CN103963837B - The control setup of apparatus for rear wheel steering - Google Patents
The control setup of apparatus for rear wheel steering Download PDFInfo
- Publication number
- CN103963837B CN103963837B CN201410148058.0A CN201410148058A CN103963837B CN 103963837 B CN103963837 B CN 103963837B CN 201410148058 A CN201410148058 A CN 201410148058A CN 103963837 B CN103963837 B CN 103963837B
- Authority
- CN
- China
- Prior art keywords
- steering
- corner
- unit
- actual rotational
- rear wheel
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Landscapes
- Steering Control In Accordance With Driving Conditions (AREA)
Abstract
The invention provides the control setup of apparatus for rear wheel steering.The consumption of electricity accumulating unit is effectively suppressed while the usefulness maintaining apparatus for rear wheel steering as much as possible.Have ARS actr (400) and ARS actuating device (500) as in the vehicle (10) of apparatus for rear wheel steering, ECU (100) performs ARS power-saving control.In this control, when trailing wheel corner δ r is greater than benchmark corner δ rth, the corner deviation delta δ r of the difference as target rear wheel corner δ rtg and trailing wheel corner δ r is greater than datum drift Δ δ rth and continuation time Tlst as the time that this state continues has exceeded a reference value Tlstth as condition, cuts off the electric power supply to ARS actr (400).
Description
The divisional application that this divisional application is application number is 200980161399.9, the applying date is the application for a patent for invention on September 11st, 2009, the denomination of invention of this application for a patent for invention is " control setup of apparatus for rear wheel steering ".
Technical field
The present invention relates to the technical field of the control setup of the apparatus for rear wheel steering controlling the various apparatus for rear wheel steerings such as such as ARS (ActiveRearSteering, trailing wheel active front steering system).
Background technology
There has been proposed the apparatus for rear wheel steering (such as, referenced patent document 1) preventing the propulsive effort from rear wheel-side from transmitting.According to the disclosed apparatus for rear wheel steering for vehicle of patent documentation 1, by configuring from actr to the power transfer path of trailing wheel transmission of drive force the propulsive effort transmission but the worm-and-wheel gear stoping rightabout propulsive effort to transmit and non-reversible clutch mechanism that allow from actr side direction rear wheel-side, can reliably prevent the corner of trailing wheel from changing.
In addition, in the technical field different from apparatus for rear wheel steering, also proposed the electric power-assisted steering apparatus (such as, referenced patent document 2) carrying out reducing correction near corner end (rudderangleend) to the drive current of motor.
Patent documentation 1: Japanese documentation 2003-237614 publication;
Patent documentation 2: Japanese documentation 2007-269070 publication.
Summary of the invention
Invent problem to be solved
In vehicle, sometimes due to such as driving conditions change etc. and for turning to the physical load of trailing wheel to change.In angle range particularly near corner end, this physical load easily obviously becomes large.Physical load when controlling angle becomes in large such angle range, owing to applying impel the driver elements such as the such as actr of the steering effort of rear-axle steering to be increased by the load of demand to trailing wheel, the consumption of the various electricity accumulating unit such as battery to this actr supply electric power is therefore caused to become large.
Without any the record based on above-mentioned viewpoint in patent documentation 1, the consumption of this kind of electricity accumulating unit cannot be suppressed.In addition, no matter first whether the technology described in patent documentation 2 can be applied to apparatus for rear wheel steering, if be only reduce drive current near corner end as disclosed in Patent Document 2, the scope so can carrying out controlling angle will from initial range shorter, and the usefulness of the apparatus for rear wheel steering seldom had can significantly reduce.That is, in the prior art comprising the technology disclosed in above-mentioned patent documentation, the problem being difficult to the consumption suppressing electricity accumulating unit while the usefulness maintaining apparatus for rear wheel steering as much as possible is in practice deposited.
The present invention completes in view of the above problems, and its problem that will solve is to provide a kind of control setup that effectively can suppress the apparatus for rear wheel steering of the consumption of electricity accumulating unit while the usefulness maintaining apparatus for rear wheel steering as much as possible.
For the means of dealing with problems
In order to solve the problem, the feature of the first control device of the apparatus for rear wheel steering that the present invention relates to is, described apparatus for rear wheel steering comprises: steering effort providing unit, and described steering effort providing unit can provide according to the trailing wheel of "on" position to vehicle the steering effort impelling described rear-axle steering; And energising unit, described energising unit can control described "on" position; Described control setup comprises: target rotation angle setup unit, and described target rotation angle setup unit sets the target rotation angle of described trailing wheel; Actual rotational angle determining unit, described actual rotational angle determining unit determines the actual rotational angle of described trailing wheel; And energising control unit, described energising control unit controls described energising unit based on the target rotation angle of described setting and the deviation of the described actual rotational angle determined, be provided to make described steering effort, and when the described actual rotational angle determined is more than or equal to benchmark corner and described deviation is more than or equal to datum drift, control described energising unit, to make to be cut off the electric power supply of described steering effort providing unit.
The first control device of the apparatus for rear wheel steering that the present invention relates to is the device of the apparatus for rear wheel steering that the present invention controlling to comprise steering effort providing unit and energising unit relates to, such as can adopt one or more CPU (CentralProcessingUnit, central process unit), MPU (MicroProcessingUnit, microprocessor), various treater or various controller, or can suitably comprise ROM (ReadOnlyMemory, read-only memory (ROM)), RAM (RandomAccessMemory, random access memory), the various memory cell such as buffer memory or flash memory etc., single or multiple ECU (ElectronicControlledUnit, electronic control unit) etc. various processing unit, the mode of the various computer systems such as various controller or microcomputer device etc.
The steering effort providing unit that the present invention relates to such as by other, rotary power of rotating machine not to be transformed to the unit as a preferred mode such as reciprocating so-called Direct Action Type actr of axis direction directly or indirectly, and be the unit that at least can provide the steering effort impelling rear-axle steering according to "on" position.Here, " "on" position " refers to the details of the various step modes to steering effort providing unit, such as include without energising, the timing be energized, driving voltage, drive current, driving electric power or drive dutycycle etc., " "on" position " particularly should be energized unit controls in the present invention.Energising unit comprise such as be connected in the various mode such as physics, machinery, electric or magnetic with steering effort providing unit, suitably can comprise the single or multiple physics of wirning harness, cable, adaptor union, terminal, switch circuit, inverter circuit, relay circuit or pwm control circuit etc., machinery, electricity or the various unit of magnetic.
