CN108290606B - Electric power steering apparatus - Google Patents
Electric power steering apparatus Download PDFInfo
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- CN108290606B CN108290606B CN201680068927.6A CN201680068927A CN108290606B CN 108290606 B CN108290606 B CN 108290606B CN 201680068927 A CN201680068927 A CN 201680068927A CN 108290606 B CN108290606 B CN 108290606B
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- 238000012937 correction Methods 0.000 claims abstract description 81
- 230000007246 mechanism Effects 0.000 claims abstract description 27
- 230000001133 acceleration Effects 0.000 claims description 13
- 238000003745 diagnosis Methods 0.000 claims description 6
- 238000012544 monitoring process Methods 0.000 claims description 2
- 238000007792 addition Methods 0.000 description 14
- 238000000034 method Methods 0.000 description 11
- 230000009471 action Effects 0.000 description 10
- 238000001514 detection method Methods 0.000 description 6
- 230000001186 cumulative effect Effects 0.000 description 5
- 238000010586 diagram Methods 0.000 description 5
- 239000004615 ingredient Substances 0.000 description 5
- 230000006870 function Effects 0.000 description 4
- 230000008859 change Effects 0.000 description 3
- 238000006073 displacement reaction Methods 0.000 description 3
- 238000001914 filtration Methods 0.000 description 2
- 238000012545 processing Methods 0.000 description 2
- 230000009467 reduction Effects 0.000 description 2
- 241001269238 Data Species 0.000 description 1
- 230000004888 barrier function Effects 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 239000003638 chemical reducing agent Substances 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 238000012790 confirmation Methods 0.000 description 1
- 235000013399 edible fruits Nutrition 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000005669 field effect Effects 0.000 description 1
- 230000008571 general function Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 230000010354 integration Effects 0.000 description 1
- 238000005070 sampling Methods 0.000 description 1
- 238000012546 transfer Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
- Power Steering Mechanism (AREA)
Abstract
There is provided following electric power steering apparatus: in steering shaft other than equipped with the angular transducer of gear mechanism is accompanied, also equipped with multiple angular transducers, by the characteristic for learning gear mechanism, and the signal of other angular transducers is estimated using the signal of its learning outcome and the angular transducer for accompanying gear mechanism, to be monitored and be diagnosed, and it is able to carry out backup.Electric power steering apparatus at least has the 1st angular transducer and the 2nd angular transducer, 1st angular transducer detects the 1st steering angle via gear mechanism, 2nd angular transducer does not detect the 2nd steering angle via gear mechanism, wherein, the electric power steering apparatus includes correction calculations of offset portion, learns the characteristic of gear mechanism and calculates correction offset；And steering angle estimator, use correction the 2nd steering angle of bias estimation.
Description
Technical field
The present invention relates to a kind of electric power steering apparatus, carry out drive control to motor by current instruction value,
Auxiliary control is carried out to the steering system of vehicle by the drive control of motor, the invention particularly relates to electric boosted turn a kind of
To device, at least wherein there is the angle sensor for accompanying gear mechanism equipped with 2 angular transducers in steering shaft
Device by learning the characteristic of gear mechanism, and uses its learning outcome and the angular transducer for accompanying gear mechanism when normal
Signal estimate the signal of other angular transducers, to be monitored and be diagnosed, occur in other angular transducers
In the case where failure, it is able to use estimation signal and is backed up.
Background technique
The electric power steering apparatus (EPS) of auxiliary control is carried out to the steering system of vehicle by the rotary force of motor
It is assigned by transmission mechanisms such as gear or belts to steering shaft or rack shaft by the driving force of motor via speed reducer
Steering assistance power (auxiliary force).In order to accurately generate the torque of steering assistance power, the previous electric power steering apparatus into
The feedback control of row motor current.Feedback control adjusts motor and applies voltage, so that steering assistance instruction value (current-order
Value) and the difference of motor current detected value become smaller, under normal circumstances, by adjusting PWM (pulse width modulation) control duty
Than applying alive adjustment to carry out motor.
When the general structure of electric power steering apparatus to be shown in FIG. 1 and be illustrated, the axis of a cylinder of steering wheel 1
(steering shaft, axis of orientation) 2 via reduction gearing 3, universal joint 4a and 4b, pinion rack mechanism 5, track rod 6a, 6b,
Link again via hub unit 7a, 7b and steered wheel 8L, 8R.In addition, being provided with the steering of detection direction disk 1 on axis of a cylinder 2
The torque sensor 10 of torque and the steering angle sensor 14 for detecting steering angle θ assist the motor of the steering force of steering wheel 1
20 link via reduction gearing 3 and axis of a cylinder 2.The control unit (ECU) 30 for controlling electric power steering apparatus is supplied from battery 13
Electric power and via ignition switch 11 input igniting switching signal.Control unit 30 turns according to detected by torque sensor 10
The current instruction value for being assisted (steering assistance) to instruct to vehicle velocity V el detected by torque T h and vehicle speed sensor 12
Operation is supplied to EPS motor 20 by the voltage control instructions value Vref for implementing compensation etc. to current instruction value to control
Electric current.
Control unit 30 is connected with CAN (the Controller Area for the various information for sending or receiving vehicle
Network: controller local area network) 40, vehicle velocity V el can also be received from CAN 40.In addition, control unit 30 can also connect
There is the non-CAN41 for sending or receiving communication, analog/digital signal, electric wave other than CAN 40 etc..
Control unit 30 is mainly made of MCU (also comprising CPU, MPU etc.), but executed inside the MCU by program
General function is as shown in Figure 2.
The function of control unit 30 and movement are illustrated referring to Fig. 2, steering detected by torque sensor 10
Vehicle velocity V el is input into operation current instruction detected by (or from CAN's 40) torque T h and vehicle speed sensor 12
The current instruction value operational part 31 of value Iref1.Current instruction value operational part 31 is according to the steering torque Th and speed inputted
Vel and use auxiliary figure etc. and come operation be supplied to motor 20 as the current instruction value Iref1 of the control target value of electric current.
Current instruction value Iref1 is input to current confinement part 33 via adder 32A, is limited the current instruction value of maximum current
Irefm is input into subtraction portion 32B's, subtraction portion 32B operation current instruction value Irefm and the motor current value Im fed back
Deviation I (Irefm-Im), and deviation I is input to PI (proportional integration) control unit for the characteristic for being used to improve go to action
35.PWM control unit 36 is input by the voltage control instructions value Vref that PI control unit 35 improves characteristic, and then via
Inverter 37 as driving portion carries out PWM driving to motor 20.Motor 20 is detected by motor current detector 38
Current value Im and feed back arrive subtraction portion 32B.Inverter 37 uses FET (field effect transistor) as driving element, by FET's
Bridge circuit is constituted.
The thermal compensation signal CM from thermal compensation signal generating unit 34 is added in adder 32A, passes through thermal compensation signal
The addition of CM carries out the characteristic compensation that steering system is completely, Lai Gaishan convergence and inertial properties etc..Thermal compensation signal generating unit 34
Torque (SAT) 343 will be automatically aligned to by adder 344 to be added with inertia 342, and then pass through adder 345 for its addition knot
Fruit is added with convergence 341, and using the addition results of adder 345 as thermal compensation signal CM.
