JP2009090814A - Motor control device of electrically-operated power steering device and electrically-operated power steering device using the same - Google Patents

Motor control device of electrically-operated power steering device and electrically-operated power steering device using the same Download PDF

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JP2009090814A
JP2009090814A JP2007263334A JP2007263334A JP2009090814A JP 2009090814 A JP2009090814 A JP 2009090814A JP 2007263334 A JP2007263334 A JP 2007263334A JP 2007263334 A JP2007263334 A JP 2007263334A JP 2009090814 A JP2009090814 A JP 2009090814A
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steering
motor
vehicle
power source
power supply
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JP2007263334A
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JP5082739B2 (en
Inventor
Yoshinobu Hiyamizu
Yoshiaki Izumitani
Shigeki Nagase
由信 冷水
圭亮 泉谷
茂樹 長瀬
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Jtekt Corp
株式会社ジェイテクト
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a motor control device of an electrically-operated power steering device capable of generating a steering assistance force for a certain period of time continuously even in such a case that an on-vehicle battery fails. <P>SOLUTION: The motor control device 20 of the electrically-operated power steering device of this invention consists of a main power source 22 for supplying electric power for driving a motor 11 for generating the steering assistance force for a steering mechanism 12 of a vehicle, an auxiliary power source 23 capable of supplying electric power for driving the motor 11 and a control part 31 for controlling the supply electric power to the motor 11 by the auxiliary power source 23. The control part 31 has a main power source failure determining part 31a for determining whether a main power source 22 is out of order or not and, if it is determined that the main power source 22 is out of order, instructs the auxiliary power source 23 to supply power to the motor 11. For the auxiliary power source 23, its electricity accumulation capacity is set to be capable of supplying the motor 11 with electric power sufficient to generate the steering assistance force required to move the vehicle to a safe position from the time when it is determined that the main power source 22 is out of order by the control part 31. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a motor control device for an electric power steering device mounted on a vehicle such as an automobile, and an electric power steering device using the same.

  In the electric power steering device, the larger the steering assist force that is required, the greater the current that needs to flow through the motor. Therefore, power is usually supplied to the motor from the in-vehicle battery, which is the main power source. For example, a configuration has been proposed in which power is supplied from an auxiliary power source that stores power in advance to reduce the burden on the main power source (see, for example, Patent Documents 1 and 2).

JP 2003-320942 A JP 2006-213273 A

The electric power steering device of the above conventional example is driven mainly by the electric power supplied from the in-vehicle battery as the main power source. For example, the in-vehicle battery has failed due to an extremely low voltage of the in-vehicle battery for some reason. In this case, the power supplied from the electric power steering apparatus is insufficient, and a stable steering assist force cannot be obtained continuously. For this reason, the driver of the vehicle needs to move the vehicle to a safe place and stop it.
On the other hand, as described above, the electric power steering apparatus has an auxiliary power supply that is used as an auxiliary to the in-vehicle battery. Therefore, the electric power steering apparatus can be driven by the electric power stored in the auxiliary power supply. Conceivable.
However, in this case, power is supplied only from the auxiliary power source until the driver of the vehicle moves the vehicle to a safe place immediately after the vehicle-mounted battery has failed. If the power stored in the power supply is consumed and the voltage drops, the steering assist force by the electric power steering device is lost before the vehicle is moved to a safe place. For this reason, there was a possibility that the driver may have trouble in appropriately performing the driving operation for moving the vehicle to a safe place.

  The present invention has been made in view of such circumstances, and a motor control device for an electric power steering device capable of generating a steering assist force continuously for a certain period of time even when a vehicle-mounted battery fails, and the same An object of the present invention is to provide an electric power steering apparatus using the above.

