suppressed.

[0132] Further, in the embodiment, the case where the double system (two systems) provided with the first electronic control unit 11 (main system) and the second electronic control unit 21 (sub system) is exemplified. However, it is not limited thereto, and for example, it can be used for a triple system (three systems), a quadruple system (four systems), or the like, a plurality of systems (a plurality of systems) of two or more systems. In addition, in the embodiment, the rotation angle sensor 30 is provided one, but a plurality of rotation angle sensors 30 can be provided. For example, the rotation angle sensor can be provided for each system. In other words, one rotation sensor can be used in one system, or one rotation sensor can be shared in two or more systems.

[0133] In the embodiment, the case where the brake motor 4 of the electric brake device 2 that applies a braking force to the vehicle is exemplified as the motor driven by the first motor drive circuit 10 and the second motor drive circuit 20. However, it is not limited thereto, and as the motor driven by the first motor drive circuit and the second motor drive circuit, for example, a steering motor that controls (drives) a steering actuator of the vehicle can be exemplified. That is, the motor driven by the first motor drive circuit and the second motor drive circuit can be provided as various motors (motors in which redundancy needs to be ensured) mounted on the vehicle, such as a brake motor, a steering motor, and the like. In this case, for example, a motor in which a redundant structure is required, such as a water pump, an oil pump, a traveling motor, and the like, that needs to be controlled in the remaining single system in the case where a single system function fails can be provided. In addition, the motor driven by the first motor drive circuit and the second motor drive circuit is not limited to a motor mounted on the vehicle, and can be provided as a motor mounted on various mechanical devices other than the vehicle. In other words, the motor control device of the embodiment can be widely applied as various motor control devices that can continue control of the motor in the remaining single system in the case where a single system function fails (single-fault operation can be performed).

[0134] In the embodiment, the case where the controller of the vehicle (vehicle controller) is provided as the integrated control device 35 (integrated ECU, central ECU) that determines vehicle motion control for moving the vehicle with respect to a target trajectory obtained from an automatic driving control device (automatic driving ECU) is exemplified. However, it is not limited thereto, and as the controller of the vehicle (vehicle controller), for example, a control device other than the integrated control device 35, that is, a higher-level control device, such as a steering control device, a suspension control device, and the like can be exemplified. As the controller of the vehicle (vehicle controller), various control devices (ECUs) mounted on the vehicle can be used.

[0135] In the embodiment, the motor control device 3 is described as being configured to include the motor. That is, in the embodiment, the motor control device 3 is configured as a "motor device" that includes the brake motor 4, the motor control unit 9 (the motor drive circuits 10, 20, the electronic control portion 11, 21), and the rotation angle sensor 30. In contrast, the motor control device 3 can also be configured not to include the motor. That is, the motor control device can also be configured as a structure that includes the motor control unit (the motor drive circuit, the electronic control portion) and the rotation angle sensor. In this case, the "motor device" can be configured of the motor control device and the motor. In other words, the motor control device can be configured as a structure that includes the motor or as a structure that does not include the motor. In the case where the motor control device includes the motor, the "motor control device" corresponds to the "motor device", and in the case where the motor control device does not include the motor, the "motor control device and the motor" correspond to the "motor device".

[0136] According to the above-described embodiment, the electronic control portion corrects the origin of the rotation angle sensor based on the induced voltage waveform measured by the measurement unit by energizing the stator windings of at least one system and driving the rotor, thereby generating an induced voltage in the stator windings of the other systems. Thus, by comparing the induced voltage waveform measured by the measurement unit and the sensor signal of the rotation angle sensor, the deviation of the electrical angle origin (magnetic pole position origin) from the origin of the rotation angle sensor can be calculated, and the origin of the rotation angle sensor can be corrected using this deviation as a correction value. As a result, the deviation of the origin of the rotation angle sensor can be calculated based on the induced voltage waveform that depends on the rotational speed of the rotor, and the origin of the rotation angle sensor can be corrected based on this calculated deviation. Therefore, the origin of the rotation angle sensor can be corrected with high precision without being affected by the disturbance torque such as the cogging torque of the motor, the torque ripple, the friction torque of the mechanism (e.g., a speed reducer, a bearing) connected to the rotor of the motor, and the like. Moreover, the origin correction of the rotation angle sensor can be performed by the motor control device alone.

