JP2013162622A - Electric power steering system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an electric power steering system capable of driving a brushless motor and improving steering feeling when a switching element in a driving circuit of the brushless motor fails in short-circuit.SOLUTION: When one FET 31 in a driving circuit 30 fails in short-circuit, a control part 40 identifies the FET which fails in short-circuit. The control part 40 sets a voltage command value corresponding to current to be supplied to an electric motor 18, based on a detected steering torque. Then the control part 40 corrects the voltage command value based on a steering angle. In fact the control part 40 reduces and corrects the voltage command value when the absolute value of the steering angle is higher than a predetermined threshold.

Description

  The present invention relates to an electric power steering apparatus.

  The drive circuit of the brushless motor used in the electric power steering apparatus includes a switching element such as an FET (Field Effect Transistor). When a failure occurs in the switching element, the brushless motor becomes a load when the steering wheel is operated, and there is a possibility that the steering becomes heavy. In order to cope with such a problem, a relay is inserted in the connection between the brushless motor and the drive circuit. For example, in the case of a three-phase brushless motor, a relay is inserted into each of the two-phase motor connections, and these relays are turned off when there is no control and when the switching element fails.

Japanese Patent Laid-Open No. 2003-312508

In the above-described conventional technology, when one switching element in the motor drive circuit is short-circuited, the three-phase brushless motor cannot be driven and a steering assist force (assist torque) cannot be generated.
Therefore, the inventor of the present application can control the rotor rotation angle region in which the three-phase brushless motor can be driven as a controllable region when one switching element in the driving circuit of the three-phase brushless motor is short-circuited. An electric power steering apparatus has been developed that includes region specifying means and motor control means for driving the three-phase brushless motor when the rotor rotation angle of the three-phase brushless motor is in the controllable region. In this case, the three-phase brushless motor is driven by, for example, a 120 ° rectangular wave driving method.

  The controllable area specifying means is, for example, a load applied to any of the two normal phases when the rotor of the three-phase brushless motor is rotated in a state where all the switching elements other than the short-circuit faulty switching element are turned off. A rotor rotation angle region where current does not flow is a possible region, a rotor rotation angle region where load current flows only in one of the two normal phases is an indefinite region, and a load current flows in both of the two normal phases If the rotation angle area is an uncontrollable area, an area composed of a possible area and an indefinite area is identified as a controllable area, and the unusable area is identified as an uncontrollable area.

  If one of the switching elements in the drive circuit of the three-phase brushless motor has a short-circuit failure, if the motor control described above is performed, the three-phase brushless motor is driven in the controllable area, but the three-phase brushless motor is driven in the uncontrollable area. Since the brushless motor is not driven, the steering torque varies. In particular, when the absolute value of the steering angle increases, the load torque increases, so the control command value of the three-phase brushless motor increases, and the assist torque generated by the three-phase brushless motor increases in the controllable region. As a result, the difference in assist torque between the controllable region and the uncontrollable region becomes large, so that the steering torque fluctuation increases, and the steering feeling deteriorates.

  An object of the present invention is to provide an electric power steering device capable of driving a brushless motor and improving steering feeling when one switching element in a drive circuit of the brushless motor has a short circuit failure. .

The invention described in claim 1 is an electric power steering device (1) for applying a driving force to the steering mechanism (4) by a brushless motor (18), wherein the steering angle detecting means (23, 23) detects a steering angle. 40), and a plurality of switching elements (31 _UH , 31 _UL ; 31 _VH , 31 _VL ; 31 _WH , 31 _WL ), and a drive circuit (30) for driving the brushless motor, Means (40, S22) for specifying a controllable region, which is a rotor rotation angle region capable of driving the brushless motor, in addition to specifying the short-circuited switching device when a short-circuit failure occurs in one switching device. , S29, S30), and in the controllable region, the failure mode for controlling the drive of the brushless motor via the drive circuit is provided. Control means (40, S26, S27, S28, S31), and the failure-time motor control means is a control command value setting means (40, S) for setting a control command value corresponding to a current to be supplied to the brushless motor. S26), command value correction means (40, S27, S28) for correcting the control command value set by the control command value setting means based on the steering angle detected by the steering angle detection means, and the control And a control means (40, S31) for controlling the drive circuit based on the control command value corrected by the command value correction means in the possible region, wherein the command value correction means is controlled by the steering angle detection means. The control command value set by the control command value setting means is reduced and corrected when the detected absolute value of the steering angle is larger than a predetermined threshold value. That is an electric power steering system. In addition, although the alphanumeric character in parentheses represents a corresponding component in an embodiment described later, of course, the scope of the present invention is not limited to the embodiment. The same applies hereinafter.

  According to the present invention, the brushless motor can be driven when one switching element in the drive circuit of the brushless motor has a short circuit failure. Further, in the present invention, since the control command value is reduced and corrected when the absolute value of the steering angle is larger than a predetermined threshold value, the region between the controllable region and the uncontrollable region is large in the region where the absolute value of the steering angle is large. The difference in assist torque can be reduced. Thereby, in a region where the absolute value of the steering angle is large, the steering torque fluctuation can be suppressed, and the steering feeling can be improved.

The control command value setting means may set the control command value based on, for example, a detected value including at least a detected steering torque detected by a torque sensor.
According to a second aspect of the present invention, the command value correction means includes a correction gain setting means (40, S27) for setting a correction gain based on a steering angle detected by the steering angle detection means, and the control command value. Multiplication means (40, S28) for calculating a final control command value by multiplying the control command value set by the setting means by the correction gain set by the correction gain setting means, The gain setting means sets the correction gain to 1 when the absolute value of the steering angle detected by the steering angle detection means is equal to or less than the threshold, and the absolute value of the steering angle detected by the steering angle detection means The electric power steering apparatus according to claim 1, wherein the electric power steering apparatus is configured to set the correction gain to a predetermined value less than 1 when larger than the threshold value.

  According to a third aspect of the present invention, the command value correction means includes a correction gain setting means (40, S27) for setting a correction gain based on a steering angle detected by the steering angle detection means, and the control command value. Multiplication means (40, S28) for calculating a final control command value by multiplying the control command value set by the setting means by the correction gain set by the correction gain setting means, The gain setting means sets the correction gain to 1 when the absolute value of the steering angle detected by the steering angle detection means is equal to or less than the threshold, and the absolute value of the steering angle detected by the steering angle detection means 2. The electric power generator according to claim 1, wherein when it is equal to or greater than the threshold value, the correction gain is set according to a characteristic that gradually decreases from 1 in accordance with an increase in the absolute value of the steering angle. It is a power steering apparatus.

The invention according to claim 4 is an electric power steering device (1) for applying a driving force to the steering mechanism (4) by means of a brushless motor (18), wherein the steering angle detecting means (23, 40) detects the steering angle. ) And a plurality of switching elements (31 _UH , 31 _UL ; 31 _VH , 31 _VL ; 31 _WH , 31 _WL ), and a drive circuit (30) for driving the brushless motor, and 1 in the drive circuit When a short circuit failure occurs in one switching element, means for specifying a controllable region that is a rotor rotation angle region capable of driving the brushless motor as well as identifying the short circuit failure switching device (40, S22, S29, S30) and a motor at the time of failure that drives and controls the brushless motor via the drive circuit in the controllable region Control means (40, S26, S27, S28, S31), and the failure motor control means sets a control command value setting means (40, S) for setting a control command value corresponding to the current to be supplied to the brushless motor. S26), command value correction means (40, S27, S28) for correcting the control command value set by the control command value setting means based on the steering angle detected by the steering angle detection means, and the control And a control means (40, S31) for controlling the drive circuit based on the control command value corrected by the command value correction means in the possible region, wherein the command value correction means detects the steering angle. Set by the control command value setting means when the absolute value of the steering angle detected by the means is larger than a predetermined threshold and steering is performed in the cutting direction. The control command value is configured so as to reduce the correction was, an electric power steering apparatus.