  To achieve the above object, the present invention provides a main power source for supplying electric power for driving a motor that generates a steering assist force to a steering mechanism of a vehicle, and supplying electric power for driving the motor. In the motor control device (hereinafter also simply referred to as a motor control device) of an electric power steering apparatus, comprising: an auxiliary power source capable of power supply; and a control unit that controls electric power supplied to the motor by the auxiliary power source. Determining whether or not the main power supply has failed, and when determining that the main power supply has failed, the auxiliary power supply has a main power supply failure determination unit for supplying power to the motor, The auxiliary power supply generates electric power for generating a steering assist force necessary to move the vehicle to a safe position after the controller determines that the main power supply has failed. Is characterized in that it is set to the storage capacity can be supplied to the motor.

  According to the motor control device of the electric power steering apparatus configured as described above, when the main power supply failure determination unit of the control unit determines that the main power supply has failed, the auxiliary power supply supplies power to the motor. Further, the auxiliary power supply is set to a storage capacity capable of supplying electric power for generating a steering assist force to the motor from when it is determined that the main power supply has failed until the vehicle is moved to a safe position. ing. Therefore, even if the main power supply fails, the electric power stored in the auxiliary power supply is supplied to the motor, and the electric power steering device is continuously steered for a certain period of time until the vehicle is moved to a safe position. Auxiliary force can be generated.

  The storage capacity of the auxiliary power source is preferably set to 2500 J or more. By setting in this way, the steering assist necessary for moving the vehicle to a safe position after it is determined that the main power source has failed. Electric power for generating force can be reliably supplied to the motor.

The present invention is also an electric power steering apparatus including a motor that generates a steering assist force for a steering mechanism that steers the vehicle, wherein the motor is controlled by the motor control apparatus described above. It is said.
According to the electric power steering apparatus configured as described above, even if the main power source fails, as described above, the electric power stored in the auxiliary power source is supplied to the motor, so that the vehicle is brought to a safe position. The steering assist force can be continuously generated for a certain period of time until the movement.

  According to the motor control device of the electric power steering device of the present invention and the electric power steering device using the same, it is possible to generate the steering assist force continuously for a certain time even when the vehicle-mounted battery fails.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. FIG. 1 is a block diagram showing a configuration of an electric power steering apparatus according to an embodiment of the present invention. In FIG. 1, an electric power steering apparatus 1 includes a steering mechanism 12 for steering a vehicle, a steering unit 10 having a motor 11 for generating a steering assist force for the steering mechanism 12, and a motor for controlling the motor. The motor control device 20 is provided.
The steering mechanism 12 of the steering unit 10 includes a steering shaft (not shown) with a handle integrally attached thereto and a steering gear (rack pinion or rack) for steering the steering wheel according to the operation of the driver of the vehicle. Shaft) and the like (not shown).
The motor 11 is configured to drive the steering shaft, the steering gear, or the like, and is driven and controlled based on the output (steering torque) of a torque sensor such as a torsion bar type attached to the steering shaft. A steering assist force is generated in accordance with the driver's steering, and the driver's steering is assisted. Supply of electric power to the motor 11 is performed by a motor drive circuit 21 of the motor control device 20.

The motor control device 20 includes the motor drive circuit 21 and a main power supply 22 that supplies power to the motor drive circuit 21.
The main power source 22 includes an in-vehicle battery 22a and an alternator 22b. The alternator 22b is driven by the vehicle engine and supplies power to the in-vehicle battery 22a. The in-vehicle battery 22a stores the power from the alternator 22b as needed.
The motor control device 20 further includes an auxiliary power source 23 and a discharge control circuit 24 for controlling discharge by the auxiliary power source 23.
The auxiliary power source 23 is composed of an electric double layer capacitor or a lithium ion battery, and is connected in series to the in-vehicle battery 22a. A power supply circuit (high potential side circuit) 25 of the auxiliary power source 23 is connected to the motor drive circuit 21 via the discharge control circuit 24. The discharge control circuit 24 is configured by a semiconductor switch such as a MOS-FET, and connects the auxiliary power source 23 and the motor drive circuit 21 in the on state, and disconnects the high potential side of the auxiliary power source 23 in the off state. The non-ground side electric path 26 of the in-vehicle battery 22a and the motor drive circuit 21 are directly connected. Therefore, the discharge control circuit 24 can control whether or not the auxiliary power supply 23 is discharged to the motor drive circuit 21 by the on / off operation, and whether the motor drive circuit 21 is fed by only the in-vehicle battery 22a. The on-vehicle battery 22a and the auxiliary power source 23 can be switched between.

