JP2009166653A - Electric power steering device - Google Patents

Electric power steering device Download PDF

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JP2009166653A
JP2009166653A JP2008006549A JP2008006549A JP2009166653A JP 2009166653 A JP2009166653 A JP 2009166653A JP 2008006549 A JP2008006549 A JP 2008006549A JP 2008006549 A JP2008006549 A JP 2008006549A JP 2009166653 A JP2009166653 A JP 2009166653A
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Prior art keywords
power supply
battery
auxiliary power
motor
circuit
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JP2008006549A
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Japanese (ja)
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JP5298537B2 (en
Inventor
Shigeki Nagase
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 an electric power steering device capable of sufficiently drawing out retained energy by discharging an auxiliary power supply for supplying an electric power to a motor instead of a faulty battery, to a deep discharge depth as deep as possible. <P>SOLUTION: This electric power steering device is provided with a second auxiliary power supply 10 separately from a first auxiliary power supply 9 for supplying a drive power to the motor, and has such a circuit constitution that, when detecting trouble in the battery 7, supplies a drive power to the motor 4 from the first auxiliary power supply 9 instead of the battery 7, and supplies a control power supply voltage from the second auxiliary power supply 10. The second auxiliary power supply feeds the control power supply so as to stably feed the control power supply voltage necessary for the operation of electronic components in this electric power steering device. The first auxiliary power supply can be discharged to a deep discharge level. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an electric power steering apparatus that generates a steering assist force by a motor, and more particularly to a configuration of an electric circuit thereof.

  The electric power steering device is a device that generates a steering assist force by a motor in accordance with a driver's steering torque. Such an electric power steering device stops functioning when a battery fails, and becomes a manual steering device. Therefore, in order to improve the reliability as an electric power steering device, an electric power steering device provided with an auxiliary power supply for supplying electric power instead of the battery so that the steering auxiliary power is not suddenly lost even when the battery fails. Has been proposed (see, for example, Patent Documents 1 and 2).

JP 2006-213273 A (FIG. 1) JP2003-320942 (FIGS. 2-6)

  In the electric power steering apparatus as described above, the auxiliary power supply supplies driving power to the motor instead of the failed battery, and also provides a control power supply voltage (Vcc) in the electric power steering apparatus. By supplying power to the motor, the auxiliary power supply is discharged, and the output voltage decreases. Here, even if the output voltage is significantly reduced, it is possible to supply power to the motor by increasing the current. However, if the control power supply voltage decreases due to a decrease in the output voltage, an electronic component that requires a control power supply voltage greater than a certain value will not operate. If the electronic component stops operating, it is impossible to supply electric power to the motor even if the auxiliary power supply still has a remaining discharge capacity. That is, in the conventional electric power steering apparatus, the auxiliary power source cannot be sufficiently discharged to a deep discharge depth.

  In view of such a conventional problem, the present invention provides an electric power steering apparatus capable of discharging an auxiliary power supply that supplies power to a motor in place of a failed battery to a depth as deep as possible and sufficiently drawing out the stored energy. The purpose is to provide.

  The present invention is an electric power steering device that generates a steering assist force by a motor, and is a battery that is a source of driving power to the motor and a source of control power supply voltage in the electric power steering device. And a first auxiliary power source that is provided separately from the battery and that can be a power supply source for driving power to the motor, and can be a source that supplies the control power supply voltage separately from the battery and the first auxiliary power source. A second auxiliary power source, a detector for detecting a failure of the battery, and the first auxiliary power source and the second auxiliary power source are charged based on the voltage of the battery, and driving power is supplied from the battery to the motor. And a normal output state in which the control power supply voltage is supplied from the battery, and driving power is supplied from the first auxiliary power supply to the motor. A charge / discharge circuit that selectively configures an emergency output state for supplying the control power supply voltage from the second auxiliary power supply, and when no failure is detected in the battery, A control circuit for selecting an output state and causing the charge / discharge circuit to select the emergency output state when a failure is detected in the battery.

  In the electric power steering apparatus configured as described above, when a failure is detected in the battery, the control circuit causes the charge / discharge circuit to select an emergency output state. Thereby, instead of the battery, the driving power is supplied from the first auxiliary power source to the motor, and the control power source voltage is supplied from the second auxiliary power source. As described above, the control power supply voltage is supplied from the second auxiliary power supply different from the first auxiliary power supply that supplies the drive power to the motor, so that the control power supply necessary for the operation of the electronic components in the electric power steering apparatus is obtained. A stable voltage can be supplied. Further, the first auxiliary power source can be discharged to a deep discharge depth.