In electric power steering apparatus as described above, in recent years, the raising and function of reliability and operability are considered
The requirement such as tediously longization, makes various sensors multiple sometimes to be carried.But since there is also electric power steering apparatus
Cost reduces and the requirement of miniaturization, thus it is not easy to keep multiple sensors multiple.Therefore, it is desirable to maximum limit using current
The limited sensor carried, and the method that sensor can be monitored and be diagnosed each other.But according to sensor
Installation site accompanies gear sometimes, in this case, in order to monitor with diagnostic sensor the loosening for needing to reduce gear each other
Influence.
As the prior art, disclosing in International Publication No. 2004/022414 (patent document 1) has for measuring
The method of the torque of the vehicle of electromechanical steering system, and this method is thought of as the spare of torque sensor.Electromechanical turns to
The overall structure of device includes input axle portion and output shaft, they connect with driving steering mechanism；And steering unit,
It is connected with servomotor and via torque arm.The structure is according to driving the input axle portion of steering mechanism and output
Relative rotary displacement between axle portion carries out the electromechanical transfer (digital circuit or analog circuit) of torque detection, but
It forms and is inputted by the output of steering angle (δ) sensor and the rotation angle this 2 of servomotor to detect imaginary torque
Sensor, and steering torque is determined according to imaginary torque.
In addition, carrying multiple (3) steering angle sensings in Japanese Unexamined Patent Publication 2005-274484 bulletin (patent document 2)
Device and constitute tediously long system.
Existing technical literature
Patent document
Patent document 1: International Publication No. 2004/022414
Patent document 2: Japanese Unexamined Patent Publication 2005-274484 bulletin
Summary of the invention
Subject to be solved by the invention
But in the device of patent document 1, as the system of backup, for the failure of steering angle sensor, Neng Goutong
The rotor rotation information of servomotor is crossed to be backed up, but can not two sensors be carried out with mutual fault diagnosis and standby
Part.In addition, enlarged around steering system, therefore, the vehicle loading of device is deteriorated, generally in the example of patent document 2
In the case of, there are increased costs.
The present invention is completed in view of situation as described above, and the purpose of the present invention is to provide following cheap and high property
The electric power steering apparatus of energy: it in steering shaft other than equipped with the angular transducer of gear mechanism is accompanied, also carries
There are multiple angular transducers, by learning the characteristic of gear mechanism, and uses its learning outcome and the angle for accompanying gear mechanism
The signal of sensor estimates the signal of other angular transducers, to be monitored and diagnosed, will not use to back up and
The further multiple of angular transducer is carried out, backup is able to carry out.
Means for solving the problems
The present invention relates to a kind of electric power steering apparatus, at least have the 1st angular transducer and the 2nd angle sensor
Device, the 1st angular transducer detect the 1st steering angle via gear mechanism, and the 2nd angular transducer is not via the gear mechanism
And the 2nd steering angle is detected, above-mentioned purpose of the invention is by having following part to reach: correction calculations of offset portion, learns
It practises the characteristic of the gear mechanism and calculates correction offset；And steering angle estimator, estimated using the correction offset
Count the 2nd steering angle.
Above-mentioned purpose of the invention is reached by the following method and more effectively: having makes the 1st steering angle and described
2nd steering angle becomes the opposite of opposite steering angle and turns to angling portion, and correction calculations of offset portion becomes opposite according to
The 1st steering angle and the 2nd steering angle after steering angle calculate correction offset, or the steering with judgement steering direction is sentenced
Determine portion, correction calculations of offset portion calculates correction offset corresponding with the steering direction of the judgement, Huo Zhesuo
Stating the 2nd angular transducer is multiplicated system, in the case where 1 system jam of the 2nd angular transducer, uses institute
The measured value and estimated value of stating the 2nd steering angle carry out the backup of the 2nd angular transducer, or according to the 2nd steering angle
Measured value and estimated value carry out the 2nd angular transducer monitoring and diagnosis or it is described correction with calculations of offset portion learn
It practises the deviation of the 1st steering angle and the 2nd steering angle and calculates correction and offset or the correction is used to use calculations of offset
Portion learns the multiple deviations calculated at a prescribed interval in the range of the angle period of the 1st angular transducer, and
Using the average value of the multiple deviation of study as the correction offset or the 1st angular transducer and the described 2nd
Angular transducer is equipped on the input shaft side of steering shaft.
Invention effect
Electric power steering apparatus according to the present invention learns the spy of gear mechanism in angular transducer regular event
Property, ingredient is especially loosened as caused by steering direction, calculates correction offset, uses the angular transducer for accompanying gear mechanism
Signal and correction the signals of other angular transducers is estimated with deviating, thereby, it is possible to be monitored and diagnosed, at other
Angular transducer break down in the case where, be able to carry out backup.
Detailed description of the invention
Fig. 1 is the structure chart for showing the summary of electric power steering apparatus.
Fig. 2 is the block diagram for showing the structural example of control system of electric power steering apparatus.
Fig. 3 is the block diagram for showing the arranging example of angular transducer of the invention.
Fig. 4 is the block diagram for showing structural example of the invention.
Fig. 5 is the block diagram for showing the structural example of steering determination unit of the invention.
Fig. 6 is the figure for showing the example of study point.
Fig. 7 is to show the correction of the invention block diagram of the structural example in calculations of offset portion.
Fig. 8 is the flow chart for showing action example of the invention.
Fig. 9 is the flow chart for showing the action example for becoming opposite steering angle.
Figure 10 is to show the flow chart for turning to the action example determined.
Figure 11 is the figure for showing the appearance for the variation that steering of the invention determines.
Figure 12 is the flow chart for showing the action example of correction calculations of offset.
Figure 13 is the figure for showing the appearance of the variation due to estimating caused by using correction offset of the invention.
Specific embodiment
In the present invention, it is detected when wherein existing via gear mechanism in steering shaft equipped with multiple angular transducers
In the case where the angular transducer (the 1st angular transducer) of steering angle, learn the characteristic of the gear mechanism, using learning outcome and
Steering angle (steering angle signal) detected by 1st angular transducer estimates other angular transducers (the 2nd angle sensor
Device) detected by steering angle.Under normal circumstances, exist in gear and loosen (backlash ュ), enable to move freely, by
Detected by the loosening and the steering angle detected by the 1st angular transducer (the 1st steering angle) and the 2nd angular transducer
Error (deviation) is generated in steering angle (the 2nd steering angle) therefore in the present invention, to learn to make to reduce the influence of loosening
For the loosening ingredient of the characteristic of gear mechanism.Correction offset is calculated by learning, and corrects the 1st with offset by correction
Steering angle as a result, estimates the 2nd steering angle.Moreover, carrying out the prison of the 2nd angular transducer using the steering angle of estimation
Regard and diagnose and the 2nd angular transducer as 2 weight system in the case where, in 1 system jam (hereinafter, comprising " different
Backup is able to carry out when often ").
Hereinafter, the embodiments of the present invention will be described with reference to the drawings.