The auxiliary power source 23 is connected to a charging circuit 27 for charging the auxiliary power source 23 with electric power. The charging circuit 27 is connected by an electric circuit 28 connected to the non-grounded electric circuit 26 of the in-vehicle battery 22a, and when the auxiliary power source 23 is not discharged to the motor drive circuit 21, the auxiliary power source 23 is connected. It is comprised so that electric power may be charged with respect to it.
Further, a voltmeter 30 is connected between the non-ground side electric circuit 26 and the ground side electric circuit 29 of the in-vehicle battery 22a. The voltmeter 30 outputs power that can be supplied by the main power supply 22 as a voltage value V.

The motor control device 20 further includes a control unit 31 that is connected to and controls the circuits 21, 24, and 27. The control unit 31 is also connected to a torque sensor of the steering shaft, a vehicle speed sensor (not shown) of the vehicle, and the like, and can detect a steering torque and a vehicle speed of the vehicle.
The control unit 31 determines electric power (power consumption) to be supplied to the motor 11 in order to generate a necessary steering assist force based on the steering torque output from the torque sensor, the vehicle speed of the vehicle, and the like. Based on this, the motor driving circuit 21 is controlled to generate a steering assist force necessary for the motor 11.

Further, the control unit 31 controls on / off switching of the discharge control circuit 24 according to the determined power to be supplied to the motor 11 and controls whether or not the auxiliary power source 23 is discharged. That is, when the power consumption of the motor 11 is small, the control unit 31 turns off the discharge control circuit 24 and supplies power only to the main power supply 22.
On the other hand, when the power consumption of the motor 11 is large enough to supply the power necessary for the main power supply 22 alone, the control unit 31 turns on the discharge control circuit 24 and causes the auxiliary power supply 23 to discharge. In addition to the main power source 22, the auxiliary power source 23 is also fed.
By performing the above control (normal control), the control unit 31 can reduce the load of the main power supply 22 while preventing supply power from being insufficient even when the power consumption of the motor 11 is large.

The control unit 31 is connected to the voltmeter 30 and constantly detects a voltage value V as power that can be supplied from the main power supply 22. The control unit 31 functionally includes a main power supply failure determination unit 31a that determines whether the main power supply 22 has failed based on the voltage value V and controls each circuit in accordance with the determination. Yes. FIG. 2 is a flowchart showing the control function of the determination function and each circuit.
Here, “failure of the main power supply 22” means, for example, that the alternator 22b and the battery 22a lose their functions, and the main power supply cannot be supplied to drive the motor 11. The state where the electric power of 22 fell.

As shown in FIG. 2, the control unit 31 first causes the main power failure determination unit 31a to determine whether or not the voltage value V output from the voltmeter 30 is greater than a predetermined value (step S101).
Here, as described above, the predetermined value is set to a voltage value V that is low enough to determine that the main power supply 22 has failed because the motor 11 cannot be driven. The That is, the main power supply failure determination unit 31a determines whether or not the main power supply 22 has failed by determining whether or not the voltage value V of the voltmeter 30 is greater than a predetermined value.

If it is determined in step S101 that the voltage value V is greater than the predetermined value (the main power supply 22 has not failed), the control unit 31 proceeds to step S102, performs the above-described normal control, and returns to the start. As a result, when the main power supply 22 outputs a voltage value that does not impair its function, the control unit 31 continues normal control.
On the other hand, if it is determined that the voltage value V is less than or equal to the predetermined value (the main power supply 22 has failed), the control unit 31 proceeds to step S103, and the main power supply failure determination unit 31a always turns on the discharge control circuit 24. Control to be in a state. Then, the control unit 31 controls other circuits, and then returns to the start.
That is, when the voltage value V is lowered to such an extent that it is determined that the main power supply 22 has lost its function, the motor 11 cannot be driven only by the power supplied from the main power supply 22. The unit 31 constantly supplies the electric power stored in the auxiliary power source 23 to the motor 11 to generate a steering assist force.
Further, as described above, the main power supply failure determination unit 31a determines whether or not the main power supply 22 has failed in step S101 as described above. 11 is configured to cause power to be supplied to 11.