  According to the electric power steering apparatus of the present invention, the control power supply voltage is supplied from the second auxiliary power supply different from the first auxiliary power supply that supplies the driving power to the motor, so that the electronic components in the electric power steering apparatus are provided. It is possible to stably supply the control power supply voltage necessary for the operation. In addition, the first auxiliary power source can be discharged to a deep discharge depth, and thus the energy that it holds can be sufficiently extracted.

  FIG. 1 is a circuit diagram showing a schematic configuration mainly of an electric circuit of an electric power steering apparatus 1 according to an embodiment of the present invention, and in particular, a circuit diagram showing a main circuit (other than a control circuit). In the figure, a steering device 2 is driven by a driver's steering torque applied to a steering wheel (handle) 3 and a steering assist force generated by a motor 4. A reduction gear (not shown) is used for power transmission from the rotor 4 r of the motor 4 to the steering device 2. The motor 4 is a three-phase brushless motor and is driven by a motor drive circuit 5. The motor drive circuit 5 is formed by connecting MOS-FETs 51 to 56 constituting a three-phase bridge circuit and a resistor 57 as shown in the figure. A smoothing electrolytic capacitor 6 is connected to the motor drive circuit 5 in parallel. Electric power is supplied from the battery 7 to the motor drive circuit 5 through the charge / discharge circuit 8 and the reactor 14.

  The first auxiliary power supply 9 and the second auxiliary power supply 10 are provided separately from the battery 7, and these are connected to the charge / discharge circuit 8. The 1st auxiliary power supply 9 and the 2nd auxiliary power supply 10 are comprised by the electric double layer capacitor and the lithium ion battery. The second auxiliary power supply 10 has a considerably smaller capacity than the first auxiliary power supply 9, for example, the capacity of the first auxiliary power supply 9 is several tens [F], whereas the second auxiliary power supply 10 The capacity of is several tens to several hundreds [mF].

  FIG. 2 is a circuit diagram illustrating, in addition to FIG. 1, control circuit elements and circuit connections in addition to a specific configuration of the charge / discharge circuit 8. In the figure, MOS-FETs 51 to 56 (FIG. 1) in the motor drive circuit 5 are switched by a gate drive circuit (for example, an FET driver; the same applies hereinafter) 11. Note that a voltage obtained by boosting the control power supply voltage Vcc by a booster circuit (not shown) is applied to the gate drive circuit 11 and other gate drive circuits (17, 24) described later. .

  The voltage of the battery 7 (12 to 15 V in a normal state) is guided to the motor drive circuit 5 and the motor 4 through electric paths L1 and L3 in which the relay contact 12, the MOS-FET 13 and the reactor 14 are inserted. The MOS-FET 13 is an N-channel, and is connected so that the source is on the battery 7 side and the drain is on the motor drive circuit 5 side. Further, the parasitic diode 13d is configured such that a current flows in the forward direction when power is supplied from the battery 7 to the motor 4. The positive terminal of the battery 7 is connected to the electric circuit L1 via a relay contact 12 as a switch that can be controlled to open and close.

The first auxiliary power supply 9 is provided between the electric circuit L1 and another electric circuit L2. The electric circuit L2 on the high potential side of the first auxiliary power supply 9 is connected to a connection point between the drain of the MOS-FET 13 and the reactor 14 via the MOS-FET 15. The MOS-FET 15 is an N channel, and is connected so that the source is on the motor drive circuit 5 side and the drain is on the first auxiliary power supply 9 side. In addition, the parasitic diode 15d is in a direction opposite to the direction in which current flows when power is supplied from the first auxiliary power supply 9 to the motor 4.
The MOS-FETs 13 and 15 are driven by the gate drive circuit 17 so as to be alternately turned on.

  On the other hand, the anode of the diode 19 is connected to the electric circuit L <b> 1 through the reactor 18. The cathode of the diode 19 is connected to the high-potential side electric circuit L2 of the first auxiliary power supply 9. A P-channel MOS-FET 20 is provided between the anode of the diode 19 and the ground-side electric circuit LG. The MOS-FET 20 is driven by a gate drive circuit 21.