In the present embodiment, as shown in figure 3, angular transducer is installed on steering shaft (axis of orientation) 2, various detections are exported
Signal.That is, input shaft (input shaft) 2A in 1 side of steering wheel of steering wheel shaft 2 be equipped with as by Hall IC sensor 21 with
And 20 ° of the torque sensor input side rotor of the angular transducer of a side of the torque sensor of 1 pair of angular transducer composition
Rotor sensor 22.Hall IC sensor 21 is installed on input shaft 2A via gear, with the rotation of 296 ° of cycle detection input shaft 2A
Turn, exports AS_IS angle, θ h.Torque sensor is 2 heavy systems, is directly mounted at the position that 1 side of steering wheel is leaned on than torque arm 23
20 ° of rotor sensors 22 with the rotation of 20 ° of cycle detection input shaft 2A, export TS_IS angle, θ s1 and θ s2 and will
TS_IS angle, θ s1 and θ s2 are input to steering angle operational part 50.In addition, in output shaft (output axis) 2B of steering wheel shaft 2
40 ° of rotors for being mounted directly the torque sensor outlet side rotor of the angular transducer of another party as torque sensor pass
24,40 ° of rotor sensors 24 of sensor are exported TS_OS angle, θ r1 and θ r2 and are incited somebody to action with the rotation of 40 ° of cycle detection output shaft 2B
TS_OS angle, θ r1 and θ r2 are input to steering angle operational part 50.Steering angle operational part 50 operation TS_IS angle, θ s1 and TS_OS
The relative displacement of angle, θ r1 exports windup-degree θ t1, similarly, the phase of operation TS_IS angle, θ s2 and TS_OS angle, θ r2
To displacement, windup-degree θ t2 is exported.According to windup-degree θ t1 and θ t2 operation steering torque.
In the present embodiment, Hall IC sensor 21 is equivalent to the 1st angular transducer, and 20 ° of rotor sensors 22 are suitable
In the 2nd angular transducer, the AS_IS angle, θ h that Hall IC sensor 21 exports is equivalent to the 1st steering angle, 20 ° of rotor sensors
TS_IS angle, θ s1 and the θ s2 of 22 outputs (hereinafter, θ s1 and θ s2 are collectively referred to as " θ s ", " θ s " means θ s1 or θ s2)
It is equivalent to the 2nd steering angle.AS_IS angle, θ h and TS_IS angle, θ s1 and θ s2 are input into control unit (not shown).Separately
Outside, TS_OS angle, θ r1 and θ r2 and torsion steering angle θ t1 and θ t2 are also input to control unit, but due to not direct and sheet
Invention association, therefore, omits the description.
In such a configuration, since the AS_IS angle, θ h used as the 1st steering angle is carried out as the 2nd steering angle
The backup of TS_IS angle, θ s, therefore, it is necessary to consider the angle period of Hall IC sensor 21 and 20 ° of rotor sensors 22
TS_IS angle, θ s is estimated in difference, the influence of the loosening of the difference and gear of angle reference point.
About the difference in angle period, by using AS_IS angle, θ h and TS_IS angle, θ s as steering wheel angle come into
Row processing is corresponded to by becoming opposite steering angle.According to the performance of angular transducer, previously according to needing to AS_
IS angle, θ h and TS_IS angle, θ s removes noise using filter.
The influence of the loosening of difference and gear about angle reference point learns as described above as 2 weight systems
The error for becoming the TS_IS angle, θ s and AS_IS angle, θ h after opposite steering angle when torque sensor is operating normally simultaneously
And correction offset is calculated, and by correction offset correction AS_IS angle, θ h, corresponded to as a result,.According to steering direction meter
Correction offset is calculated, specifically, calculating turns to, right-hand rotation turns to and the correction offset of guarantor's this 3 type of rudder, and according to
Steering situation corrects to be used separately with deviating, and reduces influence brought by the error as caused by the loosening of gear as a result,.
The structural example for implementing the control unit of such function is as shown in Figure 4.
The AS_IS angle, θ h and TS_IS angle, θ s for being input to control unit is input into opposite steering angling portion 60, phase
To turn to angling portion 60 export (hereinafter, as " AS_IS is with respect to steering angle ") the θ hr of the A_IS angle after becoming opposite steering angle with
And become the TS_IS angle after opposite steering angle (hereinafter, as " TS_IS is with respect to steering angle ") θ sr.AS_IS is with respect to steering angle θ
Hr, which is input into, turns to determination unit 70, correction calculations of offset portion 80 and steering angle estimator 100, and TS_IS is with respect to steering angle θ
Sr is input into correction calculations of offset portion 80.It turns to determination unit 70 and determines steering situation (left/right turn/guarantor's rudder), output is sentenced
Determine result Sj, determines that result Sj is input into correction calculations of offset portion 80 and steering angle estimator 100.Correction offset meter
Calculation portion 80 with respect to steering angle θ sr and determines that result Sj finds out the school turned to respect to steering angle θ hr, TS_IS according to AS_IS
Just use offset (hereinafter, as " left-hand rotation hour offset ") Csl, right-hand rotation steering correction offset (hereinafter, as " when right-hand rotation inclined
Move ") Csr and correction offset (hereinafter, as " guarantor rudder hour offset ") Csk when protecting rudder.Correction offset (left-hand rotation hour offset
Csl, right-hand rotation hour offset Csr, rudder hour offset Csk is protected) it is stored in correction offset storage portion 90.Steering angle estimator 100 is defeated
Out AS_IS relative to steering angle θ hr, determine result Sj and according to be stored in correction offset storage portion 90 correction offset and
The TS_IS of estimation is with respect to steering angle (hereinafter, as " TS_IS estimates steering angle ") θ se.
Hereinafter, being illustrated to each section.
With respect to angling portion 60 is turned in order to eliminate the difference in the angle period of AS_IS angle, θ h and TS_IS angle, θ s and
These angles (angle signal) are made to invert and be handled as opposite steering angle.To AS_IS angle, θ h and TS_IS angle
θ s applies identical step, according to the input angle (input of AS_IS angle, θ h, TS_IS angle, θ s) and last time (before 1 sample)
The difference (hereinafter, as " angular difference ") of angle determines the angle to be added (hereinafter, as " be added angle "), will be from phase
The addition angle (hereinafter, as " cumulative addition angle ") for increasing beginning hours cumulative is added with input angle and finds out opposite steering
(AS_IS, with respect to steering angle θ sr), becomes opposite steering angle with respect to steering angle θ hr, TS_IS as a result, at angle.Specifically, inputting
Angle is less than in the case where the 1/2 of the maximum value (hereinafter, as " angle maximum value ") of input angle range, that is, angular difference
In the case where less than -1/2 times of angle maximum value, addition angle is angle maximum value, is greater than angle maximum value in input angle
1/2 in the case where, that is, in the case where angular difference is greater than 1/2 times of angle maximum value, additions angle is angle maximum value
× (- 1), other than this, being added angle is 0.In addition, in the case where removing the noise Chong Die with input angle,
Opposite steering angle is implemented to be filtered.
