JP2008207689A - Electric power steering device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an electric power steering device having a simple constitution capable of sharing a product for a left-side steering vehicle with a right-side steering vehicle without a complicated design change. <P>SOLUTION: The electric power steering device is provided with a motor for generating a steering auxiliary force imparted to a steering mechanism, a motor rotation angle detection means for detecting a rotation angle of an output shaft of the motor, a storage means for storing parameters for specifying the forward direction and the reverse direction of the motor, and a control means which calculates a torque command value composed of a torque amount of the steering auxiliary force to be generated for the motor based on the torque amount of the steering torque generated on a steering shaft, the rotation angle of the output shaft of the motor detected by the motor rotation angle detection means, and the parameters stored in the storage means. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an electric power steering apparatus, and is suitable for application to an electric power steering apparatus mounted on a vehicle such as an automobile.

  2. Description of the Related Art In recent years, an electric power steering apparatus that assists a driver's steering by generating a steering assist force with an electric motor and applying the steering assist force to a steering system is widely used in automobiles.

  In this case, the automobile has two types of handle attachment forms, a right handle and a left handle. For this reason, even in such an electric power steering device, two types of products for the right handle and for the left handle that generate assist forces in different directions with respect to the rotation operation in the same direction of the steering handle are required. Thus, preparing two types of products has a problem that efficiency is low in terms of production cost and management cost.

In order to solve such a problem, conventionally, any one of the three power supply lines for supplying power to the three-phase windings of the three-phase motor from an electronic control device (hereinafter referred to as an ECU (Electronic Control Unit)) is selected. The two power lines are switched between the left-hand drive car and the right-hand drive car and connected to the three-phase winding. In order to supply power to the ECU, the wiring inside the resolver or the wiring outside the resolver is made different between the left-hand drive car and the right-hand drive car, and the resolver rotates at different angles around the axis between the left-hand drive car and the right-hand drive car There has been proposed a method of sharing products for right-hand drive vehicles and left-hand drive vehicles by assembling them at positions (see Patent Document 1).
JP 2006-218913 A

  By the way, in recent years, an electric power steering device for a vehicle has been developed in which an electric motor is directly connected to a control board of an ECU. In an electric power steering apparatus equipped with such an ECU, there is no wiring such as a harness for connecting between the ECU and the electric motor. Therefore, the method for replacing the wiring as described above cannot be applied. If the design is not changed, there is a problem that products for left-hand drive vehicles and right-hand drive vehicles cannot be shared.

  The present invention has been made in view of the above points, and intends to propose an electric power steering device having a simple configuration that can share products for left-hand drive vehicles and right-hand drive vehicles without complicated design changes. To do.

  In order to solve this problem, in the present invention, in an electric power steering apparatus, a motor that generates a steering assist force applied to a steering mechanism, a motor rotation angle detection unit that detects a rotation angle of an output shaft of the motor, and the motor Storage means for storing parameters defining the forward rotation direction and / or the reverse rotation direction, the amount of steering torque generated on the steering shaft, and the rotation angle of the output shaft of the motor detected by the motor rotation angle detection means, And a control unit that calculates a torque command value that is a torque amount of a steering assist force to be generated by the motor based on the parameter stored in the storage unit, and controls the motor based on the calculation result. I made it.

  As a result, this electric power steering apparatus can be used for both left-hand drive vehicles and right-hand drive vehicles by simply changing the parameter setting that defines the forward and / or reverse direction of the motor stored in the storage means. be able to. In this case, it is not necessary to change the design of the control board of the electric motor 11 or the ECU 13 when constructing such an electric power steering apparatus 1.

  ADVANTAGE OF THE INVENTION According to this invention, the electric power steering apparatus of the simple structure which can share the product for left-hand drive vehicles and a right-hand drive vehicle without complicated design change etc. is realizable.

  Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

(1) Configuration of Electric Power Steering Device According to this Embodiment In FIG. 1, reference numeral 1 denotes an electric power steering device according to this embodiment as a whole. In this electric power steering apparatus 1, a steering shaft 3 connected to a handle 2 is disposed in a steering column 4, and a rack and pinion mechanism 6 is connected to a lower end portion of the steering shaft 3 via a pair of universal joints 4 and 5. It is connected.

  The rack and pinion mechanism 6 includes a rack shaft 7 disposed in parallel with the vehicle width direction, and a pinion shaft 6 supported in an oblique direction with respect to the rack shaft 7. The rotational motion of the steering shaft 2 corresponding to the rotational operation of the steering wheel by the driver is converted into the linear reciprocating motion of the rack shaft 5, thereby turning the wheels 14 attached to both sides of the rack shaft.

  On the other hand, the steering shaft 3 is provided with a torque sensor 9 for detecting a steering torque Tr generated by a rotation operation of the handle 2 by a driver, and an electric motor 11 for assisting steering is coupled via a reduction gear 10. . The electric motor 11 is provided with a resolver 12 (FIG. 2) for detecting the rotation angle θ of the output shaft.

  A torque signal that is a sensor output of the torque sensor 9, a resolver signal that is a sensor output of the resolver 12, and a sensor output of a vehicle speed sensor (not shown) that measures the vehicle speed V of the vehicle on which the electric power steering device 1 is mounted. A vehicle speed signal is provided to the ECU 13. Further, the ECU 13 drives the electric motor 11 based on the torque signal, the resolver signal, and the vehicle speed signal, thereby generating a steering assist force on the steering shaft 3 that assists the driver's steering.

  FIG. 2 shows a specific configuration of the ECU 13. In the ECU 13, the torque signal output from the torque sensor 9 and the vehicle speed signal provided from the vehicle speed sensor are input to an assist amount calculation unit 20, a torque differentiation calculation unit 21, and a self-aligning torque (SAT) estimation unit 29. To do.

  The assist amount calculation unit 20 calculates a torque amount (hereinafter referred to as an assist torque amount) of the steering assist force according to the steering torque Tr and the vehicle speed V based on the supplied torque signal and vehicle speed signal. The result is sent to the phase compensator 22 as an assist torque amount signal. The phase compensation unit 22 performs a predetermined phase compensation process on the supplied assist torque amount signal, and sends the obtained phase compensation assist torque signal to the first addition unit 23.

  In addition, the torque differential calculation unit 21 performs a differential process on the torque signal to increase the control response near the neutral point of the steering wheel 2 so as to realize smooth and smooth steering. The amount is calculated and sent to the first adder 23 as a torque differential signal.

  On the other hand, the resolver signal output from the resolver 12 is given to the motor rotation angle calculation unit 24. The motor rotation angle calculation unit 24 calculates the rotation angle θ of the output shaft (rotor unit) of the electric motor 11 based on the supplied resolver signal. The motor rotation angle calculation unit 24 adds a plus (“+”) or minus (“−”) sign to the calculation result, and uses the motor angle signal thus obtained as the motor angular velocity estimation unit 25 and a current described later. It is sent to the command value generator 33.

  The motor angular velocity estimation unit 25 estimates the rotational angular velocity ω of the output shaft of the electric motor 12 by differentiating the supplied motor angle signal, and uses the estimation result as the estimated motor angular velocity signal, This is sent to the aligning torque estimation unit 27 and the yaw rate convergence control unit 28.

  The motor angular acceleration estimation unit 26 calculates an estimated value of the rotational angular acceleration of the output shaft of the electric motor 11 by differentiating the supplied estimated motor angular velocity signal, and uses this as an estimated motor angular acceleration signal as a self-aligning torque. This is sent to the estimation unit 29 and the motor inertia compensation unit 28.

  The self-aligning torque estimation unit 29 generates a reaction force when the wheel 14 (FIG. 1) is steered based on the supplied estimated motor angular velocity signal, estimated motor angular acceleration signal, torque signal, and assist torque amount signal. The self-aligning torque generated in the vehicle is estimated, and the estimation result is sent to the second adding circuit 30 as an estimated self-aligning torque signal.