[0137] According to the embodiment, the driving of the rotor for the origin correction of the rotation angle sensor is performed by energizing the system for which energization to the stator windings was not performed at the time of the previous driving. Thus, by switching the roles of the generation (energization) of the induced voltage and the measurement among the plurality of systems, the origin of the rotation angle sensor can be corrected in all of the systems.

[0138] According to the embodiment, the rotating member is rotated at a plurality of different rotational speeds while energizing the stator winding of the at least one system to drive the rotating member, and the origin of the rotational angle sensor is corrected based on the induced voltage waveform at that time. Therefore, by measuring the induced voltage at a plurality of rotational speeds, it is possible to remove the deviation of the measurement timing of the measurement unit and the acquisition timing of the signal of the rotational angle sensor. Thus, it is possible to improve the accuracy of the origin correction of the rotational angle sensor.

[0139] According to the embodiment, the rotating member is rotated at a plurality of different rotational speeds while energizing the stator winding of the at least one system to drive the rotating member, and the origin of the rotational angle sensor is corrected based on the induced voltage waveform at that time. Therefore, by measuring the induced voltage at a plurality of rotational speeds, it is possible to remove the deviation of the measurement timing of the measurement unit and the acquisition timing of the signal of the rotational angle sensor. Thus, it is possible to improve the accuracy of the origin correction of the rotational angle sensor.

[0140] According to the embodiment, the induced voltage is measured in a state where the on-off switch is set to the energization state (ON), the phase cut-off switch is set to the cut-off state (OFF), and the three-phase bridge circuit of the motor drive circuit is set to the cut-off state (OFF) when the induced voltage is generated in the stator winding. Therefore, it is possible to measure the induced voltage using the existing circuit structure. That is, it is possible to measure the induced voltage only by adding the measurement unit (induced voltage measurement circuit). Thus, it is possible to reduce the additional cost.

[0141] According to the embodiment, the rotational angle sensor is notified of abnormality when the correction value at the time of correcting the origin of the rotational angle sensor deviates (differs) from the past correction value or a predetermined error range by a certain amount or more. Therefore, it is possible to notify the rotational angle sensor of abnormality based on the correction value at the time of correcting the origin of the rotational angle sensor. Further, since it is possible to perform necessary maintenance based on the notification, it is possible to improve the maintainability.

[0142] According to the embodiment, the rotational angle sensor is notified of abnormality when the estimated rotational speed calculated from the induced voltage waveform deviates (differs) from the rotational speed calculated from the rotational angle signal of the rotational angle sensor by a certain amount or more. Therefore, it is possible to accurately determine the abnormality of the rotational angle sensor based on the estimated rotational speed calculated from the induced voltage waveform and the rotational speed calculated from the rotational angle signal of the rotational angle sensor. In addition, since it is possible to notify the rotational angle sensor of abnormality, it is possible to perform necessary maintenance based on the notification, and it is possible to improve the maintainability.

[0143] According to the embodiment, the motor control device is provided to the electric brake device that presses the brake member toward the braked member. Thereby, the origin of the rotation angle sensor can be corrected with high precision, and thus, the maximum value of the force that the electric brake device can generate, the response performance can be improved. Also, in the case where the electric brake device is structured in a mechanical-electrical separation (mechanical-electrical separation) by "a member related to the application of the brake force (motor, rotation angle sensor, mechanical mechanism)" and "a member related to the control (microcomputer, inverter)", even if the member related to the application of the brake force (motor, rotation angle sensor, mechanical mechanism) is replaced, the origin of the rotation angle sensor can be corrected with high precision on the side of the member not related to the control (microcomputer, inverter). Also, on the contrary, even if the member related to the control (microcomputer, inverter) is replaced, the origin of the rotation angle sensor on the side of the member not related to the application of the brake force (motor, rotation angle sensor, mechanical mechanism) can be corrected with high precision. Therefore, only one of the "member related to the application of the brake force (motor, rotation angle sensor, mechanical mechanism)" and the "member related to the control (microcomputer, inverter)" can be replaced.