According to the control setup of the apparatus for rear wheel steering that the present invention relates to, the target rotation angle of trailing wheel is set by target rotation angle setup unit, the unit that is energized is controlled, to provide suitable steering effort to trailing wheel based on the target rotation angle of described setting and the deviation of the actual rotational angle of trailing wheel determined by determining unit by energising control unit.Now, as long as this deviation at least uses as one of control aspect with reference to information by the working control mode of energising control unit, without any restriction, but as a preferred mode, can perform and this deviation is followed the various controlled resets such as the PID control of target rotation angle as parameter to make actual rotational angle or performed feed forward control etc. based on by the controlled condition adapted in advance.
In addition, " determination " that the present invention relates to is the concept comprising detection, calculating, derivation, identification, acquisition or selection etc., as long as can be defined as with reference to information from the aspect controlled, practical ways can be very extensive.Such as, determining unit can be the detecting units such as rotary angle transmitter, also can be retrieved as electric signal from detecting units such as rotary angle transmitters using mutually on duty for the actual rotational angle exported as sensor.In addition, can be actual rotational angle by what determine, also can be that the actual rotational angle that has been determined in advance with the corresponding relation of actual rotational angle is mutually on duty.
But the deviation of energising control unit based target corner and actual rotational angle, via the unit controls steering effort providing unit that is energized, as long as target rotation angle and actual rotational angle exist deviation substantially, will continue to provide electric power via energising unit.
On the other hand, if the key element beyond actual rotational angle is identical, then makes the steering effort needed for rear-axle steering become large along with actual rotational angle and to become large, and reach maximum in the corner area of this steering effort in most instances near corner end and corner end.In so relatively large corner area, the steering effort for making actual rotational angle follow target rotation angle exceed the physics of steering effort providing unit, machinery or the various restriction of electricity or the situation of boundary quite a few.
In this case, even if continue energising, the deviation that also may produce actual rotational angle and target rotation angle in no case can reduce to the situation of practical useful degree.That is, in such a case, the waste being difficult to the electric power resource contributing to reaching target rotation angle will continue.The waste of such electric power resource can become the inferior position of the real advantage beyond trailing wheel controlling angle.
Therefore, in the control setup of the apparatus for rear wheel steering that the present invention relates to, when being more than or equal to benchmark corner by the actual rotational angle determined and the deviation of target rotation angle and actual rotational angle is more than or equal to datum drift, energising controls unit controls energising unit, to cut off the electric power supply to steering effort providing unit.
Now, cut off practical way during electric power supply, as long as make, (namely the power consumption in steering effort providing unit is not obvious exists, power consumption can not be also necessarily zero), without particular limitation of, both can cut off the electrical connection with the various electricity accumulating unit such as battery by relay circuit etc., also can by by drive dutycycle be set to zero aspect such as control such as grade be used for cut off electric power supply in fact.
" deviation of target rotation angle and actual rotational angle " that the present invention relates to is the value deducting actual rotational angle from target rotation angle and obtain, and " deviation is more than or equal to datum drift " refers to that actual rotational angle is relative to the state more than little datum drift of target rotation angle.In addition, in the mode of practicality, sometimes according to the steering direction of trailing wheel and subsidiary sign symbol.In this case, the magnitude relationship of target rotation angle and actual rotational angle may be put upside down strictly speaking, certainly, can carry out the judgement in view of above-mentioned aim, object under these circumstances.
Here, based on experiment, experience, theory or emulation etc. and the mutually practical advantages (these can away from one another from) of consideration power wastage inhibition and rear-axle steering and fixing or variable value of determining in phase is preferably in advance as " datum drift " of the determining reference value about this deviation.
When datum drift is too small, even if also can electric power supply be cut off when steering effort providing unit is not applied to special load, on the contrary when datum drift is excessive, can not start to put into practice upper useful frequency for the control cutting off electric power supply.Thus, datum drift is preferably set to reliably to judge when making actual rotational angle follow target rotation angle, due to the action aspect in view of current steering effort providing unit the trailing wheel such as restriction turn to that required steering effort etc. is excessive and actual rotational angle produces a kind of saturation conditions.
In addition, " benchmark corner " as the determining reference value relevant with actual rotational angle is the point and fixing or variable value of setting of considering that the size of corner is corresponding respectively with the size of the load of steering effort providing unit as previously mentioned, such as, can be the relatively large value near corner end.You need to add is that, in the relatively little corner area being less than benchmark corner, even if because of some reason generation static deviation, the load of steering effort providing unit itself is also greatly constant, and power wastage is also difficult to obviously to the degree becoming practical problems.
But, be provided with in vehicle and need to its power supply for the various electrical auxiliary services driven, can may become large due to the operational situation of these electrical auxiliary services to the electricity of steering effort providing unit supply or to diminish and influenced.When for above-mentioned reasons and limited to the delivery of steering effort providing unit, equally also probably be difficult to reach target rotation angle, but in this case, especially the electricity accumulating unit such as battery is in relative high load condition, relatively becomes large on the electric power supply of steering effort providing unit to the impact that electricity accumulating unit brings.Such as, thus it must be value near corner end that benchmark corner is not limited to, and also can be the state according to the electricity accumulating unit of this time point and variable value.
Energising control unit also can judging whether to add element of time in judgement key element when should cut off electric power supply.If such as deviation is not change (that is, being the state creating so-called static deviation) in fixing or indefinite time range, also can take measures such as this deviation and datum drift compare.
So, according to the control setup of the apparatus for rear wheel steering that the present invention relates to, the producible unnecessary power consumption when such as producing the actual rotational angle static deviation excessive relative to target rotation angle can be avoided.That is, as long as apparatus for rear wheel steering practicality can give full play to its usefulness, power consumption is not just cut off, and effectively suppresses the consumption of electricity accumulating unit while can maintaining the usefulness of apparatus for rear wheel steering as much as possible.
In a mode of the first control device of the apparatus for rear wheel steering that the present invention relates to, described steering effort providing unit is the actr that reverse efficiency is less than forward efficiency.