  Further, the motor inertia compensation unit 28 compensates the inertia torque of the rotor portion of the electric motor 11 that rotates at the angular acceleration recognized based on the estimated motor angular acceleration signal based on the supplied estimated motor angular acceleration signal. The amount is calculated and sent to the second addition circuit 30 as a motor inertia compensation torque signal.

  Further, the yaw rate convergence control unit 27 is necessary for braking the operation of the steering wheel 2 swinging in order to improve the convergence of the vehicle in the yaw direction based on the torque signal Tr and the estimated motor angular velocity signal. Torque is calculated and sent to the third adder circuit 31 as a convergence control torque signal.

  Thus, the estimated self-aligning torque signal output from the self-aligning torque estimation unit 29, the motor inertia compensation torque signal output from the motor inertia compensation unit 28, and the convergence control output from the yaw rate convergence control unit 27. The torque signal is sequentially added in the second and third adder circuits 30 and 31, and the disturbance torque compensation signal thus obtained is supplied to the first adder circuit 23.

  The first adder circuit 23 adds the supplied phase compensation assist torque signal, phase compensation assist torque signal, and disturbance torque compensation signal to thereby add an assist torque amount (hereinafter referred to as a torque command) to be applied to the steering shaft 3. Is referred to as a value), and this is sent to the torque command value correction unit 32 as a torque command value signal.

  The torque command value correction unit 32 gives a plus (“+”) or minus (“−”) sign to the torque command value obtained based on the supplied torque command value signal, and thus obtained correction torque. The command value signal is sent to the current command value generator 33.

  Based on the supplied correction torque command value signal and motor angle signal, the current command value generation unit 33 sets a target value of drive current to be applied to the electric motor 11 at that time (hereinafter referred to as a target current value). This is calculated and sent to the subtraction circuit 34 as a target current value signal.

  The subtraction circuit 34 calculates the difference between the target value of the drive current obtained based on the target current value signal and the current applied to the electric motor 11 fed back from the inverter at that time, and uses the calculation result as the difference current signal. This is sent to the current control unit 35.

  The current control unit 35 performs predetermined signal processing for PI control on the supplied differential current signal, and sends the obtained current control signal to the duty calculation unit 36. The duty calculator 36 determines the duty ratio of the PWM signal when the electric motor 11 is subjected to PWM (Pulse Width Modulation) control based on the supplied current control signal. Then, the duty calculation unit PWM modulates the current control signal based on the determination result, and sends the PWM signal thus obtained to the inverter unit 37.

  The inverter unit 37 generates a three-phase alternating current signal (U phase, V phase, and W phase) based on the supplied PWM signal, and sends this to the subtracting circuit 34 and the electric motor 11 described above. Thereby, the electric motor 11 is rotationally driven based on this three-phase alternating current signal.

(2) Control method of electric motor according to this embodiment Next, a control method of the electric motor 11 in the electric power steering apparatus 1 according to this embodiment will be described.

  This electric power steering apparatus 1 is an integral type in which the ECU 13 is directly connected to the electric motor 11. Depending on the situation of the vehicle on which the electric power steering apparatus 1 is mounted, “ECU parallel to the motor” in the row of FIG. As shown in the column “”, the ECU 13 is attached to the electric motor 11 in a side-by-side posture (hereinafter referred to as a side-by-side posture), or the column “ECU inversion with respect to the motor” in the row of FIG. As shown in FIG. 2, the ECU 13 can be attached to the electric motor 11 in a reversed posture (hereinafter referred to as a reversed posture).

  However, when the mounting posture of the ECU 13 with respect to the electric motor 11 is changed as described above, the forward rotation direction and the reverse rotation direction of the electric motor 11 are reversed as described later. The same can be said when changing from a right-hand drive vehicle specification to a left-hand drive vehicle specification or from a left-hand drive vehicle specification to a right-hand drive vehicle specification.