  The battery 7 serves as a supply source of the control power supply voltage Vcc via the diode 22 and the N-channel MOS-FET 23. The MOS-FET 23 is driven by a gate drive circuit 24. Further, the second auxiliary power supply 10 is connected to the source of the MOS-FET 23 through the current suppression circuit 25. The current suppression circuit 25 includes a transistor 25a and two resistors 25b and 25c, and suppresses an inrush current to the second auxiliary power supply 10. The second auxiliary power supply 10 can be a supply source of the control power supply voltage Vcc via the diode 26.

  MOS-FET 13, MOS-FET 15, gate drive circuit 17, reactance 18, diode 19, MOS-FET 20, gate drive circuit 21, diode 22, MOS-FET 23, gate drive circuit 24, current suppression circuit 25, and diode 26 constitutes the charge / discharge circuit 8 in FIG. The charging / discharging circuit 8 charges the first auxiliary power supply 9 and the second auxiliary power supply 10 based on the voltage of the battery 7, supplies driving power from the battery 7 to the motor 4, and controls the control power supply voltage Vcc from the battery 7. And a normal output state in which driving power is supplied from the first auxiliary power supply 9 to the motor 4 and a control power supply voltage Vcc is supplied from the second auxiliary power supply 10 selectively. It constitutes.

  The gate drive circuits 11, 17, 21, 24 and the relay contact 12 operate in response to a command signal from a control circuit 27 including a microcomputer. The control circuit 27 receives an output signal from a torque sensor 28 that detects a steering torque applied to the steering wheel 3. Further, an output signal of the vehicle speed sensor 29 that detects the vehicle speed is input to the control circuit 27. The motor 4 is provided with an angle sensor 30 that detects the rotational angle position of the rotor 4 r, and an output signal thereof is input to the control circuit 27.

  On the other hand, voltage detectors 31 and 32 are connected in parallel to the battery 7 and the first auxiliary power supply 9, respectively. The voltage detector 31 detects the voltage V 1 of the battery 7 and inputs the output signal to the control circuit 27. The voltage detector 31 is also a detector that detects a failure (for example, a failure) of the battery 7. The voltage detector 32 detects the voltage (inter-terminal voltage) V <b> 2 of the first auxiliary power supply 9 and inputs the output signal to the control circuit 27.

  In the electric power steering apparatus 1 configured as described above, when the voltage of the battery 7 is normal and the control circuit 27 is operating normally, the relay contact 12 is turned on by a command signal from the control circuit 27 ( Closed). Therefore, the voltage from the battery 7 is applied to the electric circuit L1. Based on the steering torque and the vehicle speed, the control circuit 27 estimates the required power for obtaining the required steering assist force, and compares this with a reference value. When the required power is below the reference value, the command signal from the control circuit 27 turns on the MOS-FET 13 and turns off the MOS-FET 15, and the voltage of the battery 7 is applied to the relay contact 12, the MOS-FET 13, and the reactor 14. To be supplied to the motor drive circuit 5.

Based on the steering torque signal sent from the torque sensor 28, the vehicle speed signal sent from the vehicle speed sensor 29, and the rotor angular position signal sent from the angle sensor 30, the control circuit 27 performs appropriate steering assistance. In order to generate a force, the motor drive circuit 5 is operated via the gate drive circuit 11 to drive the motor 4.
Note that the on-resistance of the N-channel MOS-FET 13 is much smaller than the forward resistance of the parasitic diode 13d (for example, about 1 mΩ). Therefore, most of the current flowing from the battery 7 to the motor drive circuit 5 is from the source to the drain. The current flowing through the parasitic diode 13d is small.

  On the other hand, when the MOS-FET 20 is in the ON state, a current flows from the battery 7 through the relay contact 12, the reactor 18 and the MOS-FET 20. When the MOS-FET 20 is turned off from this state, a reverse high voltage is generated in the reactor 18 so as to prevent a change in magnetic flux due to current interruption, whereby the first auxiliary power supply 9 is charged via the diode 19. Is done. Therefore, the first auxiliary power supply 9 can be charged by repeatedly turning on and off the MOS-FET 20. The control circuit 27 monitors the voltage V2 of the first auxiliary power supply 9. If the voltage does not reach a certain voltage, the control circuit 27 turns the MOS-FET 20 on and off via the gate drive circuit 21, and turns on the first auxiliary power supply 9. Charge. This charging is performed, for example, when the torque sensor 28 does not detect the steering torque.