According to the present invention, when the absolute value of the steering angle is larger than the predetermined threshold and the steering is performed in the cutting direction, the difference in assist torque between the controllable region and the uncontrollable region is reduced. Steering torque fluctuation can be suppressed and steering feeling can be improved.
Invention of Claim 5 is an electric power steering apparatus as described in any one of Claims 1-4 whose said threshold value is 180 degree | times.

FIG. 1 is a schematic diagram showing a schematic configuration of an electric power steering apparatus as a vehicle steering apparatus according to an embodiment of the present invention. FIG. 2 is a block diagram showing an electrical configuration of the ECU 12 as a motor control device. FIG. 3 is a flowchart showing the overall operation of the control unit 40. FIG. 4 is an electric circuit diagram showing a closed circuit through which a load current flows when the low-side FET is short-circuited. FIG. 5 is an electric circuit diagram showing a closed circuit in which a load current flows when a short circuit failure occurs in the high-side FET. FIG. 6 is a schematic diagram showing a map representing “possible area”, “undefined area”, and “unusable area” corresponding to each combination of the direction in which the electric motor should be rotated and the FET in which the short circuit failure has occurred. It is. FIG. 7 shows the induced voltage waveforms V _U , V of each phase with respect to the rotor rotation angle θ when all the FETs 31 are normal and all the FETs 31 are off and the rotor is rotated in the normal rotation direction. _V, is a graph showing the theoretical values of _{V W.} FIG. 8A shows an induced voltage of each phase with respect to the rotor rotation angle θ when the V-phase low-side FET 31 _VL is short-circuited and all the other FETs are off and the rotor is rotated in the normal rotation direction. waveform _{V U} ', _{V V',} is a graph showing the theoretical values of _{V W} '. FIG. 8B shows that when the V-phase high-side FET 31 _VH is short-circuited, the phase of each phase with respect to the rotor rotation angle θ when all the other FETs are OFF and the rotor is rotated in the normal rotation direction. induced voltage waveform _{V U} ', _{V V',} is a graph showing the theoretical values of _{V W} '. FIG. 9 is a flowchart showing the steering angle calculation process executed in the abnormal time control process of step S5 of FIG. FIG. 10 is a flowchart showing a main process executed in the abnormal time control process of step S5 of FIG. FIG. 11 is a graph showing an example of setting the voltage command value with respect to the detected steering torque. FIG. 12A is a graph showing a setting example of the correction gain G (θh) with respect to the steering angle θh, and FIG. 12B is a graph showing another setting example of the correction gain G (θh) with respect to the steering angle θh. FIG. 13 is a schematic diagram showing an energization pattern when the electric motor 18 is rotationally driven in the normal rotation direction by the 120 ° rectangular wave driving method when all the FETs 31 are normal.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
FIG. 1 is a schematic diagram showing a schematic configuration of an electric power steering apparatus according to an embodiment of the present invention.
The electric power steering apparatus 1 includes a steering wheel 2 as a steering member for steering the vehicle, a steering mechanism 4 that steers the steered wheels 3 in conjunction with the rotation of the steering wheel 2, and steering by the driver. And a steering assist mechanism 5 for assisting. The steering wheel 2 and the steering mechanism 4 are mechanically coupled via a steering shaft 6 and an intermediate shaft 7.

The steering shaft 6 includes an input shaft 8 connected to the steering wheel 2 and an output shaft 9 connected to the intermediate shaft 7. The input shaft 8 and the output shaft 9 are connected via a torsion bar 10 so as to be relatively rotatable.
A torque sensor 11 is disposed around the steering shaft 6. The torque sensor 11 detects the steering torque T applied to the steering wheel 2 based on the relative rotational displacement amount of the input shaft 8 and the output shaft 9. In this embodiment, when the steering wheel 2 is steered in the left direction (forward rotation direction), the output signal of the torque sensor 11 becomes a value of zero or more, and the larger the steering torque applied to the steering wheel 2 is, the larger the steering signal is. It changes to become larger. The output signal of the torque sensor 11 is less than zero when the steering wheel 2 is steered in the right direction (reverse direction), and becomes smaller as the steering torque applied to the steering wheel 2 is larger. Change.

  The steered mechanism 4 includes a rack and pinion mechanism including a pinion shaft 13 and a rack shaft 14 as a steered shaft. The steered wheel 3 is connected to each end of the rack shaft 14 via a tie rod 15 and a knuckle arm (not shown). The pinion shaft 13 is connected to the intermediate shaft 7. The pinion shaft 13 rotates in conjunction with the steering of the steering wheel 2. A pinion 16 is connected to the tip of the pinion shaft 13.

  The rack shaft 14 extends linearly along the left-right direction of the automobile (a direction orthogonal to the straight-ahead direction). A rack 17 that meshes with the pinion 16 is formed at an intermediate portion in the axial direction of the rack shaft 14. By the pinion 16 and the rack 17, the rotation of the pinion shaft 13 is converted into the axial movement of the rack shaft 14. The steered wheels 3 can be steered by moving the rack shaft 14 in the axial direction.

When the steering wheel 2 is steered (rotated), this rotation is transmitted to the pinion shaft 13 via the steering shaft 6 and the intermediate shaft 7. The rotation of the pinion shaft 13 is converted into an axial movement of the rack shaft 14 by the pinion 16 and the rack 17. Thereby, the steered wheel 3 is steered.
The steering assist mechanism 5 includes an electric motor 18 for assisting steering and a speed reduction mechanism 19 for transmitting the output torque of the electric motor 18 to the steering mechanism 4. In this embodiment, the electric motor 18 is a three-phase brushless motor. In the vicinity of the electric motor 18, a rotation angle sensor 23 made of, for example, a resolver for detecting the rotation angle θ (electrical angle) of the rotor of the electric motor 18 is disposed. The speed reduction mechanism 19 includes a worm gear mechanism that includes a worm shaft 20 and a worm wheel 21 that meshes with the worm shaft 20. The speed reduction mechanism 19 is accommodated in a gear housing 22 as a transmission mechanism housing.

The worm shaft 20 is rotationally driven by the electric motor 18. The worm wheel 21 is coupled to the steering shaft 6 so as to be rotatable in the same direction. The worm wheel 21 is rotationally driven by the worm shaft 20.
When the worm shaft 20 is rotationally driven by the electric motor 18, the worm wheel 21 is rotationally driven and the steering shaft 6 rotates. The rotation of the steering shaft 6 is transmitted to the pinion shaft 13 via the intermediate shaft 7. The rotation of the pinion shaft 13 is converted into the axial movement of the rack shaft 14. Thereby, the steered wheel 3 is steered. That is, the wheel 3 is steered by rotating the worm shaft 20 by the electric motor 18.

  The electric motor 18 is controlled by an ECU (Electronic Control Unit) 12 as a motor control device. An output signal from the torque sensor 11, an output signal from the rotation angle sensor 23, and the like are input to the ECU 12. The ECU 12 sets a voltage command value (control command value) based on the steering torque T detected by the torque sensor 11, and controls the electric motor 18 by PWM (Pulse Width Modulation) according to the set voltage command value. .

FIG. 2 is a schematic diagram showing an electrical configuration of the ECU 12 as a motor control device. The electric motor 18 includes a stator having a U-phase field coil 18U, a V-phase field coil 18V, and a W-phase field coil 18W, and a rotor to which a permanent magnet is fixed.
The ECU 12 includes a drive circuit 30 that generates drive power for the electric motor 18 and a control unit 40 that controls the drive circuit 30. The control unit 40 is composed of a microcomputer including a CPU and a memory (ROM, RAM, nonvolatile memory, etc.) that stores an operation program of the CPU.