  Therefore, the electric power steering apparatus 1 sets the motor rotation direction according to the mounting posture and specifications of the ECU 13 with respect to the electric motor 11 (setting which is the normal rotation direction and which is the reverse direction), and a motor rotation angle calculation unit. The point which can be performed by setting the code given to the rotation angle θ of the rotor portion of the electric motor 11 detected based on the resolver signal in 24 and the code given to the torque command value in the torque command value correcting unit 32 This is one of the features.

  The setting of parameters (signs) for the motor rotation angle calculation unit 24 and the torque command value correction unit 32 according to the mounting posture of the ECU 13 with respect to the electric motor 11 and the specifications (right-hand drive vehicle specification or left-hand drive vehicle specification). Since the parameter setting for the motor rotation angle calculation unit 24 and the torque command value correction unit 32 is technically the same, in the following, the motor rotation angle calculation unit 24 and the motor rotation angle calculation unit 24 corresponding to the mounting posture of the ECU 13 with respect to the electric motor 11 will be described. The parameter setting for the torque command value correction unit 32 will be described.

  In the case of the electric power steering apparatus 1, as shown in the row of FIG. 3C, the electric motor 11 includes V-phase, U-phase, and W-phase counterclockwise when the electric motor 11 is viewed from above. The electrodes 11A to 11C are formed in that order, and the ECU 13 includes the V-phase, U-phase, and W-phase electrodes 11A to 11C of the electric motor 11 when the ECU 13 is arranged in parallel with the electric motor 11. Second, first, and third electrodes 13B, 13A, and 13C are formed to face each other.

  As a result, in this electric power steering apparatus 1, as shown in the column of “ECU parallel to motor” in the row of FIG. 3C, for example, the electrodes for the V-phase, U-phase, and W-phase of the electric motor 11 By connecting 11A to 11C with the second, first, and third electrodes 13B, 13A, and 13C of the ECU 13, respectively, the ECU 13 can be mounted in a side-by-side posture with respect to the electric motor 11, and FIG. As shown in the column “ECU reversal with respect to motor” in FIG. 5, the V-phase, U-phase, and W-phase electrodes 11 </ b> A to 11 </ b> C of the electric motor 11 are respectively connected to the third, first, and second electrodes 13 </ b> C of the ECU 13. , 13A, 13B, the ECU 13 can be attached to the electric motor 11 in an inverted posture.

  In this case, the two-phase power lines of the three-phase power lines that supply drive current from the ECU 13 to the electric motor 11 are switched depending on the mounting posture of the ECU 13 with respect to the electric motor 11, but FIG. As shown in the row, each of the V-phase, U-phase, and W-phase electrodes 11A of the electric motor 11 is provided when the ECU 13 is attached to the electric motor 11 in either a side-by-side orientation or a reverse orientation. To 11C, the electric motor 11 can be driven forward (CW) by applying the drive current in this order, and electric by applying the drive current in the order of U phase, W phase and V phase. The motor 11 can be driven reversely (CCW).

  Therefore, as shown in the row of FIG. 3D and the row of FIG. 4A, when the ECU 13 is attached to the electric motor 11 in a side-by-side posture, the first, second, and second of the ECU 13 The direction in which the drive current is applied to the electric motor 11 from the three electrodes 13A to 13C in that order is the energization direction during forward rotation driving, and the ECU 13 is attached to the electric motor 11 in an inverted posture. The direction in which the drive current is applied to the electric motor 11 from the first, third, and second electrodes 13A, 13C, and 13B of the ECU 13 in that order is the energization direction during forward rotation driving.

  However, regardless of the mounting posture of the ECU 13 with respect to the electric motor 11, if the U phase where the power line does not change depending on the mounting posture of the ECU 13 with respect to the electric motor 11 is used as a reference, the forward rotation applied to the electric motor 11 from the ECU 13 The commutation direction of the drive current is the direction indicated by the arrow a in the row of FIG. 4B, and the commutation direction of the drive current during the inversion drive is the reverse direction of the arrow a.