  Next, when the required power exceeds the reference value, that is, when the required power cannot be covered by the battery 7 alone, the control circuit 27 turns off the MOS-FET 13 and turns on the MOS-FET 15. As a result, the output voltage is supplied to the motor drive circuit 5 with the battery 7 and the first auxiliary power supply 9 connected in series with each other. As a result, a large amount of power exceeding the power that can be output from only the battery 7 can be supplied to the motor drive circuit 5. At this time, the cathode of the parasitic diode 13d of the MOS-FET 13 has a higher potential than the anode, that is, a reverse voltage, so that the current from the first auxiliary power supply 9 is prevented from flowing into the electric circuit L1.

  On the other hand, when the ignition key (not shown) of the vehicle is on and the voltage of the battery 7 is normal, the MOS-FET 23 is connected via the gate drive circuit 24 by the command signal of the control circuit 27. It is on. Therefore, the battery 7 becomes a supply source of the control power supply voltage Vcc via the diode 22 and the MOS-FET 23. Further, the second auxiliary power supply 10 is charged via the current suppression circuit 25 based on the voltage of the battery 7. When the ignition key is off, the MOS-FET 23 is kept in an off state, thereby preventing the battery 7 from being discharged by a minute dark current.

  Next, the circuit operation of the electric power steering apparatus 1 when a failure such as a failure occurs in the battery 7 will be described. First, the failure of the battery 7 is detected by the voltage detector 31 as an abnormality (decrease) in the terminal voltage. Upon receiving this detection signal, the control circuit 27 opens the relay contact 12 and turns on the MOS-FET 20 via the gate drive circuit 21. Thereby, the one side (electric circuit L1 side) terminal of the 1st auxiliary power supply 9 is connected with the electric circuit LG via the reactor 18 and MOS-FET20. Further, the control circuit 27 turns off the MOS-FET 13 and turns on the MOS-FET 15. As a result, the voltage of the first auxiliary power supply 9 is supplied to the motor drive circuit 5 via the MOS-FET 15 and the reactor 14, and drive power can be supplied to the motor 4. That is, even if the battery 7 fails, the driving power can be continuously supplied from the first auxiliary power supply 9 to the motor 4.

  On the other hand, when the battery 7 fails, the second auxiliary power supply 10 that has been charged until then becomes a supply source of the control power supply voltage Vcc instead of the battery 7. The required power of the control power supply is extremely small compared to the required power of the motor 4, and therefore the discharge amount of the second auxiliary power supply 10 is extremely small. For this reason, the control power supply voltage Vcc supplied by the second auxiliary power supply 10 does not drop rapidly, but maintains a voltage equal to or higher than the minimum voltage (for example, 8 to 9 V) for operating the electronic component for a long time. Can do.

Thus, the necessary control power supply voltage can be maintained for a long time by stably supplying the control power supply voltage Vcc at the time of failure of the battery 7 from the second auxiliary power supply 10 provided separately from the first auxiliary power supply 9. Therefore, the first auxiliary power source 9 can discharge to a deep discharge depth during that time, and the energy held by the first auxiliary power source 9 can be sufficiently extracted. Therefore, when the battery 7 is out of order, the time during which the first auxiliary power source 9 can assist the steering can be extended. Thereby, even if the battery 7 breaks down, the driver can sufficiently secure a grace period until the vehicle is stopped or retracted without suddenly stopping the steering assist. The control circuit 27 gives a warning (indicator lamp or warning sound) immediately informing the driver of the failure of the battery 7.
Further, as described above, since the power to be supplied from the second auxiliary power supply 10 is small, the capacity is small and the cost can be reduced.

  In the above-described embodiment, the electric power steering apparatus 1 has been described in which when the required power exceeds the reference value, the first auxiliary power source 9 is connected in series with the battery 7 to obtain high output. However, high output is particularly necessary. If not, the first auxiliary power supply 9 may be used only for backup when the battery 7 fails.