Identical with forward efficiency or when being greater than forward efficiency in reverse efficiency, actr is likely by being driven from the reverse actuating force that trailing wheel input is come in response to road surface input, and the blocking of the electric power supply relevant with energising control unit controls to be subject to no small obstruction.But, according to arrange as mentioned above oppositely efficiency less than forward efficiency, preferably oppositely efficiency is that the actr of less than zero is as the structure of steering effort providing unit, just there is not such worry, therefore in practice, be a significant benefit to the power consumption of reducing rear-axle steering.
In other modes of the first control device of the apparatus for rear wheel steering that the present invention relates to, when deviation described under the state be cut off in described electric power supply is less than the recovery deviation of regulation, described energising control unit restarts described electric power supply.
According to which, under the state that electric power supply is cut-off, such as in the process resetting target rotation angle, if target rotation angle to change thus target rotation angle and the deviation of actual rotational angle are less than recovery deviation that (not getting rid of with datum drift is identical value to minimizing side (namely, neutral side), but preferably consider to make control have hysteresis quality etc. and be less than the value of region setting of datum drift), then can restart electric power supply rapidly.Thus as much as possible apparatus for rear wheel steering can be maintained running state while preventing applying excessive load to electricity accumulating unit, be therefore actual useful.
This recovery deviation also can be zero.In this case, namely the state that deviation is less than recovery deviation refers to that target rotation angle is less than the state of actual rotational angle, be equivalent to cross actual rotational angle with target rotation angle state (that is, actual rotational angle controlling party to transiently or reduce the state of reversing side temporarily to actual rotational angle).As mentioned above, if target rotation angle is become the situation being less than actual rotational angle to restart condition as electric power supply, then because the controlling party of corner is to being have underloaded neutral side, therefore, it is possible to reliably prevent just having restarted rear electricity accumulating unit to be applied in excessive load, thus be actv. as safer measure.
In order to solve the problem, the feature of the second control device of the apparatus for rear wheel steering that the present invention relates to is, described apparatus for rear wheel steering comprises: steering effort providing unit, and described steering effort providing unit can provide according to the trailing wheel of "on" position to vehicle the steering effort impelling described rear-axle steering; And energising unit, described energising unit can control described "on" position, and described control setup comprises: target rotation angle setup unit, and described target rotation angle setup unit sets the target rotation angle of described trailing wheel; Actual rotational angle determining unit, described actual rotational angle determining unit determines the actual rotational angle of described trailing wheel; Energising control unit, described energising control unit controls described energising unit based on the target rotation angle of described setting and the deviation of the described actual rotational angle determined, is provided to make described steering effort; And actual rotational angle setup unit, when the described actual rotational angle determined is more than or equal to benchmark corner and described deviation is more than or equal to datum drift, the target rotation angle of described setting is set as the actual rotational angle specifying described deviation by described actual rotational angle setup unit.
According to the second control device of the apparatus for rear wheel steering that the present invention relates to, different from the first control device of apparatus for rear wheel steering, when actual rotational angle is more than or equal to benchmark corner and deviation is more than or equal to datum drift, by actual rotational angle setup unit, the target rotation angle of this time point is set as the actual rotational angle of regulation deviation.Namely, according to the second apparatus for rear wheel steering that the present invention relates to, the deviation of target rotation angle and actual rotational angle is the deviation between target rotation angle, be zero (in addition, because target rotation angle is replaced into the actual rotational angle of regulation deviation, therefore when determining deviation, the actual rotational angle that this is replaced is utilized, to replace by the actual rotational angle determined).
Therefore, as actual phenomenon, even if the corner of trailing wheel does not follow target rotation angle, corner control being also considered as trailing wheel follows target rotation angle.Thus the electric power (that is, from the steering effort that steering effort providing unit provides) taken out from energising unit is the little value suitable with electric power during target convergence, can avoid the waste of electric power resource well.
In order to solve the above problems, the feature of the 3rd control setup of the apparatus for rear wheel steering that the present invention relates to is, described apparatus for rear wheel steering comprises: steering effort providing unit, and described steering effort providing unit can provide according to the trailing wheel of "on" position to vehicle the steering effort impelling described rear-axle steering; And energising unit, described energising unit can control described "on" position; Described control setup comprises: target rotation angle setup unit, and described target rotation angle setup unit sets the target rotation angle of described trailing wheel; Actual rotational angle determining unit, described actual rotational angle determining unit determines the actual rotational angle of described trailing wheel; Energising control unit, described energising control unit controls described energising unit based on the target rotation angle of described setting and the deviation of the described actual rotational angle determined, is provided to make described steering effort; And offset angle setup unit, when the described actual rotational angle determined is more than or equal to benchmark corner and described deviation is more than or equal to datum drift, described offset angle setup unit sets the offset angle that should be added on the described actual rotational angle determined according to described deviation; Wherein, described energising control unit controls described energising unit based on the deviation of the target rotation angle revising corner and described setting, and described correction corner is the corner being added with the offset angle of described setting by the described actual rotational angle determined and obtaining.
3rd control setup of the apparatus for rear wheel steering that the present invention relates to is similar to the second control device of above-mentioned apparatus for rear wheel steering, when actual rotational angle is more than or equal to benchmark corner and deviation is more than or equal to datum drift, to be set the offset angle on the actual rotational angle that should be added in and be determined by determining unit according to deviation by offset angle setup unit.That is, its usefulness is identical with the control setup of above-mentioned second apparatus for rear wheel steering, eliminates target rotation angle and by the deviation of actual rotational angle determined on controlling.Therefore, same with the second control device of apparatus for rear wheel steering, the waste of electric power resource can be avoided well.
The apparatus for rear wheel steering that the present invention relates to second or the 3rd control setup a mode in, also comprise datum drift setup unit, described datum drift setup unit sets described datum drift according to the specified states amount in described vehicle.
According to which, set datum drift by datum drift setup unit according to the quantity of state of vehicle.Here, " quantity of state of vehicle " to refer in vehicle that the corresponding relation of the load of itself and steering effort providing unit is in advance based on the quantity of state of testing, experience, theory or emulation etc. are prescribed, by according to this quantity of state setting datum drift, more precisely can differentiate and whether there occurs the waste of electric power from source.
In this approach, the specified states amount in described vehicle also can comprise at least one in the transverse acceleration of the speed of described vehicle, the actual rotational angle of described trailing wheel and described vehicle.