  Therefore, in this electric power steering apparatus 1, the output of the electric motor 11 that the resolver 12 detects the difference in the commutation direction at the time of forward rotation or reverse rotation according to the mounting posture of the ECU 13 with respect to the electric motor 11 as described above. Absorption is achieved by assigning a sign to the rotation angle of the shaft.

  Specifically, when the ECU 13 is attached to the electric motor 11 in a side-by-side posture, the motor rotation angle calculation unit 24 (FIG. 2) gives a plus sign to the angle signal output from the resolver 12. When the ECU 13 is attached to the electric motor 11 in an inverted posture, the motor rotation angle calculation unit 24 gives a minus sign to the angle signal output from the resolver 12. Setting for the rotation angle calculation unit 24 is performed. This setting is performed by setting a parameter (plus or minus) corresponding to an internal memory (not shown) provided in the motor rotation angle calculation unit 24 when the electric power steering apparatus 1 is manufactured.

  Then, the motor rotation angle calculation unit 24 calculates the rotation angle of the output shaft of the electric motor 11 based on the resolver signal with the U phase where the power line does not change depending on the mounting posture of the ECU 13 with respect to the electric motor 11 as a reference (0 °). Then, the result of adding the parameters set in the internal memory to the calculation result is output as the motor angle signal as described above.

  As a result, as shown in the row of FIG. 4C, the ECU 13 is attached to the electric motor 11 in a side-by-side posture, and the ECU 13 is attached to the electric motor 11 in an inverted posture. In any case, the rotation direction of the output shaft of the electric motor 11 recognized by the ECU 13 and the actual rotation direction of the electric motor 11 coincide with each other. It is possible to absorb the difference in commutation direction at the time of forward rotation driving and reverse driving at the same time. 4C, the arrow b indicates the rotation direction of the output shaft of the electric motor 11 detected by the resolver 12, and the arrow c indicates the rotation direction of the output shaft of the current motor 11 controlled by the ECU 13 at this time. Show.

  On the other hand, in the electric power steering apparatus 1 according to the present embodiment, even when the drive current in the same commutation direction is applied from the ECU 13 to the electric motor 11 as described above, the electric motor 11 is attached to the electric motor 11 depending on the mounting posture of the ECU 13. The rotation direction of the output shaft is different. The same can be said for both the forward drive and the reverse drive.

  Therefore, the electric power steering apparatus 1 absorbs the difference in the rotation direction of the output shaft of the electric motor 11 depending on the mounting posture and specifications of the ECU 13 with respect to the electric motor 11 by assigning a sign to the torque command value.

  Specifically, when the ECU 13 is attached to the electric motor 11 in a side-by-side posture, a torque command value correction unit is provided for the torque command value signal output from the first addition circuit 23 (FIG. 2). 32 (FIG. 2) is given a plus sign, and when the ECU 13 is attached to the electric motor 11 in an inverted posture, the torque command value correction unit 32 receives a minus sign for the torque command value signal. Is set for the torque command value correction unit 32. This setting is performed by setting a parameter (plus or minus) corresponding to an internal memory (not shown) provided in the torque command value correction unit 32 when the electric power steering apparatus 1 is manufactured.

  As a result, as shown in the row of FIG. 4D, the ECU 13 is attached to the electric motor 11 in a side-by-side posture, and the ECU 13 is attached to the electric motor 11 in an inverted posture. Thus, the polarity of the corrected torque command value signal input to the current command generator 33 (FIG. 2) is reversed.

  Thus, as shown in each row of FIGS. 4E to 4G, when the ECU 13 is attached to the electric motor 11 in a side-by-side posture, for example, in the forward drive mode, A drive current is applied to the V-phase, U-phase, and W-phase electrodes 11A to 11C of the electric motor 11 in this order from the second and third electrodes 13A to 13C, so that the electric motor 11 is driven to rotate forward, and the reverse drive mode. Sometimes a drive current is applied from the first, third and second electrodes 13A, 13C and 13B of the ECU 13 to the V-phase, W-phase and U-phase electrodes 11A, 11C and 11B of the electric motor 11 in this order. The motor 11 is driven in reverse.