[0144] According to the embodiment, the origin of the rotation angle sensor is corrected in a gap region where the brake member and the braked member are not in contact. Therefore, the origin correction of the rotation angle sensor can be performed without affecting the operation of the brake mechanism. In other words, the origin correction of the rotation angle sensor does not require disassembly of the brake mechanism, and the rotation angle sensor origin can be corrected at any time. Thereby, the sensor drift caused by the ambient temperature and / or the change over time can be corrected. As a result, the performance of the electric brake device can be inhibited from being reduced.

[0145] According to the embodiment, the origin of the rotation angle sensor is corrected in the force increase or the force decrease when the brake member is pressed toward the braked member. Therefore, the origin correction of the rotation angle sensor can be performed in the braking based on the pressing of the brake member (in the force increase or the force decrease). That is, the frequency of the origin correction of the rotation angle sensor can be increased. Thereby, the sensor drift caused by the ambient temperature and / or the change over time can be corrected. As a result, the performance of the electric brake device can be inhibited from being reduced.

[0146] According to the embodiment, the origin of the rotation angle sensor is corrected by at least one of the electric brake devices, and the brake force of each wheel is adjusted so that the brake force required by the driver or the vehicle system is achieved by the electric brake devices of the other wheels. Therefore, the origin of the rotation angle sensor can be corrected during driving or during parking. Thereby, the sensor drift caused by the ambient temperature and / or the change over time can be corrected. As a result, the performance of the electric brake device can be inhibited from being reduced.

[0147] Furthermore, the present application is not limited to the above-described embodiments, and includes various modifications. For example, the above-described embodiments are described in detail in order to easily understand the present application, and are not limited to necessarily having all the structures described. In addition, a part of the structure of one embodiment can be replaced with the structure of another embodiment, and in addition, the structure of another embodiment can be added to the structure of one embodiment. In addition, to a part of the structure of each embodiment, addition, deletion, and replacement of other structures can be performed.

[0148] This application claims priority based on Japanese Patent Application No. 2023-114495 filed on July 12, 2023. The entire disclosure of Japanese Patent Application No. 2023-114495 filed on July 12, 2023, including the specification, claims, drawings, and abstract, is incorporated herein by reference in its entirety.

[0149] Explanation of Reference Signs

[0150] 1 braking system; 2 electric brake device; 4 brake motor (motor); 6 rotor (rotating member); 7 first winding set (stator winding); 8 second winding set (stator winding); 10 first motor drive circuit (motor drive circuit); 11 first electronic control unit (electronic control unit); 12A first inverter circuit (three-phase bridge circuit); 15 first shutdown switch (shutdown switch); 19 first phase cutoff switch (phase cutoff switch); 20 second motor drive circuit (motor drive circuit); 21 second electronic control unit (electronic control unit); 22A second inverter circuit (three-phase bridge circuit); 25 second shutdown switch (shutdown switch); 29 second phase cutoff switch (phase cutoff switch); 30 rotation angle sensor; 31 first power supply (power supply); 32 second power supply (power supply); 45 brake pad (braking member); 63 first measurement unit (measurement unit); 64 second measurement unit (measurement unit); D disc rotor (member to be braked).

Claims

1. A motor control device, comprising: Multiple motor drive circuits are capable of independently energizing each system of the stator winding of a motor with multiple stator winding systems. The electronic control unit controls the power-on state of the motor drive circuit; A rotation angle sensor detects the rotation angle of the rotating parts of the motor; as well as The measuring unit measures the induced voltage generated in the stator windings of the motor. The electronic control unit drives the rotating component by energizing the stator windings of at least one system, thereby generating induced voltages through the stator windings of other systems. The electronic control unit calibrates the origin of the rotation angle sensor based on the waveform of the induced voltage measured by the measuring unit.