Make the load needed for rear-axle steering become less when the speed of a motor vehicle is higher, become larger when actual rotational angle is larger, become larger when transverse acceleration is larger.That is, these are suitable for the quantity of state as above-mentioned vehicle, if consider that these are to set datum drift, then more precisely can judge whether electric power resource is wasted.
In other modes of the 3rd control setup of the apparatus for rear wheel steering that the present invention relates to, when the target rotation angle of described setting adds, described offset angle setup unit carries out increase correction according to its recruitment to described offset angle.
According to which, in the situation (that is, being equivalent to carry out to corner side further the situation of steering operation) that the target rotation angle of trailing wheel adds, according to its recruitment, offset angle is revised to increase side.Therefore, it is possible to reliably suppress the waste of electric power resource.
In other modes of the 3rd control setup of the apparatus for rear wheel steering that the present invention relates to, when the target rotation angle of described setting adds, described offset angle setup unit carries out minimizing correction according to the specified states amount in described vehicle to described offset angle.
According to which, (that is, be equivalent to beat bearing circle to corner side further) when the target rotation angle of trailing wheel adds, the quantity of state according to vehicle carries out reduction correction to offset angle.Such as, according to the quantity of state (as previously mentioned, can suitably comprise the speed of a motor vehicle, corner or transverse acceleration etc.) of vehicle, the load needed for rear-axle steering reduces sometimes.In the case, do not produce the waste of electric power resource, and actual rotational angle can be made to follow target rotation angle further.Thus, as mentioned above, by revising offset angle to minimizing side, the practical advantages that rear-axle steering is relevant can be obtained as much as possible.
In other modes of the 3rd control setup of the apparatus for rear wheel steering that the present invention relates to, when the target rotation angle of described setting is less than the described actual rotational angle determined, described offset angle setup unit carries out minimizing correction to the offset angle of described setting.
According to which, when target rotation angle be less than by determine actual rotational angle time (that is, being equivalent to target rotation angle to cross situation from actual rotational angle to the opposite sense side of corner extreme direction), to reduce side revise set by offset angle.In addition, as one of optimal way, such offset angle is set as zero.Therefore, the viewpoint of wasting from avoiding electric power resource, can get rid of the restriction be added on apparatus for rear wheel steering as much as possible in advance, can obtain the practical advantages that rear-axle steering is relevant to greatest extent.
In other modes of first, second or the 3rd control setup of the apparatus for rear wheel steering that the present invention relates to, described target rotation angle setup unit sets described target rotation angle based on the specified states amount in described vehicle or chaufeur steering volume.
According to which, such as based on turning to the quantity of state of the various chaufeur steering volumes such as torque, deflection angle or steering angular velocity or various vehicle as above to carry out target setting corner, therefore, it is possible to reliably target setting corner, the usefulness optimization of apparatus for rear wheel steering can be made.Described configuration, so can optimally drive in the structure of apparatus for rear wheel steering, has the practical advantages avoiding power resources to waste, and can obtain ideal effect simultaneously.
These effects of the present invention and other advantages be will be more readily apparent from by embodiment described below.
Accompanying drawing explanation
Fig. 1 is the Sketch figure of the structure schematically showing the vehicle that first embodiment of the invention relates to;
Fig. 2 is the time dependent profile characteristic figure that trailing wheel corner in the vehicle of Fig. 1 and ARS drive current are shown;
Fig. 3 is the diagram of circuit of the basic controlling be performed in the vehicle of Fig. 1.
Label declaration
FL, FR... wheel, 10... vehicle, 11... bearing circle, 12... top steering shaft, 13... lower steering shaft, 14... miniature gears, 16... steering angle sensor, 17... turns to torque sensor, 18... rotary angle transmitter, 100...ECU, 200...EPS actr, 300...EPS actuating device, 400...ARS actr, 410... rear-axle steering bar, 500...ARS actuating device.
Detailed description of the invention
Below, be suitably described with reference to the various embodiments of accompanying drawing to the control setup of back wheel driving gear for the present invention.
< first embodiment >
The structure > of < embodiment
First, with reference to figure 1, the structure of the vehicle 10 that first embodiment of the invention relates to is described.Here, Fig. 1 is the Sketch figure of the basic structure schematically showing vehicle 10.
In FIG, vehicle 10 has pair of right and left front-wheel FL and FR as wheel flutter, and is configured to be advanced to the direction expected by these front-wheel steerings.In addition, in vehicle 10, pair of right and left trailing wheel RL and RR is also wheel flutter, is configured to the turning action being carried out assisting vehicle by these rear-axle steerings, thus vehicle behavior is stablized.Vehicle 10 is examples for " vehicle " that the present invention comprising ECU100, EPS actr 200, EPS actuating device 300, ARS actr 400 and ARS actuating device 500 relates to.
ECU100 is the electronic control unit comprising not shown CPU, ROM and RAM respectively and be configured to the molar behavior that can control vehicle 10, is an example of " control setup of apparatus for rear wheel steering " that the present invention relates to.ECU100 is configured to perform ARS power-saving control described later according to the control program be kept in ROM.
In addition, ECU100 be configured to as " the target rotation angle setup unit ", " actual rotational angle determining unit " and " energising control unit " that the present invention relates to each an example and play the electronic control unit of the one of function, the action that these units relate to all is configured to be performed by ECU100.But, the physical structure of these units that the present invention relates to, physical construction and electric structure be not limited thereto, such as these units also can be configured to the various computer systems etc. such as multiple ECU, various processing unit, various controller or microcomputer device.
In vehicle 10, (namely what be provided from chaufeur via bearing circle 11 turns to input, an example as " the chaufeur steering volume " that the present invention relates to) be delivered to top steering shaft 12, coaxial rotating this top steering shaft 12 can link thus the axis body that can rotate to equidirectional with bearing circle 11 with bearing circle 11.Top steering shaft 12 links with lower steering shaft 13 via turning to torque sensor 16 in the end in its downstream.