The drive circuit 30 is a three-phase bridge inverter circuit. In the drive circuit 30, a series circuit of a pair of FETs (field effect transistors) 31 _UH and 31 _UL corresponding to the U phase of the electric motor 18, a series circuit of a pair of FETs 31 _VH and 31 _VL corresponding to the V phase, A series circuit of a pair of FETs 31 _WH and 31 _WL corresponding to the W phase is connected in parallel between the DC power supply 33 and the ground 34. Further, regenerative diodes 32 _{UH to} 32 _WL are connected in parallel to the FETs 31 _{UH to} 31 _WL in such a direction that a forward current flows from the ground 34 side to the DC power supply 33 side.

Hereinafter, among the pair of FETs of each phase, the power supply side may be referred to as a “high side FET” or “upper stage FET”, and the ground side 34 side may be referred to as a “low side FET” or “lower stage FET”. The six FETs 31 _{UH to} 31 _WL are collectively referred to as “FET 31”. Similarly, the six regenerative diodes 32 _{UH to} 32 _WL are collectively referred to as “regenerative diode 32”.

The U-phase field coil 18U of the electric motor 18 is connected to a connection point between a pair of FETs 31 _UH and 31 _UL corresponding to the U-phase. The V-phase field coil 18V of the electric motor 18 is connected to a connection point between a pair of FETs 31 _VH and 31 _VL corresponding to the V-phase. W-phase field coil 18W of the electric motor 18 is connected to the W-phase to the connection point between the pair of _{FET 31} WH, _{31 WL} corresponding.

The control unit 40 receives the output signal of the rotation angle sensor 23, the output signal of the torque sensor 11, and the phase voltages V _U , V _V , V _W detected by the phase voltage detection circuit (not shown). .
FIG. 3 is a flowchart showing the overall operation of the control unit 40.
The control unit 40 monitors whether or not a failure has occurred in the FET 31 (step S1). When no failure has occurred in the FET 31 (step S1: NO), the control unit 40 performs a normal time control process (step S2). That is, the control unit 40 drives the electric motor 18 by 180 ° energization sine wave by controlling each FET 31.

Specifically, for example, the control unit 40 generates a voltage command value for sine wave driving based on the steering torque detected by the torque sensor 11, and PWMs each FET 31 according to the generated voltage command value ( (Pulse Width Modulation) is controlled.
If a control stop command such as a power-off command is input while the normal time control process is being performed (step S3: YES), the control unit 40 ends the normal time control process.

  If a failure occurs in the FET 31 while the normal control process in step S2 is being performed (step S1: YES), the control unit 40 turns off all the FETs 31 and temporarily stops driving the electric motor 18. (Step S4). And the control part 40 performs control processing at the time of abnormality (step S5). When a control stop command is input while the abnormal time control process is being performed (step S6: YES), the control unit 40 ends the abnormal time control process.

  The control process at the time of abnormality includes a process for specifying a controllable area at the time of a short circuit failure. The controllable region refers to a rotor rotation angle region (electrical angle region) in which the electric motor 18 can be driven in the direction in which the electric motor 18 should be rotated when a short circuit failure occurs. Note that the direction in which the electric motor 18 is to be rotated is determined based on, for example, the direction of the steering torque detected by the torque sensor 11. Specifically, if the direction of the detected steering torque is the left direction, the rotation direction (forward rotation direction) for generating the motor torque for assisting the leftward steering is determined as the rotation direction for rotating the electric motor 18. If the direction of the detected steering torque is rightward, the rotation direction (reverse rotation direction) for generating motor torque that assists rightward steering is determined as the rotation direction in which the electric motor 18 should be rotated.

Before describing the overall operation of the abnormal time control process, a process for specifying a controllable area will be described. In the following, a phase including one short-circuit failure FET may be referred to as a short-circuit failure phase, and a phase not including one short-circuit failure FET may be referred to as a normal phase. When one of the six FETs 31 _{UH to} 31 _WL is short-circuited and the rotor is rotated with all other FETs turned off, depending on the rotor rotation angle (electrical angle), A load current flows through a closed circuit formed by a short-circuited FET and a regenerative diode connected in parallel to a normal FET. In this embodiment, the control unit 40 specifies an electrical angle region where the load current does not flow in any of the two normal phases as a “possible region”, and the load current is applied to only one of the two normal phases. The flowing electrical angle region is specified as “undefined region”, and the electrical angle region in which the load current flows in both of the two normal phases is specified as “impossible region”.

  In this embodiment, a region combining the “possible region” and the “undefined region” is specified as a “controllable region” capable of driving the electric motor 18 at the time of the short circuit failure, and the “unavailable region” is the short circuit failure. Sometimes it is specified as an “uncontrollable area” where it is impossible to drive the electric motor 18. Note that only the “controllable region” may be specified as the “controllable region”, and the region including the “undefined region” and the “uncontrollable region” may be specified as the “uncontrollable region”.

As shown in FIG. 4, for example, when the V-phase low-side FET 31 _VL has a short circuit failure, it is assumed that the rotor is rotated by a steering operation performed by the driver while all other FETs are turned off. Then, an induced voltage is generated in the electric motor 18. With this induced voltage, depending on the rotor rotation angle (electrical angle), a load current flows in one or both of the first closed circuit indicated by reference numeral 61 and the second closed circuit indicated by reference numeral 62 in the direction indicated by the arrow. Become.

The first closed circuit 61 includes a short-circuited V-phase low-side FET 31 _VL , a regenerative diode 32 _UL connected in parallel to the normal-phase U-phase low-side FET 31 _UL , a U-phase field coil 18U, and a V-phase Field coil 18V. On the other hand, the second closed circuit 62 includes a V-phase low-side FET 31 _VL having a short-circuit failure, a regenerative diode 32 _WL connected in parallel to the normal-phase W-phase low-side FET 31 _WL , a W-phase field coil 18 W, V-phase field coil 18V.

Accordingly, when the V-phase low-side FET 31 _VL has a short circuit failure, the “impossible region”, “possible region”, and “undefined region” are as follows. In other words, the electrical angle region in which the load current flows in both the first closed circuit 61 and the second closed circuit 62 becomes the “impossible region”. On the other hand, an electrical angle region in which a load current does not flow through either the first closed circuit 61 or the second closed circuit 62 is a “possible region”. An electrical angle region in which a load current flows only in one of the first closed circuit 61 and the second closed circuit 62 is an “indefinite region”.

On the other hand, as shown in FIG. 5, when the short-circuit failure occurs in the V-phase high-side FET 31 _VH, it is assumed that the rotor is rotated by the steering operation by the driver while all other FETs are off. Then, an induced voltage is generated in the electric motor 18. Depending on the rotor rotation angle (electrical angle), the induced voltage causes the load current to flow in one or both of the third closed circuit indicated by reference numeral 63 and the fourth closed circuit indicated by reference numeral 64 in the direction indicated by the arrow. Become.

The third closed circuit 63 is connected in parallel to the short-circuited V-phase high-side FET 31 _VH , the V-phase field coil 18 V, the U-phase field coil 18 U, and the normal-phase U-phase high-side FET 31 _UH. Regenerated diode 32 _UH . On the other hand, the fourth closed circuit 64 includes a short-circuited V-phase high-side FET 31 _VH , a V-phase field coil 18 V, a W-phase field coil 18 W, and a normal-phase W-phase high-side FET 31 _WH . The regenerative diode _32WH connected in parallel is included.

Therefore, when the V-phase high-side FET 31 _VH has a short circuit failure, the “impossible region”, “possible region”, and “undefined region” are as follows. That is, the electrical angle region in which the load current flows in both the third closed circuit 63 and the fourth closed circuit 64 is the “impossible region”. On the other hand, an electrical angle region in which no load current flows in any of the third closed circuit 63 and the fourth closed circuit 64 is a “possible region”. An electrical angle region in which a load current flows only in one of the third closed circuit 63 and the fourth closed circuit 64 is an “indefinite region”.