It turns to determination unit 70 and is used to be used separately the correction steering situation of offset according to situation judging is turned to.In order to correct
The loosening ingredient of the gear of angular transducer (being Hall IC sensor 21 in the present embodiment), needs the direction of rotation of gear
Information, since the direction of rotation of gear can be judged by steering direction, pass through turn to determination unit 70 determine turn to
Situation (left/right turn/guarantor's rudder).By making AS_IS that there is hysteresis characteristic with respect to steering angle θ hr, that is, by keeping AS_IS opposite
Steering angle θ hr has defined lag amplitude to carry out the judgement of steering situation.By can reduce by making an uproar with hysteresis characteristic
Influence caused by sound to steering situation is determined.It will be subtracted obtained by defined value from the opposite steering angle θ hr of the AS_IS of input
Value is set as upper limit value (hereinafter, as " steering angle upper limit value "), will add defined value on the opposite steering angle θ hr of AS_IS
Obtained by value be set as lower limit value (hereinafter, as " steering angle lower limit value "), the difference of steering angle upper limit value and steering angle lower limit value
To lag amplitude.Moreover, by comparing the central value of steering angle upper limit value and steering angle lower limit value and lag amplitude (hereinafter, making
For " hysteresis centers value ") last time (before 1 sample) value (hereinafter, as " upper sub-values of hysteresis centers ") come in being lagged
The update of center value.Specifically, in the case where steering angle upper limit value is greater than the upper sub-value of hysteresis centers, by steering angle upper limit value
As hysteresis centers value, in the case where steering angle lower limit value is less than the upper sub-value of hysteresis centers, using steering angle lower limit value as
Hysteresis centers value, the update other than this, without hysteresis centers value.Moreover, being turned to by comparing AS_IS is opposite
Angle θ hr determines steering direction with hysteresis centers value, moreover, when under hysteresis centers value within a certain period of time indeclinable situation,
It is regarded as protecting rudder.That is, in the case where AS_IS is less than hysteresis centers value with respect to steering angle θ hr, the steering that is temporarily judged to turning right (with
Under, using the judgement result as " temporarily determining result "), the case where AS_IS is greater than hysteresis centers value with respect to steering angle θ hr
Under, temporarily it is judged to turning left steering, (that is, AS_IS is identical as hysteresis centers value with respect to steering angle θ hr other than this
In the case where), determine using the temporary judgement result of last time as temporary as a result, when hysteresis centers value does not change within a certain period of time
In the case where, it will determine that result Sj as rudder is protected, other than this, will temporarily determine result as judgement result Sj.
In addition, lag amplitude is set so as to the size of the noise contribution of removal angular transducer, it is judged to protecting the time interval of rudder
It is set to wrong to be judged to protecting the degree of rudder at leisure when turning to.
The structural example for turning to determination unit 70 is as shown in Figure 5.Lag amplitude set portion 71 has AS_IS with respect to steering angle θ hr
There is defined lag amplitude, exports steering angle upper limit value θ 1 and steering angle lower limit value θ 2.Hysteresis centers value operational part 72 passes through
Compare steering angle upper limit value θ 1 and steering angle lower limit value θ 2 and the upper sub-value θ cp for the hysteresis centers being held in memory portion 75 comes
Carry out the update of hysteresis centers value, lag output central value θ c.Hysteresis centers value θ c be held in memory portion 75 and by
It is input to steering direction determination unit 73 and protects rudder determination unit 74.Steering direction determination unit 73 is turned to by comparing AS_IS is opposite
Angle θ hr and hysteresis centers value θ c determine steering direction, and export and temporarily determine result Sd.Rudder determination unit 74 is protected according in lag
The upper sub-value θ cp of center value θ c and hysteresis centers determines result and temporarily judgement result Sd according to it to determine whether to protect rudder
To determine judgement result Sj and export.
Correction opposite steering angle θ of study TS_IS when the torque sensor of 2 weight systems is operating normally with calculations of offset portion 80
Sr and AS_IS is relative to the difference (hereinafter, as " relative to angular difference is turned to ") of steering angle θ hr and calculates correction offset.For simple
TS_IS with respect to steering angle and the opposite steering angle of AS_IS difference, since the compacted condition of loosening is uncertain, turning
To and two-way being learnt of turning to of turning right.In addition, the turning velocity in study is only slow in order to avoid mistake study
And it is carried out under the state (loosening compact state) of not too fast certain speed.In the case where excessively slow turning velocity,
Such as in the case where protecting rudder state, the state of loosening is uncertain, and therefore, a possibility that mistake learns is higher.In too fast turning velocity
In the case where, due to obtaining the data (inertia of the rack gear of error or gear at the time of AS_IS angle, θ h, TS_IS angle, θ s)
A possibility that learning Deng, mistake is still higher.Moreover, even turning velocity appropriate, larger in speed fluctuation (acceleration)
In the case where, mistake learn a possibility that it is also higher, therefore, only turning velocity stablize in the state of learnt.In addition, by
In the rack gear of gear combination and cause loosen ingredient change, therefore, it is desirable to study sample number it is more, it also requires inhibit exist
Therefore the data in interval sampling appropriate are used with respect to the information content for turning to angular difference used in study.In present embodiment
In, the angle period (296 °) of Hall IC sensor 21 is portrayed with 10 ° ± 1 °, is respectively being portrayed a little, is being turned to and turning right
The opposite study for turning to angular difference of the two-way progress turned to, amount to 60 points learnt (hereinafter, using the point learnt as
" study point ").Fig. 6 is the figure for showing the example of study point.Horizontal axis indicates AS_IS with respect to steering angle, and the longitudinal axis indicates opposite and turns to
Angular difference, the opposite variation for turning to angular difference in the case where turning to that turns to and turn right are indicated by solid line.Moreover, study point
A part is represented by the dotted line, and the sample data of a steering direction at the study point is indicated by dot.Study shown in Fig. 6
Point obtains sample data.Moreover, it regard the average of learning outcome of the 30 study points turned to as left-hand rotation hour offset Csl,
The average of learning outcome of 30 study points of steering of turning right is regard as right-hand rotation hour offset Csr, when by left-hand rotation hour offset and right-hand rotation
Average be used as of offset protects rudder hour offset Csk.Also average value calculated according to multiple sample datas etc. can be regard as each study
Learning outcome at point comes using in the present embodiment, using only 1 sample data.In addition, study point is not limited to above-mentioned 60
It is a, amplitude can also be being portrayed or the variable point for portraying the settings such as amplitude is learnt with others.In addition, inclined when turning left
It moves and right-hand rotation hour offset can not be the average value of multiple learning outcomes, but mode or median etc..
The structural example in correction calculations of offset portion 80 is as shown in Figure 7.
Turning velocity calculation part 81 calculates turning velocity ω hr with respect to steering angle θ hr according to AS_IS, turns to acceleration calculation
Portion 82 is calculated according to turning velocity ω hr turns to acceleration alpha hr, and turning velocity ω hr and steering acceleration alpha hr are input into tooth
Take turns characteristic study portion 83.It is also defeated in gear property study portion 83 in addition to turning velocity ω hr and other than turning to acceleration alpha hr
Enter to have AS_IS with respect to steering angle θ hr, TS_IS with respect to steering angle θ sr and the judgement result Sj exported from steering determination unit 70.