Torque sensor 16 is turned to be configured to detect the sensor turning to torque M T from chaufeur via the chaufeur that bearing circle 11 provides.Top steering shaft 12 has the structure linked by not shown torsion bar and lower steering shaft 13.Ring for detecting rotatable phase difference is fixed on the upstream side of this torsion bar and the both ends in downstream.This torsion bar had transmit according to the upper reaches portion when the driver's operation bearing circle 11 of vehicle 10 via top steering shaft 12 and come turn to torque (, chaufeur turns to torque M T) structure reversed to its hand of rotation, and be configured to turn to torque to downstream portion transmission while this torsion of generation.Thus, when turning to transmission of torque, produce rotatable phase difference to each other at the foregoing ring for detecting rotatable phase difference.Turn to torque sensor 16 to be configured to detect this rotatable phase poor, and this rotatable phase differential conversion can be become turn to torque and export as with the electric signal turning to torque M T corresponding.In addition, turn to torque sensor 16 to be electrically connected with ECU100, what detect turns to torque M T by ECU100 with fixing or unfixed cycle reference.
Steering angle sensor 17 is the angular transducers being configured to detect deflection angle MA, and deflection angle MA represents the rotation amount of top steering shaft 12.Steering angle sensor 17 is electrically connected with ECU100, the deflection angle MA detected by ECU100 with fixing or unfixed cycle reference.
The rotation of lower steering shaft 13 is delivered to rack-and pinion gear mechanism.Rack-and pinion gear mechanism is steering effort transmission mechanism, and this steering effort transmission mechanism comprises: the miniature gears 14 be connected with the end of downstream side of lower steering shaft 13 and be formed with the rack bar 15 with the wheel tooth gears in mesh tooth of this miniature gears.This rack-and pinion gear mechanism is configured to be transformed into the motion of left and right directions in the figure of rack bar 15 by the rotation of miniature gears 14 and the pull bar that links via the both ends with rack bar 15 of steering effort and steering swivel (omission Reference numeral) and be passed to each wheel flutter.That is, in vehicle 10, realize the steering mode of so-called rack pinion formula.
EPS actr 200 has the EPS motor as DC brushless motor, and this DC brushless motor comprises: as be provided with permanent magnet rotating member not shown rotor and as surround this rotor the stator of stationary member.This EPS motor is configured to: rotate at the effect lower rotor part of the rotating field by being formed in EPS motor to the energising of this stator via EPS actuating device 500, the hand of rotation thus to rotor produces assist torque TA.
On the other hand, be fixed with not shown reducing gear at EPS motor as on the motor drive shaft of S. A., this reducing gear also engages with miniature gears 14.Therefore, from EPS motor produce assist torque TA as the rotation of auxiliary miniature gears 14 assist torque and play function.Miniature gears 14 links with lower steering shaft 13 as mentioned above, and lower steering shaft 13 and top steering shaft 12 link.Thus be configured to: the chaufeur be applied on top steering shaft 12 turns to torque M T to be passed to rack bar 15 with the form of suitably being assisted by assist torque TA, thus alleviate chaufeur turn to burden.
EPS actuating device 300 is the electric drive circuits comprising pwm circuit, transistor circuit and inverter etc. being configured to be energized to the stator of EPS motor.EPS actuating device 300 is electrically connected with not shown battery, and the electric power be configured to by providing from this battery provides driving voltage to EPS motor.In addition, EPS actuating device 300 is electrically connected with ECU100, and is configured to control its action by ECU100.
ARS actr 400 is known Direct Action Type actrs, this Direct Action Type actr have as DC brushless motor ARS motor and the rotary motion of this ARS motor is transformed into the mapping device of straight-line motion of graphic left and right directions, DC brushless motor comprises as the not shown rotor of the rotating member being provided with permanent magnet and as the stator of stationary member surrounding this rotor.ARS actr 400 is examples for " the steering effort providing unit " that the present invention relates to.This ARS motor is configured to: rotating at the effect lower rotor part of the rotating field by being formed in ARS motor to the energising of this stator via ARS actuating device 500, producing torque thus.
Here, ARS actr 400 is connected with rear-axle steering bar 19.Rear-axle steering bar 19 is configured to: can be transformed into the result of straight-line motion according to the rotary motion as ARS motor and the steering effort to diagram left and right directions that produces drives to illustrating left and right directions, and have the structure linked with the trailing wheel of left and right via steering swivel etc. at the both ends of left and right.Thus by ARS actr 400, the corner of trailing wheel RL and trailing wheel RR can change in the angle range of δ rmax ~-δ rmax (positive and negative label is subsidiary for convenience of control, represents right steering direction or left steering direction).
This rear-axle steering bar 19 is configured with the rotary angle transmitter 18 of the trailing wheel corner δ r (δ about r is equal) of the corner that can detect as each trailing wheel.This rotary angle transmitter 18 is electrically connected with ECU100, the trailing wheel corner δ r detected by ECU100 with fixing or unfixed cycle reference.
The reverse efficiency of ARS actr 400 (namely, ARS actr is by providing reverse power and driven efficiency from each trailing wheel to ARS actr 400) be less than forward efficiency (namely, each trailing wheel is by providing the power of standard and driven efficiency from ARS actr 400 to each trailing wheel), and be less than or equal to zero.Therefore, ARS actr 400 substantially can not by by disturbing outside road surface, road surface inputs or pavement friction etc. causes the power from trailing wheel inputs and driven.
ARS actuating device 500 is the electric drive circuits comprising pwm circuit, transistor circuit and inverter etc. being configured to be energized to the stator of ARS motor, is an example of " the energising unit " that the present invention relates to.ARS actuating device 500 is electrically connected with not shown battery, and is configured to utilize the electric power provided from this battery to provide drive current Idars to ARS motor.In addition, ARS actuating device 500 is electrically connected with ECU100, and is configured to its action and is controlled by ECU100.So, in vehicle 10 of the present embodiment, constituted an example of " back wheel driving gear " that the present invention relates to by ARS actr 400 and ARS actuating device 500.
The action > of < embodiment
The control > of <ARS actr 400
In vehicle 10, the operating state of ARS actr 400 is controlled by ECU100.ECU100 is first based on the deflection angle MA detected by the steering angle sensor 17 and target rear wheel corner δ rtg (that is, as an example of " target rotation angle of trailing wheel " that the present invention relates to) setting the expected value as trailing wheel corner as the vehicle velocity V of the speed of vehicle 10.Now, ECU100 with reference to be kept in advance in ROM using deflection angle MA and the vehicle velocity V target rear wheel corner mapping graph as parameter.In target rear wheel corner mapping graph, a target rear wheel corner δ rtg is corresponded to these parameters, and ECU100 is configured to optionally obtain the target rear wheel corner δ rtg corresponding with the deflection angle MA of this time point and vehicle velocity V.