As shown in FIG. 4, when the V-phase low-side FET 31 _VL has a short circuit failure, in order for the load current to flow in the direction indicated by the arrow in the first closed circuit 61 including the U-phase field coil 18 </ b> U, It is necessary that the phase voltage V _V of the V phase that is the short-circuit failure phase is higher (larger) than the phase voltage V _U of the U phase that is the normal phase. In this case, when the polarity of the current flowing from the drive circuit 30 to the electric motor 18 is positive, the polarity of the phase current I _U of normal phase U phase is positive. Similarly, for a load current flows in the direction indicated by the arrow in the second closed circuit 62 including a W-phase field coil 18W is, W-phase phase voltage V _V of the V phase is a short circuit fault phase is normal phase it is required higher than the phase voltage V _W of. In this case, the polarity of the phase current I _W of the W-phase is normal phase becomes positive.

As shown in FIG. 5, when the V-phase high-side FET 31 _VH is short-circuited, the load current flows in the direction indicated by the arrow through the third closed circuit 63 including the U-phase field coil 18 </ b> U. The phase voltage V _V of the V phase that is the short-circuit failure phase is required to be lower (smaller) than the phase voltage V _U of the U phase that is the normal phase. In this case, the polarity of the phase current I _U of the U phase that is the normal phase is negative. Similarly, for a load current flows in the direction indicated by the arrow in the fourth closed circuit 64 including a W-phase field coil 18W is, W-phase phase voltage V _V of the V phase is a short circuit fault phase is normal phase it is necessary lower than the phase voltage V _W. In this case, the polarity of the phase current I _W of the W-phase is normal phase is negative.

  As described above, the “possible area”, “indeterminate area”, and “impossible area” differ depending on the position of the FET that is short-circuited. In addition, when the electric motor 18 is rotated in the forward direction and when it is rotated in the reverse direction, the induced voltage waveform of each phase is different even if the short-circuited FET is the same. The “possible area”, “undefined area”, and “impossible area” differ depending on the rotation direction.

In this embodiment, for each combination of the direction in which the electric motor 18 is to be rotated (CW (clockwise), CCW (counter clockwise)) and the FET in which the short-circuit failure has occurred, the “possible area”, “undefined” A map representing “region” and “impossible region” is created in advance and stored in the nonvolatile memory of the control unit 40.
FIG. 6 shows an example of the contents of such a map. In FIG. 6, CW and CCW represent the rotation direction in which the electric motor 18 is to be rotated, CW represents the forward rotation direction, and CCW represents the reverse rotation direction. U, V, W, the upper stage, and the lower stage represent the positions of the FETs that are short-circuited. That is, U, V, and W represent a short circuit failure phase. The upper stage indicates that the short-circuit failure FET is the upper stage FET (high-side FET), and the lower stage indicates that the short-circuit failure FET is the lower stage FET (low-side FET). Such a map is created based on theoretical values or measurement data.

A case where a map is created based on theoretical values will be described. FIG. 7 shows the induced voltage waveforms V _U , V of each phase with respect to the rotor rotation angle θ when all the FETs 31 are normal and all the FETs 31 are off and the rotor is rotated in the normal rotation direction. The theoretical values (simulation values) of _{V 1} and V _W are shown. In this example, the point where the U-phase induced voltage waveform changes from positive to negative is set as 0 ° of the rotor rotation angle (electrical angle) θ.

The theoretical values V _U , V _V , and V _W of the induced voltage of each phase are expressed by the following equation (1), where the amplitude is E.
V _U = E · sin (θ−π)
V _V = E · sin (θ−π− (2/3) π)
V _W = E · sin (θ−π + (2/3) π) (1)
FIG. 8A shows an induced voltage of each phase with respect to the rotor rotation angle θ when the V-phase low-side FET 31 _VL is short-circuited and all the other FETs are off and the rotor is rotated in the normal rotation direction. The theoretical values (simulation values) of the waveforms V _U ′, V _V ′, and V _W ′ are shown. The theoretical values of the induced voltages V _U ′, V _V ′, and V _W ′ when the V-phase low-side FET 31 _VL is short-circuited are the theoretical values of the induced voltages of the respective phases when all the FETs 31 are normal. It is expressed by the following equation (2) using V _U , V _V , and V _W.

V _U '= V _U -V _V
V _V '= 0
V _W '= V _W -V _V (2)
Based on the theoretical values as shown in FIG. 8A, the controllable region is specified when the short-circuited FET is the V-phase low-side FET 31 _VL and the direction in which the electric motor 18 is to be rotated is the normal rotation direction. .

Specifically, the induced voltages V _U ′ and V _W ′ of both normal phases (U phase and V phase) are less than the induced voltage V _V ′ (0 in the example of FIG. 8A) of the short-circuit fault phase (V phase). The electrical angle region that increases (the electrical angle region in which the load current does not flow in any of the first and second closed circuits 61 and 62 in FIG. 4) is specified as the “possible region”. In this example, the “possible area” is 150 ° to 270 °.
In this embodiment, when the FET that is short-circuited is a low-side FET, when the two normal phases are represented by A and B, the phase voltage of one normal phase A in the “possible region” is An electrical angle region in which the phase voltage of the other normal phase B is greater than or equal to the phase voltage of the other normal phase B is specified as “possible region (A)”, and the phase angle of the other normal phase B is greater than the phase voltage of the one normal phase A The area is specified as “possible area (B)”. In the above example, among the “possible regions”, a region where the U-phase induced voltage V _U ′ is equal to or higher than the W-phase induced voltage V _W ′ (in this example, 210 ° to 270 °) is the “possible region (U ) ”, And a region where the W-phase induced voltage V _W ′ is larger than the U-phase induced voltage V _U ′ (in this example, 150 ° to 210 °) is identified as the“ possible region (W) ”. .

In addition, an electrical angle region in which the induced voltages V _U ′ and V _W ′ of the normal phase (U phase and V phase) are equal to or lower than the induced voltage V _V ′ of the short-circuit fault phase (V phase) (first phase in FIG. 4). And the electrical angle region in which the load current flows in both of the second closed circuits 61 and 62 are specified as “impossible regions”. In this example, the “impossible area” is 330 ° to 90 °.
An electrical angle region (an electrical angle region in which a load current flows only in one of the first and second closed circuits 61 and 62 in FIG. 4) between the “possible region” and the “impossible region” is “an indefinite region”. ". In this example, the “indefinite region” is 90 ° to 150 ° and 270 ° to 330 °.

In this embodiment, when the FET that is short-circuited is a low-side FET, the two normal phases are denoted by A and B, and the failure phase is denoted by C. An electrical angle region in which the phase voltage of A is greater than the phase voltage of failure phase C is specified as “indefinite region (A)”, and the electrical angle region in which the phase voltage of the other normal phase B is greater than the phase voltage of failure phase C Is specified as “indefinite region (B)”. In the above example, among the “undefined regions”, the electrical angle region (270 ° to 330 °) in which the induced voltage V _U ′ of the U phase is larger than the induced voltage V _V ′ of the short-circuit fault phase (V phase) is “undefined”. An electrical angle region (90 ° to 150 °) in which the induced voltage V _W ′ of the W phase is greater than the induced voltage V _V ′ of the short-circuit fault phase (V phase) is identified as “region (U)”. ) ".