1 is a circuit diagram showing a schematic configuration mainly of an electric circuit of an electric power steering apparatus according to an embodiment of the present invention, and in particular, a circuit diagram showing a main circuit (other than a control circuit). In addition to FIG. 1, in addition to the specific configuration of the charge / discharge circuit, it is a circuit diagram describing control circuit elements and circuit connections.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Electric power steering apparatus 4 Motor 7 Battery 8 Charging / discharging circuit 9 1st auxiliary power supply 10 2nd auxiliary power supply 27 Control circuit 31 Voltage detector

Claims (1)

  1. An electric power steering device that generates a steering assist force by a motor,
    A battery that is a source of driving power to the motor and a source of control power supply voltage in the electric power steering device;
    A first auxiliary power source provided separately from the battery and capable of serving as a power source for driving the motor;
    A second auxiliary power supply that is provided separately from the battery and the first auxiliary power supply and can serve as a supply source of the control power supply voltage;
    A detector for detecting a failure of the battery;
    A normal output state in which the first auxiliary power supply and the second auxiliary power supply are charged based on the voltage of the battery, driving power is supplied from the battery to the motor, and the control power supply voltage is supplied from the battery. And a charge / discharge circuit that selectively configures an emergency output state that supplies driving power from the first auxiliary power source to the motor and supplies the control power source voltage from the second auxiliary power source;
    When a failure is not detected in the battery, the charge / discharge circuit is selected for the normal output state, and when a failure is detected in the battery, the emergency output state is selected for the charge / discharge circuit. And an electric power steering device.
JP2008006549A 2008-01-16 2008-01-16 Electric power steering device Expired - Fee Related JP5298537B2 (en)

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JP2008006549A JP5298537B2 (en) 2008-01-16 2008-01-16 Electric power steering device

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JP2008006549A JP5298537B2 (en) 2008-01-16 2008-01-16 Electric power steering device

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JP5298537B2 JP5298537B2 (en) 2013-09-25

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010031343A1 (en) 2009-07-15 2011-02-17 Hitachi Automotive Systems, Ltd., Hitachinaka-shi Diagnostic system for a diagnostic control device for vehicle-mounted devices

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH08258733A (en) * 1995-01-26 1996-10-08 Kayaba Ind Co Ltd Electric power steering controller
JPH10304596A (en) * 1997-04-23 1998-11-13 Denso Corp Ecu power source system for vehicle
JP2003320942A (en) * 2002-04-26 2003-11-11 Nsk Ltd Electric power steering apparatus
JP2006151243A (en) * 2004-11-30 2006-06-15 Ashitate Electric Co Ltd Vehicle dispersion type emergency control device
JP2006205894A (en) * 2005-01-28 2006-08-10 Toyota Motor Corp Electric control device for vehicle
JP2006273061A (en) * 2005-03-29 2006-10-12 Honda Motor Co Ltd Electric power steering device
JP2007091122A (en) * 2005-09-29 2007-04-12 Jtekt Corp Electric power steering device
JP2007153079A (en) * 2005-12-02 2007-06-21 Toyota Motor Corp Power supply device of electric power steering apparatus
JP2007223510A (en) * 2006-02-24 2007-09-06 Jtekt Corp Electric power steering device

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH08258733A (en) * 1995-01-26 1996-10-08 Kayaba Ind Co Ltd Electric power steering controller
JPH10304596A (en) * 1997-04-23 1998-11-13 Denso Corp Ecu power source system for vehicle
JP2003320942A (en) * 2002-04-26 2003-11-11 Nsk Ltd Electric power steering apparatus
JP2006151243A (en) * 2004-11-30 2006-06-15 Ashitate Electric Co Ltd Vehicle dispersion type emergency control device
JP2006205894A (en) * 2005-01-28 2006-08-10 Toyota Motor Corp Electric control device for vehicle
JP2006273061A (en) * 2005-03-29 2006-10-12 Honda Motor Co Ltd Electric power steering device
JP2007091122A (en) * 2005-09-29 2007-04-12 Jtekt Corp Electric power steering device
JP2007153079A (en) * 2005-12-02 2007-06-21 Toyota Motor Corp Power supply device of electric power steering apparatus
JP2007223510A (en) * 2006-02-24 2007-09-06 Jtekt Corp Electric power steering device

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010031343A1 (en) 2009-07-15 2011-02-17 Hitachi Automotive Systems, Ltd., Hitachinaka-shi Diagnostic system for a diagnostic control device for vehicle-mounted devices

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