In addition, do not illustrate in Fig. 1, but the necessary various sensor of the Behavior-Based control being provided with vehicle in vehicle 10, vehicle velocity V is detected by the car speed sensor as one of them.This car speed sensor is electrically connected with ECU100, the vehicle velocity V detected by ECU100 with fixing or indefinite cycle reference.In addition, similarly, vehicle 10 has the lateral acceleration sensor of the lateral acceleration G y that can detect vehicle 10.
After target rear wheel corner δ rtg is set, to feed back corner deviation delta δ r (namely, an example of the deviation of the actual rotational angle determined " target rotation angle of setting with " that the present invention relates to) form, ECU100 control ARS actuating device 500, this corner deviation delta δ r is deducted from the target rear wheel corner δ rtg of this setting the trailing wheel corner δ r that detected by rotary angle transmitter 18 and obtains.By providing drive current Idars from ARS actuating device 500, the ARS motor of ARS actr 400 is driven, and the steering effort impelling trailing wheel RL and RR to turn to is provided to trailing wheel RL and RR via rear-axle steering bar 19, thus each trailing wheel is driven.
The details > of <ARS power-saving control
Then, with reference to figure 2, to comprise ARS actr 400 and ARS actuating device 500 structure working control in problem be described.Here, Fig. 2 is the profile characteristic figure that trailing wheel corner δ r and the ARS drive current Idars example of process is over time shown.
In fig. 2, show the time lapse of trailing wheel corner δ r at top solid line, show the time lapse of the drive current Idars of ARS actr 400 at bottom solid line.Here, assuming that at moment T0, the control of trailing wheel corner δ r is started, trailing wheel corner δ r starts to change from center position NTL to a steering direction in the mode of following target rear wheel corner δ rtg (dotted line of referenced in schematic, basically identical with actual rotational angle δ r during temporary transient after moment T0).
But the steering effort required for rear-axle steering changes due to the driving conditions according to vehicle 10, therefore according to circumstances exceeds the load range corresponding to ARS actr 400 sometimes.In such load range, deviation, i.e. the corner deviation delta δ r of target rear wheel corner δ rtg and trailing wheel corner δ r are not eliminated but are remained as static deviation.Fig. 2 shows this situation, in the time zone of moment T1 to moment T2, creates such phenomenon.
On the other hand, because drive current Idars is determined according to corner deviation delta δ r substantially, therefore under the state that corner deviation delta δ r is residual as static deviation as described above, the value of drive current Idars can become large.But no matter obtain how much electric power via ARS actuating device 500 from battery, under making the load required for rear-axle steering as the state of the above-mentioned physics limit more than ARS actr 400 or the electric limit, trailing wheel corner δ r also no longer changes.Therefore, compared with the usefulness of the ARS actr 400 of reality, the remarkable waste of electric power resource can be caused.In the present embodiment, the waste of this electric power resource is avoided well by ARS power-saving control.
Here, with reference to figure 3, the details of ARS power-saving control are described.Here, Fig. 3 is the diagram of circuit of ARS power-saving control.
In figure 3, ECU100 differentiates whether trailing wheel corner δ r is greater than benchmark corner δ rth (step S101).In figure 3, employ the absolute value of trailing wheel corner δ r, but this is only because consider this point controlling upper band sign symbol, because steering direction does not have positive region not have negative region yet substantially, therefore conceptually only compares trailing wheel corner δ r and benchmark corner δ rth.Here, the benchmark corner δ rth defined for trailing wheel corner δ r is the appropriate value be set near general corner end (that is, above-mentioned δ rmax).
When trailing wheel corner δ r is less than or equal to benchmark corner δ rth (step S101: no), ECU100 performs step S101 with the fixed cycle, in fact process is set to wait state.On the other hand, when trailing wheel corner δ r is greater than benchmark corner δ rth (step S101: yes), ECU100 also differentiates whether corner deviation delta δ r is greater than datum drift Δ δ rth and whether the time Tlst of continuation has exceeded a reference value Tlstth, and continuing time Tlst is the time value (step S102) that corner deviation delta δ r is greater than the state continuance of datum drift Δ δ rth.
As long as continuation time Tlst has built-in timer to count from initial corner deviation delta δ r has exceeded the time point of datum drift Δ δ rth and the state continuance that corner deviation delta δ r has exceeded datum drift Δ δ rth just carries out stored counts.
Though be greater than datum drift Δ δ rth when corner deviation delta δ r is less than or equal to datum drift Δ δ rth or corner deviation delta δ r but continues (step S102: no) when time Tlst has not exceeded a reference value Tlstth, process is turned back to step S101 by ECU100, repeats a series of process.
On the other hand, time during corner deviation delta δ r has exceeded datum drift Δ δ rth and this state continuance is longer than a reference value Tlstth (step S102: yes), namely when judging that corner deviation delta δ r is the static deviation of the degree that electric power resource can be caused to waste, ECU100 control ARS actuating device 500, cuts off drive current Idars providing (step S103) to ARS actr 400.
When having cut off the providing of drive current Idars, ECU100 differentiates whether corner deviation delta δ r is less than threshold value A and whether target rear wheel corner δ rtg is less than trailing wheel corner δ r, namely differentiate whether corner deviation delta δ r is less than threshold value A (step S104) after target rear wheel corner δ rtg to change to the reversing sense (that is, neutral direction) of corner extreme direction and crosses trailing wheel corner δ r.
When corner deviation delta δ r is more than or equal to (step S104: no) when threshold value A or target rear wheel corner δ rtg are more than or equal to trailing wheel corner δ r, ECU100 maintains the cut-out of drive current, when corner deviation delta δ r is less than threshold value A and target rear wheel corner δ rtg is less than trailing wheel corner δ r (step S104: yes), ECU100 restarts providing (step S105) of drive current Idars.After execution step S105, process turns back to step S101, repeats a series of process.ARS power-saving control is as above-mentioned execution.