FIG. 8B shows the induction of each phase with respect to the rotor rotation angle θ when the V-phase high-side FET 31 _VH is short-circuited and the other rotors are turned off and the rotor is rotated in the forward rotation direction. The theoretical values (simulated values) of the voltage waveforms V _U ′, V _V ′, and V _W ′ are shown. Based on the theoretical values as shown in FIG. 8B, the controllable region is specified when the short-circuited FET is the V-phase high-side FET 31 _VH and the direction in which the electric motor 18 is to be rotated is the normal rotation direction. The

Specifically, an electrical angle region in which the induced voltages V _U ′ and V _W ′ of both normal phases (U phase and V phase) are smaller than the induced voltage V _V ′ of the short-circuit fault phase (V phase) (FIG. 5). The electrical angle region where the load current does not flow in any of the third and fourth closed circuits 63 and 64 is specified as the “possible region”. In this example, the “possible area” is 330 ° to 90 °.
In this embodiment, when the FET that is short-circuited is a high-side FET, the two normal phases are represented by A and B, and the phase voltage of one normal phase A in the “possible region” An electrical angle region in which the phase voltage of the other normal phase B is equal to or lower than the phase voltage of the other normal phase B is specified as “possible region (A)”, and the phase voltage of the other normal phase B is smaller than the phase voltage of the one normal phase A The corner area is specified as “possible area (B)”. In the above example, among the “possible regions”, the region where the U-phase induced voltage V _U ′ is equal to or lower than the W-phase induced voltage V _W ′ (in this example, 30 ° to 90 °) is the “possible region (U ) ”And the region where the W-phase induced voltage V _W ′ is smaller than the U-phase induced voltage V _U ′ (in this example, 330 ° to 30 °) is identified as the“ possible region (W) ”. .

In addition, an electrical angle region in which the induced voltages V _U ′ and V _W ′ in the normal phase (U phase and V phase) are equal to or higher than the induced voltage V _V ′ in the short-circuit fault phase (V phase) (third in FIG. 5). And the electric angle region in which the load current flows in both of the fourth closed circuits 63 and 64) is specified as the “impossible region”. In this example, the “impossible area” is 150 ° to 270 °.
An electrical angle region (an electrical angle region in which a load current flows only in one of the third and fourth closed circuits 63 and 64 in FIG. 5) between the “possible region” and the “impossible region” is “an indefinite region”. ". In this example, the “indefinite region” is 90 ° to 150 ° and 270 ° to 330 °.

In this embodiment, when the FET that is short-circuited is a high-side FET, the two normal phases are represented by A and B, and the failure phase is represented by C. An electrical angle region in which the phase voltage of phase A is smaller than the phase voltage of fault phase C is specified as “undefined region (A)”, and the electrical angle of the other normal phase B is smaller than the phase voltage of fault phase C The area is specified as “undefined area (B)”. In the above example, the electrical angle region (90 ° to 150 °) in which the induced voltage V _U ′ of the U phase is smaller than the induced voltage V _V ′ of the short-circuit fault phase (V phase) among the “undefined regions” is “undefined. The electrical angle region (270 ° to 330 °) in which the W-phase induced voltage V _W ′ is smaller than the induced voltage V _V ′ of the short-circuit fault phase (V phase) is determined as “region (U)”. ) ".

Similarly, the direction in which the electric motor 18 should be rotated is the normal rotation direction, and each region when the short-circuited FET is the U-phase low-side FET 31 _UL , the direction in which the electric motor 18 should be rotated is the normal rotation direction. _Yes , each region when the short-circuit failure FET is the U-phase high-side FET _UH , the direction in which the electric motor 18 should be rotated is the normal rotation direction, and the short-circuit failure FET is the W-phase low-side FET _WL Each region and the direction in which the electric motor 18 should be rotated are the normal rotation directions, and each region when the short-circuited FET is the W-phase low-side FET _WL is obtained. Based on the respective areas thus obtained, a map in the case where the direction in which the electric motor 18 should be rotated is the forward rotation direction (CW) is created in advance. Further, a map in the case where the direction in which the electric motor 18 is to be rotated is the reverse rotation direction (CCW) is created in advance by a similar method. Thereby, a map as shown in FIG. 6 is obtained.

Hereinafter, the abnormality control process in step S5 of FIG. 3 will be described. In the abnormal time control process, a main process and a steering angle calculation process are executed.
FIG. 9 is a flowchart showing the steering angle calculation process executed in the abnormal time control process of step S5 of FIG. The process of FIG. 9 is repeatedly executed for each predetermined first calculation cycle until a control stop command is given in step S6 of FIG.

  The control unit 40 calculates the rotor rotation angle θ based on the output signal of the rotation angle sensor 23 (step S11). Next, the control unit 40 calculates the steering angle θh based on the currently calculated rotor rotation angle θ and the reduction ratio of the speed reduction mechanism 19 (step S12). The steering angle θh represents the amount of rotation (rotation angle) of the steering wheel 2 in both forward and reverse directions from the neutral position (reference position) of the steering wheel 2, and in this embodiment, from the neutral position to the left direction. The amount of rotation is represented by a positive value, and the amount of rotation from the neutral position to the right is represented by a negative value.

FIG. 10 is a flowchart showing a main process executed in the abnormal time control process of step S5 of FIG. The processing in FIG. 10 is repeatedly executed at every predetermined second calculation cycle until a control stop command is given in step S6 in FIG.
The control unit 40 determines whether or not one FET that has a short-circuit fault (the position of the short-circuit fault FET) has already been specified (step S21). If the short-circuited FET has not been identified (step S21: NO), the control unit 40 determines whether or not a short-circuit failure has occurred, and if a short-circuit failure has occurred, a short-circuit failure has occurred. A process for specifying the FET that is being performed is performed (step S22).

Specifically, the control unit 40 first performs a primary determination process. In the primary determination process, the control unit 40 acquires the phase voltages V _U , V _V , and V _W of each phase. Then, whether or not a first condition that any one of the phase voltages is equal to or lower than a predetermined ground level VG (for example, 0.5 [V]) is satisfied, and any one of the phase voltages is equal to a predetermined power supply level VB (for example, It is checked whether the second condition of 5.0 [V]) or higher is satisfied. When the first condition is satisfied, the control unit 40 determines that the low-side FET of any phase has a short circuit failure. When the second condition is satisfied, the control unit 40 determines that the high-side FET of any phase has a short circuit failure. When neither the first condition nor the second condition is satisfied, the control unit 40 determines that a short circuit failure has not occurred.

When the primary determination process can identify whether the FET in which the short-circuit failure has occurred is a high-side FET or a low-side FET, the control unit 40 performs a secondary determination process. In the secondary determination process, the control unit 40 controls each FET 31 according to the electrical angle to cause a current to flow through the electric motor 18 (forced commutation control). Then, the control unit 40, the phase of the phase voltage V _{U, V V,} monitors V _W, based on their voltage waveform to identify the phase of the FET short-circuit fault has occurred (the short-circuit fault phase) . Thereby, it is possible to identify one FET in which a short circuit failure has occurred. Note that the FET in which the short-circuit fault has occurred may be specified by a method other than the method described above.

  When the FET in which the short-circuit fault has occurred cannot be identified by the process of step S22 (including the case where it is determined that the short-circuit fault has not occurred) (step S23: NO), in the current calculation cycle Terminate the process. If it is already specified whether the FET in which the short-circuit failure has occurred at the start of the process of step S22 is the high-side FET or the low-side FET, the control unit 40 performs the primary determination process. The secondary determination process is started without performing it.

If the FET in which the short-circuit failure has occurred can be identified by the process of step S22 (step S23: YES), the control unit 40 proceeds to step S24. In step S21, when the position of the short-circuited FET has already been specified (step S21: YES), the control unit 40 proceeds to step S24.
In step S24, the control unit 40 detects the steering torque (detected steering torque) T detected by the torque sensor 11, the latest rotor rotation angle θ and the steering angle θh calculated by the above-described steering angle calculation process (see FIG. 9). To get. And the control part 40 determines the direction which should rotate the electric motor 18 based on the direction of the acquired detected steering torque as mentioned above (step S25).