  In addition, the auxiliary power source 23 generates a steering assist force necessary from when it is determined by the control unit 31 (main power supply failure determination unit 31a) that the main power supply 22 has failed until the vehicle is moved to a safe position. Is set to a storage capacity capable of supplying the electric power to the motor 11, and specifically, is set to 2500 J or more.

According to the electric power steering apparatus 1 and the motor control apparatus 20 configured as described above, when the main power supply failure determination unit 31a of the control unit 31 determines that the main power supply 22 has failed, the auxiliary power supply 23 is sent to the motor 11. Power supply. Further, the auxiliary power source 23 is set to the above-described storage capacity. Therefore, even if the main power source 22 fails, the power stored in the auxiliary power source 23 is supplied to the motor 11 so that the steering assist force continues for a certain period of time until the vehicle is moved to a safe position. Can be generated.
For this reason, even if the main power source 22 breaks down and the vehicle needs to be moved to a safe place and stopped, the electric power steering device continues to provide steering assist force for a certain period of time as described above. Since it can generate | occur | produce, the driver | operator of the said vehicle can perform appropriately the driving operation for moving a vehicle to a safe place.

Here, in the electric power steering apparatus 1 having the above-described configuration, when the main power supply 22 actually fails, the amount of electric power necessary for generating the steering assist force necessary to move the vehicle to a safe position is as follows. Consideration is based on the result of measuring the power consumption of the in-vehicle battery 22a in the vehicle actually traveling.
When the vehicle speed is low, even if the main power supply 22 fails, it does not cause a big problem. Therefore, here, it is considered that the vehicle is traveling at a relatively high speed and needs steering assist force. Two cases are considered, that is, a case where a sharp steering is performed (rapid steering condition) and a case where the steering is continuously performed at a substantially constant steering angle (a constant steering condition).

As the rapid steering condition, during the straight traveling at a vehicle speed of about 70 km / h, for example, it is assumed that the steering wheel is steered suddenly in order to avoid an obstacle, and the vehicle is urgently avoided. The power consumption of the on-vehicle battery 22a was measured.
Further, as a constant steering condition, when traveling on a so-called loop bridge at a vehicle speed of 0 to about 40 km / h (in this case, it is considered that there is no vehicle evacuation space in the middle of the bridge. The power consumption of the in-vehicle battery 22a corresponding to the vehicle speed at this time was measured. This loop bridge was measured by running a double loop bridge with a total length of 1.1 km, a height of 45 m, and a diameter of 80 m.
Further, when measuring the power consumption of the in-vehicle battery 22a under both conditions, the power consumption by the electric power steering device 1 is reduced by not operating other devices mounted on the vehicle. It was set so as to greatly influence the power consumption.

As a result, under rapid steering conditions, the power consumption in the vicinity of about 70 km / h where the avoidance operation was performed was about 500 W. Assuming that the time required for the emergency avoidance operation required for moving the vehicle to a safe place is 5 seconds, approximately 2500 J (500 (W) × 5 (seconds) is required to perform the emergency avoidance operation. ) Is required.
Under constant steering conditions, the power consumption of the in-vehicle battery 22a was about 40 W at the maximum when the vehicle speed was about 40 km / h. Assuming that the time required to cross the loop bridge and move the vehicle to a safe place is 60 seconds, an electric energy of about 2400 J (40 (W) × 60 (seconds)) may be required. I understand.