In step S104, the recovery about drive current allows, and is provided with two kinds of different Rule of judgment, and whether the Rule of judgment of its posterior part, i.e. target rear wheel corner δ rtg are less than trailing wheel corner δ r, is nothing but whether corner deviation delta δ r is less than zero.Therefore, this zero is all can be used as the example of " the recovery deviation " that the present invention relates to and the value that plays a role, even if only use some Rule of judgment also can obtain same advantage with threshold value A.
But, if as in the present embodiment both are used as compound condition, then substantially can restart electric power supply when target rear wheel corner δ rtg drops to and is less than actual rotational angle δ r, and can prevent such as, ARS actr 400 excessive in the time variation amount of target rear wheel corner δ rtg from not reduced by the load of demand or similar restart the supply of drive current, therefore, be actv. as safety measure.
So, the ARS power-saving control related to according to the present embodiment, when ARS actr 400 is high to when cannot reduce the degree of corner deviation delta δ r by the load of demand, cuts off and supplies drive current Idars to ARS actr 400.
Here, particularly ARS actr 400 is actrs that reverse efficiency is less than or equal to zero, under the state that the supply of drive current Idars is cut-off, trailing wheel corner δ r can not reset into center position NTL (being δ r=0 just) by the reverse input from the trailing wheel as wheel flutter.Therefore, can not with the exchange of power saving effect and the advantage of the rear-axle steering provided by ARS actr 400 is provided, effective utilization of accumulation limited electric power resource in the battery can be realized when maintaining the usefulness of rear-axle steering as much as possible.
Datum drift Δ δ rth referenced in step s 102 also can be the fixed value be experimentally applicable to, but also can be the variable value at every turn set based on the vehicle velocity V of this time point, lateral acceleration G y and trailing wheel corner δ r.
That is, when making rear-axle steering, ARS actr 400 is changed according to the state of vehicle 10 by the load of demand.Such as, in high vehicle-speed region, because the friction on trailing wheel and road surface reduces, therefore the required load that turns to of trailing wheel diminishes substantially.In this case, datum drift Δ δ rth can be set relatively largely, the frequency that electric power supply is cut-off can be reduced.About trailing wheel corner δ r and transverse acceleration Gy too, because trailing wheel corner δ r and transverse acceleration Gy is larger separately, this load is larger, is therefore preferably set relatively smaller by datum drift Δ δ rth.
These each quantity of states are examples for " quantity of state of vehicle " that the present invention relates to, the corresponding relation of each quantity of state and datum drift Δ δ rth can decide, reliably can avoid waste or the consumption of battery while the usefulness maintaining back-wheel drive as much as possible based on experiment, experience, theory or emulation etc. in advance.
< second embodiment >
In the first embodiment, can power wastage be avoided by cutting off to the electric power supply of ARS actr 400, but the reducing effect and also can realize under other mode of electric power.Below the ARS power-saving control that the second embodiment relates to is described.The most regions of the ARS power-saving control that the second embodiment relates to is identical with the ARS power-saving control that the first embodiment illustrative in Fig. 3 relates to, and here, is described with reference to existing Fig. 3.The vehicle structure supposition that second embodiment relates to is identical with the first embodiment.
In the ARS power-saving control that the second embodiment relates to, when the Rule of judgment that step S102 relates to is satisfied (step S102: yes), ECU100 replaces the trailing wheel corner δ r that detected by rotary angle transmitter 19 and the target rear wheel corner δ rtg of this time point is set as trailing wheel corner δ r.
After the replacement Treatment of trailing wheel corner δ r like this terminates, ECU100 proceeds the drived control of common ARS actr 400.That is, in the case, due to corner deviation delta δ r vanishing, therefore the propulsive effort of wastes power resource can not be provided from ARS400, the consumption of the electric power resource accumulated in battery can be reduced well.
< the 3rd embodiment >
The effect same with the second embodiment can also control to realize by other.Here, as the 3rd embodiment of the present invention, such ARS power-saving control is described.The most regions of the ARS power-saving control that the 3rd embodiment relates to is identical with the ARS power-saving control that the first embodiment illustrative in Fig. 3 relates to, and here, is described with reference to existing Fig. 3.The vehicle structure supposition that 3rd embodiment relates to is identical with the first embodiment.
In the ARS power-saving control that the 3rd embodiment relates to, when the Rule of judgment that step S102 relates to is satisfied (step S102: yes), the biased corner δ rofs that ECU100 setting is suitable with the corner deviation delta δ r of this time point.Biased corner δ rofs is an example of " offset angle " that the present invention relates to.When so setting biased corner δ rofs, the biased corner δ rofs of this setting is upgraded trailing wheel corner δ r with trailing wheel corner δ r phase Calais by ECU100.Consequently, same with the second embodiment, corner deviation delta δ r vanishing, exports suppressed from the electric power of battery.Biased corner δ rofs there is no need must be the value suitable with corner deviation delta δ r.
In the third embodiment, when target rear wheel corner δ rtg adds (, create when carrying out the request of steering operation to corner extreme direction further), also can increase biased corner δ rofs according to the recruitment of target rear wheel corner δ rtg.Be convergence state thereby, it is possible to make the controlled reset corresponding with corner deviation delta δ r always, can reliably avoid from battery output power meaninglessly.
On the other hand, in the third embodiment, (release) biased corner δ rofs can also be reduced according to situation.That is, as being described with regard to corner deviation delta δ r above, the load of ARS actr 400 side needed for rear-axle steering increases and decreases according to the quantity of state (such as, vehicle velocity V, trailing wheel corner δ r and transverse acceleration Gy) of vehicle 10.Utilize this point, such as, also can reduce biased corner δ rofs in high vehicle-speed region.Now, the timing that biased corner δ rofs also can be made to reduce is variable, also can make the speed variable that biased corner δ rofs reduces.
In addition, similarly, such as when target rear wheel corner δ rtg decreases than trailing wheel corner δ r (such as, when the Rule of judgment that step S104 relates to is satisfied), also the necessity not producing power saving can be judged as, and in the case, also minimizing correction can be carried out to biased corner δ rofs.From in the case, ARS actr 400, owing to can carry out common rear-axle steering control, it is therefore preferable that biased corner δ rof also can be set as zero.
The invention is not restricted to the embodiments described, can without prejudice to suitably changing in Accessory Right requires and specification sheets entirety reads the main idea of invention or the scope of thought, the control setup of apparatus for rear wheel steering with this change is also comprised in technical scope of the present invention.