  Further, when the ECU 13 is attached to the electric motor 11 in the reverse posture, for example, in the normal rotation driving mode, the electric motor 11 is sequentially operated from the first, third, and second electrodes 11A, 11C, and 11B of the ECU 13. A drive current is applied to each of the V-phase, U-phase, and W-phase electrodes 11A to 11C, and the electric motor 11 is driven to rotate in the forward direction. In the reverse drive mode, this sequence starts from the first to third electrodes 13A to 13C of the ECU 13. Thus, a drive current is applied to the V-phase, W-phase, and U-phase electrodes 11A, 11C, and 11B of the electric motor 11, and the current motor 11 is driven in reverse.

(3) Effects of the present embodiment In the above configuration, in the electric power steering apparatus 1, the difference in the rotation direction of the output shaft of the electric motor 11 depending on the mounting posture and specifications of the ECU 13 with respect to the electric motor 11 is calculated as a motor rotation angle. It can be absorbed by setting parameters (signs) for the unit 24 and the torque command value correction unit 32, and in any case, the electric motor 11 can be controlled to a predetermined state by the same control by the ECU 13. Therefore, this electric power steering apparatus 1 can be used in common with a right-hand drive vehicle and a left-hand drive vehicle with one specification, in addition to the ECU 13 being attached to the electric motor 11 in a posture corresponding to the vehicle on which it is mounted.

  In this case, it is not necessary to change the design of the control board of the electric motor 11 and the ECU 13 when constructing such an electric power steering apparatus 1, and therefore, for left-hand drive vehicles and right-hand drive vehicles without complicated design changes. This makes it possible to realize an electric power steering device with a simple configuration that can share the same product.

(4) Other Embodiments In the above-described embodiment, the case where the present invention is applied to the electric power steering apparatus 1 configured as shown in FIG. 1 has been described. Not limited to this, the present invention can be widely applied to electric power steering devices having various configurations.

  Further, in the above-described embodiment, the case where the motor rotation angle calculation unit 24 is arranged between the resolver 12 and the motor angle estimation unit 25 (FIG. 2) has been described. This is by giving a sign to the rotation angle of the output shaft of the electric motor 11 that the resolver 12 detects the difference in commutation direction during forward rotation or reverse rotation according to the mounting posture of the ECU 13 with respect to the electric motor 11. As long as absorption is performed, various other positions can be applied as the arrangement position of the motor rotation angle calculation unit 24.

  Similarly, in the above-described embodiment, the case where the torque command value correction unit 32 is arranged between the first addition circuit 23 (FIG. 2) and the current command generation unit 33 (FIG. 2) has been described. The present invention is not limited to this. In short, the difference in the rotation direction of the output shaft of the electric motor 11 according to the mounting posture of the ECU 13 with respect to the electric motor 11 is absorbed by adding a sign to the torque command value. If so, various other positions can be applied as the arrangement position of the torque command value correction unit 32.

  Further, in the above-described embodiment, as the mounting posture of the ECU 13 with respect to the electric motor 11, the parallel mounting posture in which the ECU 13 is mounted side by side with the electric motor 11, and the reverse posture in which the ECU 13 is mounted in a state in which the ECU 13 is reversed with respect to the electric motor 11. However, the present invention is not limited to this, and various other postures can be widely applied as the mounting posture of the ECU 13 with respect to the electric motor 11.

  Furthermore, in the above-described embodiment, as a parameter that defines the forward rotation direction and / or the reverse rotation direction of the electric motor 11, a code set for the motor rotation angle calculation unit 24 and the torque command value correction unit 32 is applied. However, the present invention is not limited to this, and various other parameters can be applied.