As described above, although it varies depending on the vehicle type and the like, in the case of a general passenger car, usually, if there is an electric energy of about 2500 J, the steering necessary to move the vehicle to a safe position after it is determined that the main power source 22 has failed. It became clear that the electric power for generating the auxiliary force can be supplied to the motor 11.
Since the storage capacity of the auxiliary power source 23 is set to be 2500 J or more, according to the electric power steering device 1 and the motor control device 20 according to the present embodiment, the main power source 22 has failed from the above examination results. Therefore, it is possible to reliably supply the electric power for generating the steering assist force necessary for moving the vehicle to a safe position from the time when the motor 11 is determined.

The present invention is not limited to the above embodiment. For example, the failure of the main power supply 22 is determined by the voltage value V of the voltmeter 30. For example, when there is no problem with the in-vehicle battery 22a and the alternator 22b supplying power to the battery 22a fails, Since it may not function, the failure of the main power supply 22 can be determined by detecting the output of the alternator 22b.
The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined not by the above-mentioned meaning but by the scope of claims for patent, and is intended to include all modifications within the scope and meaning equivalent to the scope of claims for patent.

1 is a block diagram illustrating a configuration of an electric power steering apparatus according to an embodiment of the present invention. It is a flowchart which shows the aspect of control of each circuit by a control part.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Electric power steering apparatus 11 Motor 12 Steering mechanism 20 Motor control apparatus 22 Main power supply 23 Auxiliary power supply 31 Control part 31a Main power supply failure determination part

Claims (3)

  1. A main power supply that supplies electric power for driving a motor that generates a steering assist force for a steering mechanism of the vehicle;
    An auxiliary power source capable of supplying electric power for driving the motor;
    A control unit for controlling power supplied to the motor by the auxiliary power source,
    The control unit has a main power supply failure determination unit that determines whether or not the main power supply has failed and causes the auxiliary power supply to supply power to the motor when it is determined that the main power supply has failed. And
    The auxiliary power supply supplies the motor with electric power for generating a steering assisting force necessary to move the vehicle to a safe position after the control unit determines that the main power supply has failed. The motor control device of the electric power steering device is characterized by being set to a storage capacity capable of
  2.   The motor control device for an electric power steering device according to claim 1, wherein a storage capacity of the auxiliary power source is set to 2500 J or more.
  3. An electric power steering apparatus including a motor for generating a steering assist force for a steering mechanism for steering a vehicle,
    The electric power steering apparatus according to claim 1, wherein the motor is controlled by the motor control apparatus according to claim 1.
JP2007263334A 2007-10-09 2007-10-09 Motor control device for electric power steering device and electric power steering device using the same Active JP5082739B2 (en)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2010113845A1 (en) 2009-04-03 2010-10-07 太陽誘電株式会社 Distributed constant circuit

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003320942A (en) * 2002-04-26 2003-11-11 Nsk Ltd Electric power steering apparatus
JP2004291846A (en) * 2003-03-27 2004-10-21 Toyoda Mach Works Ltd Vehicular steering unit
JP2005053364A (en) * 2003-08-05 2005-03-03 Koyo Seiko Co Ltd Steering device for vehicle
JP2007015474A (en) * 2005-07-06 2007-01-25 Toyota Motor Corp Electric power steering device
WO2007066487A1 (en) * 2005-12-05 2007-06-14 Toyota Jidosha Kabushiki Kaisha Power source control device for power steering

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003320942A (en) * 2002-04-26 2003-11-11 Nsk Ltd Electric power steering apparatus
JP2004291846A (en) * 2003-03-27 2004-10-21 Toyoda Mach Works Ltd Vehicular steering unit
JP2005053364A (en) * 2003-08-05 2005-03-03 Koyo Seiko Co Ltd Steering device for vehicle
JP2007015474A (en) * 2005-07-06 2007-01-25 Toyota Motor Corp Electric power steering device
WO2007066487A1 (en) * 2005-12-05 2007-06-14 Toyota Jidosha Kabushiki Kaisha Power source control device for power steering

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2010113845A1 (en) 2009-04-03 2010-10-07 太陽誘電株式会社 Distributed constant circuit

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