Utilizability in industry
The present invention can be used in the control of the apparatus for rear wheel steering that vehicle rear wheel can be made to turn to.
Claims (4)
1. a control setup for apparatus for rear wheel steering, is characterized in that,
Described apparatus for rear wheel steering comprises:
Steering effort providing unit, described steering effort providing unit can provide according to the trailing wheel of "on" position to vehicle the steering effort impelling described rear-axle steering; And
Energising unit, described energising unit can control described "on" position;
Described control setup comprises:
Target rotation angle setup unit, described target rotation angle setup unit sets the target rotation angle of described trailing wheel;
Actual rotational angle determining unit, described actual rotational angle determining unit determines the actual rotational angle of described trailing wheel;
Energising control unit, described energising control unit controls described energising unit based on the target rotation angle of setting with the deviation of the actual rotational angle determined, is provided to make described steering effort; And
Actual rotational angle setup unit, when the described actual rotational angle determined is more than or equal to benchmark corner and described deviation is more than or equal to datum drift, the target rotation angle of described setting is set as the actual rotational angle specifying described deviation by described actual rotational angle setup unit.
2. the control setup of apparatus for rear wheel steering as claimed in claim 1, it is characterized in that, described control setup also comprises datum drift setup unit, and described datum drift setup unit sets described datum drift according to the specified states amount in described vehicle.
3. the control setup of apparatus for rear wheel steering as claimed in claim 2, is characterized in that,
Specified states amount in described vehicle comprises at least one in the transverse acceleration of the speed of described vehicle, the actual rotational angle of described trailing wheel and described vehicle.
4. the control setup of apparatus for rear wheel steering as claimed in claim 1, is characterized in that,
Described target rotation angle setup unit sets described target rotation angle based on the specified states amount in described vehicle or chaufeur steering volume.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201410148058.0A CN103963837B (en) | 2009-09-11 | 2009-09-11 | The control setup of apparatus for rear wheel steering |
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201410148058.0A CN103963837B (en) | 2009-09-11 | 2009-09-11 | The control setup of apparatus for rear wheel steering |
| CN200980161399.9A CN102481949B (en) | 2009-09-11 | 2009-09-11 | Control apparatus for rear wheel steering device |
Related Parent Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN200980161399.9A Division CN102481949B (en) | 2009-09-11 | 2009-09-11 | Control apparatus for rear wheel steering device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN103963837A CN103963837A (en) | 2014-08-06 |
| CN103963837B true CN103963837B (en) | 2016-04-13 |
Family
ID=51233959
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201410148058.0A Expired - Fee Related CN103963837B (en) | 2009-09-11 | 2009-09-11 | The control setup of apparatus for rear wheel steering |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN103963837B (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117944756A (en) * | 2022-10-28 | 2024-04-30 | 比亚迪股份有限公司 | Rear wheel steering angle control method for vehicle, electronic device, vehicle, and computer-readable storage medium |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4782907A (en) * | 1986-04-22 | 1988-11-08 | Mitsubishi Denki Kabushiki Kaisha | Motor-driven power steering system for front and rear road wheels |
| JPH11278290A (en) * | 1998-03-27 | 1999-10-12 | Kayaba Ind Co Ltd | Electric power steering device |
| JP2001341663A (en) * | 2000-06-05 | 2001-12-11 | Honda Motor Co Ltd | Rear wheel steering device |
| JP2007269070A (en) * | 2006-03-30 | 2007-10-18 | Jtekt Corp | Electric power steering device |
| CN101868391A (en) * | 2007-11-19 | 2010-10-20 | 丰田自动车株式会社 | Vehicle travel control device |
-
2009
- 2009-09-11 CN CN201410148058.0A patent/CN103963837B/en not_active Expired - Fee Related
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4782907A (en) * | 1986-04-22 | 1988-11-08 | Mitsubishi Denki Kabushiki Kaisha | Motor-driven power steering system for front and rear road wheels |
| JPH11278290A (en) * | 1998-03-27 | 1999-10-12 | Kayaba Ind Co Ltd | Electric power steering device |
| JP2001341663A (en) * | 2000-06-05 | 2001-12-11 | Honda Motor Co Ltd | Rear wheel steering device |
| JP2007269070A (en) * | 2006-03-30 | 2007-10-18 | Jtekt Corp | Electric power steering device |
| CN101868391A (en) * | 2007-11-19 | 2010-10-20 | 丰田自动车株式会社 | Vehicle travel control device |
Also Published As
| Publication number | Publication date |
|---|---|
| CN103963837A (en) | 2014-08-06 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN102481949B (en) | Control apparatus for rear wheel steering device | |
| JP5635071B2 (en) | Electric power steering device | |
| EP2586678B1 (en) | Vehicle travel control device | |
| CN102448798B (en) | Controller of vehicle | |
| JP4682639B2 (en) | Steering control device | |
| EP2586679B1 (en) | Vehicle running control device | |
| EP2574524A2 (en) | Power steering system | |
| WO2012093679A1 (en) | Electric power steering device | |
| JP4609515B2 (en) | Vehicle steering control device | |
| WO2011042791A1 (en) | Vehicle control apparatus | |
| CN101016025A (en) | Vehicle stabilizer system | |
| JPWO2012073359A1 (en) | Vehicle steering control device | |
| US9415801B2 (en) | Power steering system | |
| JP5445485B2 (en) | Vehicle travel control device | |
| JP5421020B2 (en) | Vehicle travel support device | |
| JP5416722B2 (en) | Electric power steering device | |
| CN103963837B (en) | The control setup of apparatus for rear wheel steering | |
| CN103963838B (en) | The control setup of apparatus for rear wheel steering | |
| JP2012166715A (en) | Vehicle traveling control apparatus | |
| JP2019034654A (en) | Power steering device | |
| JP2010132095A (en) | Vehicle control system | |
| JP5427796B2 (en) | Electric power steering device | |
| JP5427797B2 (en) | Electric power steering device | |
| JP2003319683A (en) | Motor-driven power steering device | |
| JP6596846B2 (en) | Electric power steering device |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C06 | Publication | ||
| PB01 | Publication | ||
| C10 | Entry into substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20160413 |
|
| CF01 | Termination of patent right due to non-payment of annual fee |