Gear property study portion 83 turns to angular difference Rs (=TS_IS steering opposite with respect to steering angle θ sr-AS_IS using opposite
Angle θ hr) carry out study row.Firstly, determining AS_IS with respect to steering angle θ using turning velocity ω hr and steering acceleration alpha hr
Whether hr and TS_IS can be used for the data of study with respect to steering angle θ sr.That is, if turning velocity ω hr is appropriate
The speed of the range and absolute value for turning to acceleration alpha hr becomes larger is then that turning velocity is not too fast and only slow and stablize
State, be judged to can be used in learning as a result,.If it is determined that can be used in learning, then determining that result Sj is " left-hand rotation "
In the case where, it carries out carrying out conduct in the case where determining result Sj is " right-hand rotation " as the study of the study point turned to
It turns right the study of the study point turned to, in the case where determining result Sj is " protect rudder ", without study.It is opposite to turn to angular difference Rs
Learning outcome maintaining part 84 is held in as each learning outcome for learning point.When keeping opposite steering angular difference Rs, need
Determination is the learning outcome to which study point, but learning point is that WD (such as 10 °) portrays AS_IS relative angle at certain intervals
Spend point obtained by the movable range of θ hr, if it is possible to obtain data in identical point always, then it can be directly opposite using AS_IS
The value of angle, θ hr determines study point.But in practice, it may be difficult to data, AS_IS relative angle θ hr are obtained in identical point always
Value fluctuation, therefore, to AS_IS relative angle θ hr be processed to determine study point.Specifically, for example using under
State the value sp of the calculating of formula 1.
Formula 1
Sp=ROUND (θ hr/WD) mod Kp
Kp is the study points (such as 30) in the setting of steering direction, ROUND (x) be return by the decimal point of x with
Under part round up obtained by value function, mod be in the case where (A mod B) calculate A divided by remainder obtained by B
The operator of (remainder).The sp is used to determine the identifier of each study point, (turns left, turn right) according to steering direction, needle
The opposite region for turning to angular difference Rs is kept to be set to learning outcome maintaining part 84 value of each identifier sp, and according to steering side
To and identifier sp to keep opposite turn to angular difference Rs.For example, in WD=10 °, the setting of Kp=30, what is turned to
In the case that the value of AS_IS relative angle θ hr is 123 °, sp=12, at this time opposite turn to angular difference Rs be held in relative to
The region for the identifier sp that left-hand rotation duration is 12.Furthermore it is possible to determine study point by the method other than this.
If all the study of study point terminates, angular difference Rs is turned to using the opposite of learning outcome maintaining part 84 is held in
Correction is calculated with offset (left-hand rotation hour offset Csl, right-hand rotation hour offset Csr, protecting rudder hour offset Csk).
Correction offset is stored in correction offset storage portion 90, and backup can be opened from the stage for finding out correction offset
Begin.
Steering angle estimator 100 is selected according to the judgement result (left/right turn/guarantor's rudder) exported from steering determination unit 70
It is stored in the correction offset in correction offset storage portion 90, and correction is added with steering angle θ hr opposite with AS_IS is deviated,
Find out TS_IS estimation steering angle θ se.
In such a configuration, firstly, the flow chart referring to Fig. 8 is illustrated whole action example.
TS_IS detected by AS_IS angle, θ h detected by Hall IC sensor 21 and 20 ° of rotor sensors 22
Angle, θ s is input into opposite steering angling portion 60 (step S10).The opposite angling portion 60 that turns to makes AS_IS angle, θ h become opposite
Steering angle (step S20), output AS_IS make TS_IS angle, θ s become opposite steering angle (step S30) with respect to steering angle θ hr,
TS_IS is exported with respect to steering angle θ sr.The movement for becoming opposite steering angle is described below.In addition, AS_IS angle, θ h's becomes
Opposite steering angle can be opposite with the sequence for becoming opposite steering angle of TS_IS angle, θ s.70 use of determination unit is turned to from opposite
It turns to the AS_IS that angling portion 60 exports and determines steering situation with respect to steering angle θ hr, exported in the case where being judged to turning left steering
The judgement result Sj of " left-hand rotation " exports the judgement result Sj of " right-hand rotation " in the case where being judged to turning right and turn to, is being judged to protecting
The judgement result Sj (step S40) of output " protecting rudder " in the case where rudder state.The movement for turning to and determining is described below.Moreover,
In the unclosed situation of study of opposite steering angular difference (step S50), correction is turned to 80 use of calculations of offset portion from opposite
The AS_IS that angling portion 60 exports is exported with respect to steering angle θ hr and TS_IS with respect to steering angle θ sr and from steering determination unit 70
Result Sj is determined to carry out the study movement (step S60) of the loosening ingredient of gear, return step S10.Study is described below
Movement.In the case where study terminates (step S50), left-hand rotation hour offset Csl, right-hand rotation hour offset Csr and guarantor's rudder hour offset
Csk is stored in correction offset storage portion 90 as correction offset, and therefore, the confirmation of steering angle estimator 100 is sentenced from steering
The judgement result Sj (step S70) for determining the output of portion 70, in the case where determining result Sj is " left-hand rotation ", by the way that correction will be stored in
It is added with from the opposite AS_IS for turning to the output of angling portion 60 with respect to steering angle θ hr with the left-hand rotation hour offset Csl in offset storage portion 90
To calculate TS_IS estimation steering angle θ se (step S80).In the case where determining result Sj is " right-hand rotation ", by the way that school will be stored in
TS_IS just, which is calculated, with the steering angle θ hr phase Calais opposite with AS_IS right-hand rotation hour offset Csr in offset storage portion 90 estimates steering angle θ
Se (step S90).It is inclined when by the guarantor's rudder for being stored in correction offset storage portion 90 in the case where determining result Sj is " protecting rudder "
It moves the steering angle θ hr phase Calais opposite with AS_IS Csk and calculates TS_IS estimation steering angle θ se (step S100).Furthermore it is possible to pass through
Correction with whether be stored in offset storage portion 90 correction with offset come determine study whether terminate, also can be used indicate etc.
To be notified.
The action example for becoming opposite steering angle in opposite steering angling portion 60 is illustrated referring to the flow chart of Fig. 9.Separately
Outside, due to AS_IS angle, θ h become opposite steering angle and TS_IS angle, θ s become identical with respect to the movement of steering angle, because
This uses " input angle " such performance instead of AS_IS angle, θ h and TS_IS angle, θ s in the following description.This
Outside, act start when, the initial value of cumulative addition angle is set as 0, use with current (existing sample) identical value as
The initial value of the input angle of last time (before 1 sample).
In becoming opposite steering angle, firstly, calculating angle by the input angle for subtracting last time from input angle
Difference (step S210).Since what input angle was used for next time becomes opposite steering angle, it is held in opposite steering angle
Change portion 60.Moreover, in the case where the angular difference of calculating is less than -1/2 times of angle maximum value (step S220), most by angle
Big value is as addition angle (step S230).In the case where angular difference is -1/2 times or more of angle maximum value, compare angle
1/2 times (step S240) for spending difference and angle maximum value, if angular difference is greater than 1/2 times of angle maximum value, by angle
Spend maximum value × (- 1) as be added angle (step S250), if angular difference at 1/2 times of angle maximum value hereinafter, if phase
Adding angle is 0 (step S260).Determining addition angle is added (step S270) with cumulative addition angle.Moreover, will input
Angle calculates opposite steering angle (AS_IS steering angle θ sr opposite with respect to steering angle θ hr, TS_IS) with cumulative addition angle phase Calais
(step S280).Filtering processing (step S290) is implemented to opposite steering angle in order to remove noise and is exported.In addition, at filtering
Reason can according to need execution, can not also execute.
The action example that 0 flow chart determines the steering for turning to determination unit 70 referring to Fig.1 is illustrated.