Next, the control unit 40 sets a voltage command value (control command value) P corresponding to the current to be supplied to the electric motor 18 based on the acquired detected steering torque T (step S26). In this embodiment, the control unit 40 sets a voltage command value P proportional to the detected steering torque T, as shown in FIG.
Thereafter, the control unit 40 sets a correction gain G (θh) for correcting the voltage command value P based on the steering angle θh acquired in step S24 (step S27). And the control part 40 correct | amends the voltage command value (basic value of a voltage command value) set by said step S26 using the set correction | amendment gain G ((theta) h) (step S28).

  This correction is performed to suppress fluctuations in the steering torque when the absolute value of the steering angle θh is large when a failure motor control process described later is performed. That is, the control unit 40 corrects and reduces the voltage command value P when the absolute value of the steering angle θh is larger than the predetermined threshold value α. This threshold value α is set to 180 [deg], for example. The control unit 40 corrects the voltage command value P based on the following equation (2).

P ← P × G (θh) (2)
12A and 12B show examples of setting the correction gain G (θh) with respect to the steering angle θh when the threshold α is 180 [deg].
In the example of FIG. 12A, the correction gain G (θh) is fixed to 1.0 in an area where the absolute value of the steering angle θh is equal to or less than 180 [deg] corresponding to the threshold value α, and the absolute value of the steering angle θh is 180 [ In a region larger than [deg], it is fixed to 0.2. Therefore, when the absolute value of the steering angle θh is 180 [deg] or less, the voltage command value is not substantially corrected, and the corrected voltage command value is the same value as the basic value of the voltage command value. On the other hand, when the absolute value of the steering angle θh is larger than 180 [deg], the corrected voltage command value is 1/5 of the basic value of the voltage command value. That is, when the absolute value of the steering angle θh is larger than 180 [deg], the voltage command value P is corrected to be reduced.

  In the example of FIG. 12B, the correction gain G (θh) is fixed to 1.0 in the region where the absolute value of the steering angle θh is 180 [deg] or less corresponding to the threshold value α. In the region where the absolute value of the steering angle θh is 180 [deg] or more, the correction gain G (θh) is set according to the characteristic that gradually decreases from 1.0 to around 0.2 as the absolute value of the steering angle θh increases. The Therefore, when the absolute value of the steering angle θh is 180 [deg] or less, the voltage command value is not substantially corrected, and the corrected voltage command value is the same value as the basic value of the voltage command value. On the other hand, in a region where the absolute value of the steering angle θh is larger than 180 [deg], the corrected voltage command value is smaller than the basic value of the voltage command value, and the rate of decrease with respect to the basic value increases as the absolute value of the steering angle θh increases. Becomes larger. Also in this example, when the absolute value of the steering angle θh is larger than 180 [deg], the voltage command value is corrected for reduction.

  Next, the control unit 40 performs controllable area specifying processing (step S29). Specifically, the control unit 40 generates an electric signal from the direction (CW or CCW) in which the electric motor 18 to be rotated determined in step S25 should be rotated, the position of one short-circuited FET, and the map shown in FIG. Each region (“possible region”, “undefined region”, and “unusable region”) corresponding to the direction in which the motor 18 should be rotated and the position of one short-circuited FET is identified. Then, the control unit 40 determines whether the rotor rotation angle (current rotor rotation angle) θ acquired in step S24 belongs to a “possible region”, “undefined region”, or “impossible region”. (Step S30).

Next, the control unit 40 performs a failure motor control process (step S31). Then, the process in the current calculation cycle is terminated. In the motor control process for failure, the control unit 40 controls the drive circuit 30 according to the region to which the current rotor rotation angle belongs (“possible region”, “undefined region”, and “impossible region”). .
When the current rotor rotation angle belongs to the “uncontrollable region”, that is, when the current rotor rotation angle belongs to the “uncontrollable region”, the control unit 40 turns off all the FETs 32. . That is, in this case, the electric motor 18 is not driven. On the other hand, if the current rotor rotation angle belongs to the “possible area” or belongs to the “undefined area”, that is, if the current rotor rotation angle belongs to the “controllable area”, control is performed. The unit 40 drives the electric motor 18 by controlling the drive circuit 30. Specifically, the control unit 40 drives the electric motor 18 by using the corrected voltage command value P, for example, by a 120 ° rectangular wave driving method.

Hereinafter, the failure motor control process will be described more specifically. First, a control method when the electric motor 18 is rotationally driven by the 120 ° rectangular wave driving method when all the FETs 31 are normal will be described.
FIG. 13 is a schematic diagram showing an energization pattern when the electric motor 18 is rotationally driven in the normal rotation direction by the 120 ° rectangular wave driving method when all the FETs 31 are normal. FIG. 13 shows the induced voltage waveforms V _U , V _V , and V _W of each phase with respect to the rotor rotation angle θ when the electric motor 18 is driven by 180 ° conduction sine wave when all the FETs 31 are normal. In addition, when all the FETs 31 are normal, an energization pattern is shown when the electric motor 18 is rotationally driven in the normal rotation direction by the 120 ° rectangular wave driving method.

The upper part of the energization pattern diagram shown in FIG. 13 shows periods (electrical angles) in which the high-side FETs 31 _UH , 31 _VH , and 31 _{WH of} each phase are PWM-controlled. U, V, and W in the upper part of the energization pattern diagram represent a U-phase high-side FET 31 _UH , a V-phase high-side FET 31 _VH, and a W-phase high-side FET 31 _WH , respectively. The lower part of the energization pattern diagram shows periods (electrical angles) in which the low-side FETs 31 _UL , 31 _VL , 31 _WL of the respective phases are turned on. U, V, and W in the lower part of the energization pattern diagram respectively represent a U-phase low-side FET 31 _UL , a V-phase low-side FET 31 _VL, and a W-phase low-side FET 31 _WL .

In the case where all the FETs 31 are normal, a case is assumed in which the electric motor 18 is rotationally driven in the normal rotation direction by the 120 ° rectangular wave driving method. In this case, a rectangular wave drive signal composed of a PWM pulse is output to the high-side FETs 31 _UH , 31 _VH , and 31 _{WH of} each phase over an electrical angle period of 120 degrees. This rectangular wave drive signal is a rectangular wave drive signal that is pulse-modulated with a duty corresponding to the voltage command value. During the 120-degree period in which the PWM pulse is applied to the high-side FETs 31 _UH , 31 _VH , and 31 _WH of each phase, the phases are shifted by 120 degrees. That is, the high-side FETs 31 _UH , 31 _VH , and 31 _WH are cyclically PWM-controlled during each 120-degree period whose phase is shifted by 120 degrees. A voltage corresponding to the PWM duty is applied to each phase of the electric motor 18 in each 120-degree period under PWM control.

On the other hand, the low-side FETs 31 _UL , 31 _VL , and 31 _WL of each phase span a period of 120 degrees that is shifted by 60 degrees in electrical angle from the period in which the high-side FETs 31 _UH , 31 _VH , and 31 _{WH of} each phase are PWM-controlled. Are turned on, and the remaining period is turned off. That is, the phase is shifted by 120 degrees in the period of 120 degrees when the low-side FETs 31 _UL , 31 _VL , 31 _WL are turned on. That is, the low-side FETs 31 _UL , 31 _VL , 31 _WL are cyclically turned on during each 120-degree period in which the phases are evenly shifted by 120 degrees.

  Therefore, each time the rotor rotates 60 degrees in electrical angle, the combination of the high-side FET that is PWM-controlled and the low-side FET that is turned on is switched. A period of 360 degrees of electrical angle is divided into six control sections of 60 degrees according to the energization pattern of FIG. That is, the control section of 330 to 30 degrees is the first control section, the control section of 30 to 90 degrees is the second control section, the control section of 90 to 150 degrees is the third control section, and the control section of 150 to 210 degrees. The control section is the fourth control section, the control section of 210 to 270 degrees is the fifth control section, and the control section of 270 to 330 degrees is the sixth control section.