  Furthermore, in the above-described embodiment, the internal memory of the motor rotation angle calculation unit 24 and the torque command value correction unit 32 is applied as a storage unit that stores parameters that define the forward rotation direction and / or the reverse rotation direction of the motor. However, the present invention is not limited to this, and a memory or other storage medium (such as a disk) that collects these parameters is provided, and the motor rotation angle calculation unit 24 and the torque command value correction unit 32 are provided when necessary. You may make it access a memory and a storage medium.

  Furthermore, in the above-described embodiment, the torque amount of the steering torque generated in the steering shaft 3, the rotation angle of the output shaft of the electric motor 11 detected by the resolver 12 as the motor rotation angle detection means, and the motor rotation angle calculation A torque command value that is a torque amount of the steering assist force to be generated by the electric motor 11 based on the parameters that define the forward rotation direction and the reverse rotation direction of the electric motor 11 set in the unit 24 and the torque command value correction unit 32. Although the case where the ECU 13 as the control means for calculating and controlling the electric motor 11 based on the calculation result is configured as shown in FIG. 2 is described above, the present invention is not limited to this, and the configuration of the ECU 13 is not limited to this. Various other configurations can be widely applied.

  Further, in the above-described embodiment, the case where the U phase where the power line does not change depending on the mounting posture of the ECU 13 with respect to the electric motor 11 is set as the reference (0 °) of the rotation angle of the output shaft of the electric motor 11 will be described. However, the present invention is not limited to this, and any other phase can be used as the reference. In this case, the offset amount from the U phase of the reference phase (the phase in which the power line is not switched depending on the mounting posture of the ECU 13 with respect to the electric motor 11) is stored as a parameter, and the electric motor calculated based on the resolver signal. What is necessary is just to correct | amend the rotation angle of the output shaft of the motor 11 by this offset amount.

  The present invention can be widely applied to electric power steering devices having various configurations.

It is a front view which shows the whole structure of the electric power steering apparatus by this Embodiment. It is a block diagram which shows the specific structure of ECU. It is a table | surface used for description of the attachment attitude | position of ECU with respect to an electric motor. It is a table | surface used for description of the rotation control content of the electric motor for every attachment attitude | position of ECU with respect to an electric motor.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Electric power steering apparatus, 2 ... Steering wheel, 3 ... Steering shaft, 9 ... Torque sensor, 11 ... Electric motor, 12 ... Resolver, 13 ... ECU, 24, 32 ... Sign assigning part.

Claims (5)

A motor that generates a steering assist force applied to the steering mechanism;
Motor rotation angle detecting means for detecting the rotation angle of the output shaft of the motor;
Storage means for storing parameters defining the forward direction and / or reverse direction of the motor;
The motor should be generated based on the amount of steering torque generated on the steering shaft, the rotation angle of the output shaft of the motor detected by the motor rotation angle detection means, and the parameter stored in the storage means. An electric power steering apparatus comprising: a control unit that calculates a torque command value that is a torque amount of a steering assist force, and that controls the motor based on the calculation result. The parameter is
A sign to be given to the rotation angle of the output shaft of the motor in the motor rotation angle detection means;
The electric power steering apparatus according to claim 1, wherein the control means is a code to be given to the torque command value. The control means is directly attached to the motor,
The electric power steering apparatus according to claim 1, wherein the rotation direction of the motor is reversed depending on a mounting posture of the control unit with respect to the motor. The two-phase power line of the three-phase power lines is switched depending on the mounting posture of the control means with respect to the motor, and the remaining one phase is used as a reference for the motor rotation angle. Electric power steering device. The control means includes
When an arbitrary phase of the motor is used as a reference for the motor rotation angle, the motor rotation angle detection means provides a sign to be given to the rotation angle of the motor output shaft, and the control means gives the torque command value The electric power steering apparatus according to claim 2, wherein an offset amount of the reference phase is stored as the parameter in addition to the reference code.

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