In turning to judgement, firstly, lag amplitude set portion 71 is opposite from the opposite AS_IS for turning to the output of angling portion 60
Defined value (hereinafter, as " lag amplitude ") Rh is subtracted in steering angle θ hr and calculates steering angle upper limit value θ 1 (=θ hr-Rh)
AS_IS is calculated steering angle lower limit value θ 2 (=θ hr+Rh) with respect to steering angle θ hr and lag amplitude Rh phase Calais by (step S410)
(step S415).The calculating of steering angle upper limit value θ 1 can be opposite with the sequence of the calculating of steering angle lower limit value θ 2.On steering angle
Limit value θ 1 and steering angle lower limit value θ 2 is input into hysteresis centers value operational part 72, and hysteresis centers value operational part 72 compares steering
The upper sub-value θ cp (step S420) of angle upper limit value θ 1 and the hysteresis centers for being held in memory portion 75, in steering angle upper limit value θ 1
In the case where upper sub-value θ cp greater than hysteresis centers, central value θ c will be late by as steering angle upper limit value θ 1 (step S425).When
Steering angle upper limit value θ 1 compares steering angle lower limit value θ 2 and hysteresis centers in the upper sub-value θ cp situation below of hysteresis centers
Upper sub-value θ cp (step S430), if steering angle lower limit value θ 2 be less than hysteresis centers upper sub-value θ cp, will be late by center
Value θ c as steering angle lower limit value θ 2 (step S435), if steering angle lower limit value θ 2 in the upper sub-value θ cp or more of hysteresis centers,
The then update without hysteresis centers value, the upper sub-value θ cp of hysteresis centers are hysteresis centers value θ c (step S440).In addition, working as
In the opposite steering of movement start time calculated initial AS_IS according to steering angle upper limit value θ 1 and steering angle lower limit value θ 2
In the case where the data that angle θ hr is calculated, average (=(the θ 1+ θ 2)/2) of steering angle upper limit value θ 1 and steering angle lower limit value θ 2 is stagnant
Rear center value θ c.In this case, due to θ 1=θ hr-Rh, θ 2=θ hr+Rh, initial hysteresis centers
Value θ c is the identical value of steering angle θ hr opposite with AS_IS.Hysteresis centers value θ c as hysteresis centers upper sub-value θ cp and keep
In memory portion 75 and it is input into steering direction determination unit 73 and protects rudder determination unit 74.Steering direction determination unit 73 inputs
There is AS_IS with respect to steering angle θ hr, compares AS_IS with respect to steering angle θ hr and hysteresis centers value θ c, in AS_IS with respect to steering angle θ
Hr is less than in the case where hysteresis centers value θ c (step S445), temporarily determines that result Sd is " right-hand rotation " (right-hand rotation turns to) (step
S450), in the case where AS_S is greater than hysteresis centers value θ c with respect to steering angle θ hr (step S455), temporarily determine that result Sd is
" left-hand rotation " (turns to) (step S460), in the opposite steering angle θ hr situation identical with hysteresis centers value θ c of AS_IS, temporarily
When determine result Sd and the temporary judgement result of last time (before 1 sample) it is identical (step S465).Temporarily determine result Sd and lag
The upper sub-value θ cp of central value θ c and the hysteresis centers for being held in memory portion 75 is input to together protects rudder determination unit 74.Rudder is protected to sentence
The upper sub-value θ cp that portion 74 compares hysteresis centers value θ c and hysteresis centers is determined, in the upper sub-value θ of hysteresis centers value θ c and hysteresis centers
Cp is identical value and is that the state of identical value continue for (step in the case where certain time (such as 100ms (millisecond))
S470), determine that result Sj is " protecting rudder " (step S475), other than this, determine result Sj and temporarily determine result
Sd identical (step S480), and the judgement result Sj is exported.
It is illustrated using appearance of the Figure 11 to the variation that above-mentioned steering determines.In Figure 11, the longitudinal axis indicates angle, horizontal axis
Indicate the time, AS_IS indicates that hysteresis centers value is represented by the dotted line with respect to steering angle by solid line, and Figure 11 expression is by steering wheel from the right side
The state shift turned is left (steering), temporarily becomes turning right by steering direction after by center (in-line position)
(turn right turn to) again passes by the sample of the variation in the case where steering direction being become turning left and (be turned to) after center
Son.
In turning to, AS_IS increases with respect to steering angle θ hr, and steering angle upper limit value θ 1 (=θ hr-Rh) is more than lag
The state of the upper sub-value θ cp at center continues, and hysteresis centers value θ c is updated to steering angle upper limit value θ 1, therefore, opposite with AS_IS
Accordingly, hysteresis centers value θ c also increases steering angle θ hr.In the meantime, AS_IS relative angle θ hr is greater than hysteresis centers value θ c,
Hysteresis centers value θ c persistently changes, and therefore, determines that result is " left-hand rotation ".Hereafter, it is turned to and turning velocity when in order to become turning right
When slack-off, AS_IS is also slack-off with respect to the increase of steering angle θ hr, and steering angle upper limit value θ 1 is no larger than the upper sub-value θ of hysteresis centers
Cp, when being further changed to right-hand rotation steering, AS_IS switchs to reduce with respect to steering angle θ hr, in the (=θ hr+ of steering angle lower limit value θ 2
Rh t1 at the time of) being less than the upper sub-value θ cp of hysteresis centers, hysteresis centers value θ c becomes steering angle lower limit value θ 2, therefore, in lag
Center value θ c is greater than AS_IS with respect to steering angle θ hr.Thus, determine that result is " right-hand rotation ", temporarily, steering angle lower limit value θ 2 is due to AS_
IS reduces with respect to steering angle θ hr and the state lower than the upper sub-value θ cp of hysteresis centers continues, since hysteresis centers value θ c is updated
For steering angle lower limit value θ 2, therefore, steering angle θ hr opposite with AS_IS accordingly reduces.In the meantime, AS_IS relative angle θ
Hr is less than hysteresis centers value θ c, and hysteresis centers value θ c persistently changes, and therefore, judgement result is continuation " right-hand rotation ".Hereafter, when again
When becoming turning to, AS_IS switchs to increase with respect to steering angle θ hr, is more than the last time of hysteresis centers in steering angle upper limit value θ 1
T2 at the time of value θ cp, hysteresis centers value θ c become steering angle upper limit value θ 1, and therefore, hysteresis centers value θ c is less than opposite turn of AS_IS
To angle θ hr, determine that result is " left-hand rotation ".
In addition, in the calculating of steering angle upper limit value θ 1 and steering angle lower limit value θ 2, being used in above-mentioned steering judgement
Identical lag amplitude, but the different lag amplitude of value also can be used.
2 flow chart is illustrated correction with the action example of the study in calculations of offset portion 80 referring to Fig.1.
In study, turned to firstly, being input into from the opposite AS_IS for turning to the output of angling portion 60 with respect to steering angle θ hr
Speed calculation part 81 and gear property study portion 83, TS_IS are input into gear property study portion 83 with respect to steering angle θ sr
(step S610).Turning velocity calculation part 81 calculates turning velocity ω hr with respect to steering angle θ hr according to AS_IS, and is output to and turns
To acceleration calculation unit 82 and gear property study portion 83 (step S620).Acceleration calculation unit 82 is turned to according to turning velocity
ω hr, which is calculated, turns to acceleration alpha hr, and is output to gear property study portion 83 (step S630).