In the first control section and the second control section, the V-phase high-side FET 31 _VH is PWM-controlled. In the third control section and the fourth control section, the W-phase high-side FET 31 _WH is PWM-controlled, and the fifth control section and the second control section are controlled. In the six control periods, the U-phase high-side FET 31 _UH is PWM-controlled. In the sixth control period and the first control period, the W-phase low-side FET 31 _WL is turned on, and in the second control period and the third control period, the U-phase low-side FET 31 _UL is turned on. In the control section and the fifth control section, the V-phase low-side FET 31 _VL is turned on.

Next, when a short circuit failure has occurred in one of the six FETs 31, the operation of the control unit 40 in the case of driving the electric motor 18 by the 120 ° rectangular wave drive method (motor control processing for failure) ).
The control unit 40 generates a rectangular wave drive signal that is pulse-modulated with a duty corresponding to the corrected voltage command value P calculated in step S28 of FIG. When the current electrical angle is in the “possible region” or “indefinite region”, the rectangle is formed on the high-side FET to be PWM-controlled in the control section to which the current electrical angle belongs among the first to sixth control sections. A wave drive signal is given, and the low-side FET to be turned on in the control section is turned on.

For example, when the short-circuit failure FET is the V-phase low-side FET 31 _VL and the rotation direction in which the electric motor 18 is to be rotated is the normal rotation direction, the “possible region”, “undefined region”, and “impossible region” It becomes as follows.
“Possible area (U)”: 210 ° to 270 °
“Possible area (W)”: 150 ° to 210 °
“Undefined region (U)”: 270 ° to 330 °
“Indefinite region (W)”: 90 ° to 150 °
“Impossible area”: 330 ° to 90 °
Therefore, when the current electrical angle belongs to the electrical angle region of 330 ° to 90 ° which is the “impossible region”, the control unit 40 turns off all FETs other than the short-circuited FET. In this case, the electric motor 18 is not driven.

When the current electrical angle belongs to the electrical angle region of 90 ° to 150 ° which is the “undefined region (W)”, the control unit 40 PWMs the W-phase high-side FET 31 _WH according to the energization pattern of FIG. At the same time, the U-phase low-side FET 31 _UL is turned on. In the period in which the W-phase high-side FET 31 _WH is on, referring to FIG. 2 or FIG. 3, the current passing through the W-phase high-side FET 31 _WH from the power source 33 is the electric motor 18 (field coil 18W , 18U, after passing through the 18V), through the low-side FET (fault FET) _{31 VL} of U-phase low-side FET 31 _UL and V-phase flows to the ground 34. As a result, the electric motor 18 is driven and assist torque is generated.

When the current electrical angle belongs to the electrical angle region of 150 ° to 210 ° that is the “possible region (W)”, the control unit 40 PWMs the W-side high-side FET 31 _WH according to the energization pattern of FIG. At the same time, the V-phase low-side FET (failed FET) 31 _VL is turned on. During the period when the W-phase high-side FET 31 _WH is turned on, the current passing through the W-phase high-side FET 31 _WH from the power source 33 passes through the electric motor 18 (field coils 18 W and 18 V) and then the V-phase. The low-side FET (failed FET) 31 _VL flows to the ground 34 through _VL . As a result, the electric motor 18 is driven and assist torque is generated.

When the current electrical angle belongs to the electrical angle region of 210 ° to 270 ° which is the “possible region (U)”, the control unit 40 PWMs the U-phase high-side FET 31 _UH according to the energization pattern of FIG. At the same time, the V-phase low-side FET (failed FET) 31 _VL is turned on. In the period in which the U-phase high-side FET 31 _UH is turned on, the current passing through the high side FET 31 _UH U-phase from the power source 33, after passing through the electric motor 18 (the field coil 18U, 18V), V-phase The low-side FET (failed FET) 31 _VL flows to the ground 34 through _VL . As a result, the electric motor 18 is driven and assist torque is generated.

When the current electrical angle belongs to the electrical angle region of 270 ° to 330 ° which is the “undefined region (U)”, the control unit 40 PWMs the U-phase high-side FET 31 _UH according to the energization pattern of FIG. At the same time, the W-phase low-side FET 31 _WL is turned on. In this case, during the period when the U-phase high-side FET 31 _UH is on, the current passing through the U-phase high-side FET 31 _UH from the power supply 33 passes through the electric motor 18 (field coils 18U, 18W, 18V). After that, the current flows to the ground 34 via the W-phase low-side FET 31 _WL and the V-phase low-side FET (failed FET) 31 _VL . As a result, the electric motor 18 is driven and assist torque is generated.

On the other hand, if the short-circuited FET is the V-phase high-side FET 31 _VH , assuming that the direction in which the electric motor 18 should be rotated is the normal rotation direction, the “possible area”, “undefined area”, and “impossible area” Is as follows.
“Possible area (W)”: 330 ° to 30 °
“Possible area (U)”: 30 ° to 90 °
“Undefined region (U)”: 90 ° to 150 °
“Indefinite region (W)”: 270 ° to 330 °
“Impossible area”: 150 ° to 270 °
Therefore, when the current electrical angle belongs to the electrical angle region of 330 ° to 30 ° that is the “possible region (W)”, the control unit 40 follows the energization pattern of FIG. Faulty FET) 31 _VH is PWM-controlled and W-phase low-side FET 31 _WL is turned on. In this case, however, the V-phase high-side FET _VH is always on because it is short-circuited. In this case, referring to FIG. 2 or FIG. 4, the current passing from the power source 33 through the V-phase high-side FET (failed FET) 31 _VH passes through the electric motor 18 (field coils 18V, 18W). Thereafter, the current flows to the ground 34 through the W-phase low-side FET 31 _WL .

When the current electrical angle belongs to the electrical angle region of 30 ° to 90 °, which is the “possible region (U)”, the control unit 40 follows the energization pattern of FIG. ) is a _{31 VH} to turn on the low side FET 31 _UL of U-phase as well as PWM control. In this case, however, the V-phase high-side FET _VH is always on because it is short-circuited. In this case, the current passing through the V-phase high-side FET (failed FET) 31 _VH from the power supply 33 passes through the electric motor 18 (field coils 18V and 18U) and then passes through the W-phase low-side FET 31 _UL . And flows to the ground 34.

When the current electrical angle belongs to the electrical angle region of 90 ° to 150 ° which is the “undefined region (U)”, the control unit 40 PWMs the W-phase high-side FET 31 _WH according to the energization pattern of FIG. At the same time, the U-phase low-side FET 31 _UL is turned on. In the period in which the high-side FET 31 _WH the W-phase is turned on, the power supply 33 current passing through the high side FET 31 _WH of the W phase, the electric motor 18 (the field coil 18W, after passing through the 18U, the U-phase The current flowing to the ground 34 via the low-side FET 31 _U and passing through the V-phase high-side FET (failed FET) 31 _VH from the power supply 33 passes through the electric motor 18 (field coils 18V and 18U), through the low side FET 31 _U of the U phase flows to the ground 34.

When the current electrical angle belongs to the electrical angle region of 150 ° to 270 ° which is the “impossible region”, the control unit 40 turns off all FETs other than the short-circuited FET.
When the current electrical angle belongs to the electrical angle region of 270 ° to 330 ° which is the “undefined region (W)”, the control unit 40 PWMs the U-phase high-side FET 31 _UH according to the energization pattern of FIG. At the same time, the W-phase low-side FET 31 _WL is turned on. In the period in which the high-side FET 31 _UH U-phase is turned on, the current passing through the high side FET 31 _UH U-phase from the power source 33, after passing through the electric motor 18 (the field coil 18U, 18W), W-phase The current flowing through the low-side FET 31 _WL to the ground 34 and passing through the V-phase high-side FET (failed FET) 31 _VH from the power source 33 passes through the electric motor 18 (field coils 18V and 18W). And flows to the ground 34 via the W-phase low-side FET 31 _WL .