2. The motor control device according to claim 1, wherein, The electronic control unit drives the rotating component for origin correction of the rotation angle sensor by energizing the stator windings of the system, which were not energized during the previous drive.

3. The motor control device according to claim 1, wherein, When the electronic control unit energizes the stator windings of at least one system to drive the rotating member, it drives the rotating member at multiple different rotational speeds and corrects the origin of the rotation angle sensor based on the waveform of the induced voltage at this time.

4. The motor control device according to claim 3, wherein, The electronic control unit rotates the rotating component forward and backward at the multiple different rotational speeds.

5. The motor control device according to claim 1, wherein, It also has: Turn off the switch to cut off the power supply between the power source and the three-phase bridge circuit of the motor drive circuit; and The phase disconnection switch separates and disconnects the three-phase bridge circuit from the stator winding. When the electronic control unit induces a voltage in the stator winding, it acquires the induced voltage measured by the measuring unit while the shut-off switch is in the energized state, the phase cut-off switch is in the cut-off state, and the three-phase bridge circuit is in the open state.

6. The motor control device according to claim 1, wherein, When the electronic control unit calibrates the origin of the rotation angle sensor based on the waveform of the induced voltage and the calibration value deviates from the past calibration value or the specified error range by a certain amount, it notifies the rotation angle sensor of an abnormality.

7. The motor control device according to claim 1, wherein, If the estimated rotational speed calculated based on the waveform of the induced voltage deviates by a certain amount from the rotational speed calculated based on the rotational angle signal from the rotational angle sensor, the electronic control unit notifies the rotational angle sensor of an abnormality.

8. An electric braking device comprising a motor control device, the motor control device including: multiple motor drive circuits capable of independently energizing each system of the stator windings of a motor having multiple stator winding systems; an electronic control unit controlling the energizing state of the motor drive circuits; and a rotation angle sensor detecting the rotation angle of the rotating component of the motor, wherein the electric braking device drives the motor to press a braking component toward a braked component. The motor control device includes a measuring unit that measures the induced voltage generated in the stator windings of the motor. The electronic control unit drives the rotating component by energizing the stator windings of at least one system, thereby generating induced voltages through the stator windings of other systems. The electronic control unit calibrates the origin of the rotation angle sensor based on the waveform of the induced voltage measured by the measuring unit.

9. The electric braking device according to claim 8, wherein, The electronic control unit calibrates the origin of the rotation angle sensor in the gap region where the braking component and the braked component are not in contact.

10. The electric braking device according to claim 8, wherein, The electronic control unit corrects the origin of the rotation angle sensor during the increase or decrease of force when the braking component is pressed toward the braked component.

11. The electric braking device according to claim 8, wherein, The electric braking device constitutes a braking system, which is mounted on each wheel of a vehicle with multiple wheels, and the braking system can be controlled independently. The electronic control unit calibrates the origin of the rotation angle sensor through an electric braking device on at least one wheel. The electric braking device adjusts the braking force of each wheel so that the braking force required by the driver or vehicle system can be achieved through the electric braking devices of the other wheels.

12. A motor control device, comprising: Multiple motor drive circuits are capable of independently energizing each system of the stator winding of a motor with multiple stator winding systems. The electronic control unit controls the power-on state of the motor drive circuit; A rotation angle sensor detects the rotation angle of the rotating parts of the motor; as well as The measuring unit measures the induced voltage generated in the stator windings of the motor. The electronic control unit drives the rotating component by energizing the stator windings of at least one system, thereby generating induced voltages through the stator windings of other systems. The electronic control unit calibrates the origin of the rotation angle sensor based on the waveform of the induced voltage measured by the measuring unit.

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