Gear property study portion 83 turning velocity ω hr be defined speed L ω or more stipulated that speed H ω (> L
ω) below and turn to acceleration alpha hr absolute value in defined value H α situation below (step S640), can learn,
Next step is proceeded to, the movement other than this, without study.It is opposite using AS_IS if can learn
Angle, θ hr finds out identifier sp according to formula 1, determines study point (step S650), and then inputs from the steering output of determination unit 70
Determine result Sj (step S660).Identifier sp in the case where determining that result Sj is " left-hand rotation " (step S670), with left-hand rotation
The study of corresponding study point, which is confirmed to be, does not learn (step S680).If do not learnt, from TS_IS with respect to steering angle θ sr
In subtract AS_IS with respect to steering angle θ hr calculate it is opposite turn to angular difference Rs (step S690), and be output to learning outcome maintaining part
84 (step S700) skip two steps if study is completed.(the step in the case where determining that result Sj is " right-hand rotation "
S670), the study of study point corresponding with the identifier sp of right-hand rotation, which is confirmed to be, does not learn (step S710).If do not learnt,
Then with " left-hand rotation " the case where in the same manner as calculate it is opposite turn to angular difference Rs (step S720), and be output to learning outcome maintaining part 84
(step S730) skips two steps if study is completed.In the case where determining that result Sj is " protecting rudder " (step S670),
Without study.Moreover, calculating is held in the opposite of learning outcome maintaining part 84 if all study terminates (step S740)
The opposite of study point for turning to the left-hand rotation in angular difference Rs turns to being averaged for angular difference Rs, and (step is exported as left-hand rotation hour offset Csl
Rapid S750).Similarly, the opposite of study point for calculating right-hand rotation turns to being averaged for angular difference Rs, and defeated as right-hand rotation hour offset Csr
(step S760) out.The calculating of left-hand rotation hour offset Csl can be opposite with the sequence of the calculating of right-hand rotation hour offset Csr.Calculating two
After offset, being averaged for left-hand rotation hour offset Csl and right-hand rotation hour offset Csr is calculated, and export (step as rudder hour offset is protected
S770).Left-hand rotation hour offset Csl, right-hand rotation hour offset Csr and guarantor's rudder hour offset are stored in the (step of correction offset storage portion 90
Rapid S780), study terminates.Furthermore it is possible to by whether be stored in learning outcome maintaining part 84 it is opposite turn to angular difference Rs come
The presence or absence of the study for determining each study point, can also separately prepare mark etc., and use the mark in learning outcome maintaining part 84
Will.
Appearance using the variation estimated caused by above-mentioned correction offset is as shown in figure 13.In Figure 13, longitudinal axis table
Show angle, horizontal axis indicates the time, and TS_IS is indicated with respect to steering angle by chain-dotted line, and TS_IS estimation steering angle is indicated by solid line, schemes
13 indicate the appearance of the variation in the case where turning to steering wheel according to right-hand rotation steering → guarantor's rudder → left-hand rotation.As above
It states like that, TS_IS estimates steering angle θ se by that will deviate according to the correction of result (left/right turn/guarantor's rudder) selection is determined
The hr phase Calais steering angle θ opposite with AS_IS calculates.As reference, successively it is represented by the dotted line under by AS_IS with respect to steering angle θ
AS_IS with respect to steering angle θ hr and is protected rudder hour offset Csk by data obtained by hr is added with right-hand rotation hour offset Csr (θ hr+Csr)
Data obtained by addition (θ hr+Csk) and obtained by AS_IS will be added with respect to steering angle θ hr with left-hand rotation hour offset Csl it is several
According to (θ hr+Csl).
As shown in figure 13, in the case where protecting rudder state, AS_IS hardly changes with respect to steering angle θ hr, and therefore, TS_IS estimation turns
To angle θ se also constant.
Event to 20 ° of rotor sensors 22 of calculated TS_IS estimation steering angle θ se in the present embodiment are utilized
Barrier diagnosis and backup are illustrated.
In the present embodiment, torque sensor is 2 heavy systems, exports TS_IS angle, θ s1 from 20 ° of rotor sensors 22
And θ s2.Steering angle θ se is estimated by this 2 data and TS_IS to carry out fault diagnosis and backup.That is, passing through TS_IS
This 3 data of angle, θ s1 and θ s2 and TS_IS estimation steering angle θ se carry out majority vote and are diagnosed as in the case where 2 pair 1
Angular transducer corresponding with 1 data breaks down.Moreover, being that 20 ° of rotors pass in angular transducer corresponding with 1 data
In the case where 1 system of sensor 22, another system is used as backup.When carrying out majority vote, if not
Same value, but difference is in a certain range, then can also be regarded as same value.
In addition, can not be backed up, but be able to carry out fault diagnosis in the case where torque sensor is not 2 weight system.
That is, comparing the 1 TS_IS angle, θ s exported from 20 ° of rotor sensors 22 and TS_IS estimation steering angle θ se, in inconsistent feelings
20 ° of rotor sensors 22 or/and Hall IC can be diagnosed as (in the case that perhaps difference is more than certain range) under condition
Sensor 21 breaks down.
In addition, in the above-described embodiment, in correction in calculations of offset portion 80, subtracting from the opposite steering angle θ sr of TS_IS
It goes AS_IS with respect to steering angle θ hr, but TS_IS can also be subtracted with respect to steering angle θ sr from the opposite steering angle θ hr of AS_IS.?
In this case, in steering angle estimator 100, it, will or not AS_IS opposite steering angle θ hr and correction offset addition
AS_IS subtracts each other relative to steering angle θ hr and correction offset.In addition, being calculated by correction with calculations of offset portion 80 inclined when protecting rudder
It is inclined when moving Csk and be stored in correction offset storage portion 90, but only can also store in correction offset storage portion 90
Csl and right-hand rotation hour offset Csr is moved, is calculated in steering angle estimator 100 and protects rudder hour offset Csk.In addition, opposite turn to angling
The method for becoming opposite steering angle in portion 60 can be method other than the above, in the case where the difference in no angle period,
It does not need to become opposite steering angle.The method for turning to the steering judgement of determination unit 70 is also possible to method other than the above, such as
Steering angle and motor angular velocity of rotation can be used to determine steering direction.
Label declaration
1: steering wheel (deflecting roller)；2: steering shaft (axis of a cylinder, axis of orientation)；10: torque sensor；12: vehicle speed sensor；
13: battery；20: motor；21: Hall IC sensor；22:20 ° of rotor sensor；24:40 ° of rotor sensor；30: control is single
First (ECU)；60: opposite to turn to angling portion；70: turning to determination unit；71: lag amplitude set portion；72: hysteresis centers value operation
Portion；73: forward method determination unit；74: protecting rudder determination unit；80: correction calculations of offset portion；81: turning velocity calculation part；82:
Turn to acceleration calculation unit；83: gear property study portion；84: learning outcome maintaining part；90: correction offset storage portion；100:
Steering angle estimator.