  When the direction in which the electric motor 18 is to be rotated is the reverse direction, the electric motor 18 may be driven and controlled as follows. That is, when the current electrical angle belongs to the “impossible region”, the control unit 40 turns off all the FETs 31 other than the short-circuited FET. On the other hand, when the current electrical angle belongs to the “possible region” or “undefined region”, the control unit 40 causes the electric motor 18 to rotate in the reverse direction by the 120 ° rectangular wave driving method when all the FETs are normal. When the rotational drive is performed, the high-side FET to be PWM-controlled with respect to the current electrical angle is PWM-controlled and the low-side FET to be turned on is turned on.

In the above embodiment, when one FET is short-circuited, the electric motor 18 is driven by the 120 ° rectangular wave driving method when the rotor rotation angle is in the controllable region. Therefore, the steering assist force can be generated by the electric motor 18 even when one FET is short-circuited.
When such motor control is performed, the voltage command value (control command value) P is reduced and corrected when the absolute value of the steering angle θh is greater than the threshold value α, and the PWM command is based on the corrected voltage command value P. A rectangular wave drive signal composed of the signal is generated. Therefore, when the absolute value of the steering angle θh is large, the assist torque generated by the electric motor 18 in the controllable region is reduced, so that the rotor rotation angle is between the controllable region and the uncontrollable region. The difference in assist torque is reduced. Thereby, since the fluctuation | variation of a steering torque can be suppressed when the absolute value of steering angle (theta) h is large, a steering feeling can be improved.

As mentioned above, although one Embodiment of this invention was described, this invention can also be implemented with another form. For example, in the above-described embodiment, the voltage command value P is calculated based on the steering torque T detected by the torque sensor 11, but the voltage command value P is calculated based on the detected steering torque T and the vehicle speed. It may be.
In the above-described embodiment, the case where the electric motor 18 is feedforward controlled based on the steering torque detected by the torque sensor 11 has been described, but the present invention is also applied to the case where the electric motor is subjected to current feedback control. can do. Specifically, a current sensor that detects a motor current is provided, a current command value is set based on a steering torque, a vehicle speed, and the like detected by the torque sensor 11, and is detected by the set current command value and the current sensor. The present invention can also be applied to an electric power steering apparatus that calculates a deviation from a motor current, calculates a voltage command value based on the deviation, and generates a PWM signal based on the obtained voltage command value. it can. When a current command value and a voltage command value are calculated by such feedback control when one FET is short-circuited, the current command value or the voltage command value is used as the control command value, and the control command value is used as the steering angle. What is necessary is just to correct | amend according to (theta) h. More specifically, the current command value or the voltage command value is reduced and corrected when the absolute value of the steering angle θh is larger than the threshold value α.

  In the above-described embodiment, the voltage command value (control command value) is reduced and corrected when the absolute value of the steering angle θh is larger than the threshold value α. However, the absolute value of the steering angle θh is larger than the threshold value α, and When the steering is performed in the cutting direction, the voltage command value may be corrected to be reduced. This is because when the steering is performed in the switchback direction, the self-aligning torque acts in the switchback direction, so that the steering torque fluctuation is considered to be small. When the steering is performed in the cutting direction, the direction of the steering torque and the rotation direction of the steering shaft 6 are the same direction. For example, the direction of the steering torque T detected by the torque sensor 11 and the direction of the rotor angular velocity ω Based on the above, it can be determined whether or not the steering is performed in the cutting direction.

In the above-described embodiment, the steering angle θh is calculated based on the output of the rotation angle sensor 23 for detecting the rotor rotation angle of the electric motor 18, but for detecting the rotation angle of the steering shaft 6. The steering angle θh may be detected by the steering angle sensor.
In the above-described embodiment, the FET is used as the switching element constituting the drive circuit 30, but a switching element other than the FET such as an IGBT (Insulated Gate Bipolar Transistor) may be used as the switching element.

  The present invention can be modified in various ways within the scope of the matters described in the claims.

  DESCRIPTION OF SYMBOLS 2 ... Steering wheel, 18 ... Electric motor, 23 ... Rotation angle sensor, 30 ... Drive circuit, 31 ... FET, 32 ... Regenerative diode, 33 ... Power supply, 34 ... Ground, 40 ... Control part

Claims (5)

An electric power steering device that applies a driving force to the steering mechanism by a brushless motor,
Steering angle detection means for detecting the steering angle;
A drive circuit including a plurality of switching elements for driving the brushless motor;
When a short-circuit fault occurs in one switching element in the drive circuit, the short-circuit faulty switching element is specified, and a controllable region that is a rotor rotation angle region capable of driving the brushless motor is specified Means,
In the controllable region, including a motor control unit at the time of failure to drive and control the brushless motor via the drive circuit,
The failure motor control means is
Control command value setting calculating means for setting a control command value corresponding to the current to be supplied to the brushless motor;
Command value correcting means for correcting the control command value set by the control command value setting means based on the steering angle detected by the steering angle detecting means;
Control means for controlling the drive circuit based on a control command value after correction by the command value correction means in the controllable region,
The command value correcting means is configured to reduce and correct the control command value set by the control command value setting means when the absolute value of the steering angle detected by the steering angle detecting means is larger than a predetermined threshold value. An electric power steering device. The command value correcting means is
Correction gain setting means for setting a correction gain based on the steering angle detected by the steering angle detection means;
Multiplication means for calculating a final control command value by multiplying the control command value set by the control command value setting means by the correction gain set by the correction gain setting means,
The correction gain setting means sets the correction gain to 1 when the absolute value of the steering angle detected by the steering angle detection means is equal to or less than the threshold, and the absolute value of the steering angle detected by the steering angle detection means. The electric power steering apparatus according to claim 1, wherein the correction gain is set to a predetermined value of less than 1 when is greater than the threshold. The command value correcting means is
Correction gain setting means for setting a correction gain based on the steering angle detected by the steering angle detection means;
Multiplication means for calculating a final control command value by multiplying the control command value set by the control command value setting means by the correction gain set by the correction gain setting means,
The correction gain setting means sets the correction gain to 1 when the absolute value of the steering angle detected by the steering angle detection means is equal to or less than the threshold, and the absolute value of the steering angle detected by the steering angle detection means. 2. The electric power steering apparatus according to claim 1, wherein when the value is equal to or greater than the threshold, the correction gain is set according to a characteristic that gradually decreases from 1 in accordance with an increase in the absolute value of the steering angle. An electric power steering device that applies a driving force to the steering mechanism by a brushless motor,
Steering angle detection means for detecting the steering angle;
A drive circuit including a plurality of switching elements for driving the brushless motor;
When a short-circuit fault occurs in one switching element in the drive circuit, the short-circuit faulty switching element is specified, and a controllable region that is a rotor rotation angle region capable of driving the brushless motor is specified Means,
In the controllable region, including a motor control unit at the time of failure to drive and control the brushless motor via the drive circuit,
The failure motor control means is
Control command value setting means for setting a control command value corresponding to the current to be supplied to the brushless motor;
Command value correcting means for correcting the control command value set by the control command value setting means based on the steering angle detected by the steering angle detecting means;
Control means for controlling the drive circuit based on a control command value after correction by the command value correction means in the controllable region,
The command value correcting means is set by the control command value setting means when the absolute value of the steering angle detected by the steering angle detecting means is larger than a predetermined threshold and steering is performed in the cutting direction. An electric power steering device configured to reduce and correct the control command value.   The electric power steering apparatus according to any one of claims 1 to 4, wherein the threshold value is 180 degrees.

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