Claims (11)
1. a kind of electric power steering apparatus, at least has the 1st angular transducer and the 2nd angular transducer, the 1st angle is passed
Sensor detects the 1st steering angle via gear mechanism, and the 2nd angular transducer does not detect the 2nd steering via the gear mechanism
Angle, wherein the electric power steering apparatus is characterized in that, comprising:
Correction calculations of offset portion, learns the spy of the gear mechanism according to the 1st steering angle and the 2nd steering angle
Property, calculate correction offset；And
Steering angle estimator corrects the 2nd steering angle described in bias estimation using described,
The correction using turning velocity and turns to acceleration with calculations of offset portion, determines the 1st steering angle and 2nd turn described
Learn to whether angle is able to use in described.
2. electric power steering apparatus according to claim 1, wherein
The electric power steering apparatus has opposite steering angling portion, which makes the 1st steering angle and institute
Stating the 2nd steering angle becomes opposite steering angle,
Correction calculations of offset portion according to after becoming the opposite steering angle the 1st steering angle and the 2nd steering angle calculate institute
State correction offset.
3. electric power steering apparatus according to claim 1, wherein
The electric power steering apparatus, which has, turns to determination unit, which determines steering direction,
Correction calculations of offset portion calculates correction offset corresponding with the steering direction of the judgement.
4. electric power steering apparatus according to claim 2, wherein
The electric power steering apparatus, which has, turns to determination unit, which determines steering direction,
Correction calculations of offset portion calculates correction offset corresponding with the steering direction of the judgement.
5. according to claim 1 to electric power steering apparatus described in any one in 3, wherein
2nd angular transducer is multiplicated system, in the case where 1 system jam of the 2nd angular transducer,
The backup of the 2nd angular transducer is carried out using the measured value and estimated value of the 2nd steering angle.
6. according to claim 1 to electric power steering apparatus described in any one in 3, wherein
The monitoring and diagnosis of the 2nd angular transducer are carried out according to the measured value of the 2nd steering angle and estimated value.
7. according to claim 1 to electric power steering apparatus described in any one in 3, wherein
Correction calculations of offset portion learns the deviation of the 1st steering angle and the 2nd steering angle and calculates correction and use
Offset.
8. electric power steering apparatus according to claim 7, wherein
The correction is learnt in the range of the angle period of the 1st angular transducer at a prescribed interval with calculations of offset portion
The multiple deviations calculated, and using the average value of the multiple deviation of study as correction offset.
9. electric power steering apparatus according to claim 8, wherein
The correction all terminates it in the study of the multiple deviations calculated at a prescribed interval with calculations of offset portion
After calculate correction offset.
10. according to claim 1 to electric power steering apparatus described in any one in 3, wherein
1st angular transducer and the 2nd angular transducer are equipped on the input shaft side of steering shaft.
11. electric power steering apparatus according to claim 7, wherein
1st angular transducer and the 2nd angular transducer are equipped on the input shaft side of steering shaft.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2015-241048 | 2015-12-10 | ||
| JP2015241048 | 2015-12-10 | ||
| PCT/JP2016/082750 WO2017098839A1 (en) | 2015-12-10 | 2016-11-04 | Electric power steering device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN108290606A CN108290606A (en) | 2018-07-17 |
| CN108290606B true CN108290606B (en) | 2019-07-09 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201680068927.6A Expired - Fee Related CN108290606B (en) | 2015-12-10 | 2016-11-04 | Electric power steering apparatus |
Country Status (4)
| Country | Link |
|---|---|
| JP (4) | JP6274371B2 (en) |
| CN (1) | CN108290606B (en) |
| BR (1) | BR112018011128A2 (en) |
| WO (1) | WO2017098839A1 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2019162321A (en) * | 2018-03-20 | 2019-09-26 | 株式会社三洋物産 | Game machine |
| JP2019162319A (en) * | 2018-03-20 | 2019-09-26 | 株式会社三洋物産 | Game machine |
| JP2019162320A (en) * | 2018-03-20 | 2019-09-26 | 株式会社三洋物産 | Game machine |
| JP7312074B2 (en) * | 2019-09-26 | 2023-07-20 | ダイハツ工業株式会社 | Rudder angle control device |
| US11975771B2 (en) * | 2019-10-31 | 2024-05-07 | Nsk Ltd. | Vehicle steering device |
| JP7441061B2 (en) * | 2020-01-31 | 2024-02-29 | ミネベアミツミ株式会社 | Absolute encoder, absolute encoder angular error information output program, absolute encoder angular error information output method |
| JP2021013856A (en) * | 2020-11-18 | 2021-02-12 | 株式会社三洋物産 | Game machine |
| JP2021013855A (en) * | 2020-11-18 | 2021-02-12 | 株式会社三洋物産 | Game machine |
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| JP4119153B2 (en) * | 2002-04-17 | 2008-07-16 | 矢崎総業株式会社 | Rotation angle detection device and detection method |
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| JP4622641B2 (en) * | 2005-04-07 | 2011-02-02 | パナソニック株式会社 | Rotation angle detector |
| JP5128766B2 (en) * | 2005-11-08 | 2013-01-23 | 東洋電装株式会社 | Rudder angle sensor |
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| JP2012025262A (en) * | 2010-07-22 | 2012-02-09 | Jtekt Corp | Electric power steering device |
| JP2012194167A (en) * | 2011-03-02 | 2012-10-11 | Jtekt Corp | Rotation angle detection device and electric power steering apparatus |
| KR20130022303A (en) * | 2011-08-26 | 2013-03-06 | 엘지이노텍 주식회사 | A method for measuring absolute angle of torque angle sensor in a vehicle |
| JP5893498B2 (en) * | 2012-04-26 | 2016-03-23 | 日立オートモティブシステムズステアリング株式会社 | Power steering device and control device for power steering device |
| KR101922495B1 (en) * | 2013-04-25 | 2018-11-27 | 주식회사 만도 | Method for providing reliability of torque and control apparatus |
-
2016
- 2016-11-04 CN CN201680068927.6A patent/CN108290606B/en not_active Expired - Fee Related
- 2016-11-04 BR BR112018011128A patent/BR112018011128A2/en not_active Application Discontinuation
- 2016-11-04 JP JP2017550661A patent/JP6274371B2/en active Active
- 2016-11-04 WO PCT/JP2016/082750 patent/WO2017098839A1/en active Application Filing
-
2018
- 2018-01-10 JP JP2018001818A patent/JP6493571B2/en active Active
- 2018-01-10 JP JP2018001819A patent/JP6493572B2/en active Active
- 2018-01-10 JP JP2018001817A patent/JP6493570B2/en active Active
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| JP2007008299A (en) * | 2005-06-30 | 2007-01-18 | Toyota Motor Corp | Steering assist device for vehicle |
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| JP2014055629A (en) * | 2012-09-12 | 2014-03-27 | Toyota Motor Corp | Control unit of non-stage transmission |
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Also Published As
| Publication number | Publication date |
|---|---|
| JP2018076068A (en) | 2018-05-17 |
| WO2017098839A1 (en) | 2017-06-15 |
| CN108290606A (en) | 2018-07-17 |
| JPWO2017098839A1 (en) | 2017-12-21 |
| JP2018052497A (en) | 2018-04-05 |
| JP6493572B2 (en) | 2019-04-03 |
| BR112018011128A2 (en) | 2018-11-21 |
| JP6274371B2 (en) | 2018-02-07 |
| JP6493570B2 (en) | 2019-04-03 |
| JP2018052496A (en) | 2018-04-05 |
| JP6493571B2 (en) | 2019-04-03 |
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