JP2021100839A - Electric power steering control device and control method - Google Patents

Abstract

To suppress occurrence of discontinuous changes when switching in a redundant system.SOLUTION: An electric power steering control device 1 includes: first/second electric motors MT1/MT2 and a first control system 110 and a second control system 210 for controlling the motors. Each of both the control systems includes: reliability calculation sections 113/213 which are input with output values from a main sensor and a sub sensor for detecting the same state information corresponding to an own system and calculates reliability R1 of the main sensor on the basis of a difference between the output values of the main sensor and the sub sensor; weighted average processing sections 114/214 which output an output control signal averaged by weighing on the basis of reliability of the own system and an output value S1m/S1s, and reliability R2 of another system and an output value S2m of the main sensor; and motor control sections 120/220 for generating a driving signal for driving the electric motor on the basis of the control signal.SELECTED DRAWING: Figure 1

Description

The present invention relates to an electric power steering control device and a control method, and more particularly to an electric power steering control device having a redundant system and a control method thereof.

Conventionally, there has been known a technique relating to an electric power steering control device having a redundant system and continuing control even if an abnormality occurs. For example, in Patent Document 1, two control units configured in a dual system each have a CPU, and each CPU obtains input information of each other's control unit, and in a normal state, each independently operates an electric motor. When it is driven and an abnormality related to the input information is detected, the motor drive is continued using the input information of the control unit on the other side, and when an abnormality related to information other than the input information is detected, the abnormality is detected. Depending on the contents of, the control unit in which the abnormality occurs controls the electric motor to continue driving or stop driving, and the control unit on the normal side controls the electric motor to continue driving at least as usual. It is configured.

Japanese Patent No. 6505257

In this prior art, when one CPU detects an abnormality related to the input information in the control unit to which it belongs, the CPU uses the input information in the control unit to which it does not belong to control the amount. Is calculated, and a control command based on the calculated control amount is given to the drive circuit in the control unit to which the control unit belongs. However, with such a configuration, when switching from a normal state to an abnormal time, the input information that is the basis of the drive control of the electric motor is suddenly switched from the input information on the own side to the input information on the other side. Sensors that output input information such as steering torque may have slight individual differences even if they are the same in terms of specifications. In such a case, if the input information output by the sensor on the own side is suddenly switched to the input information output by the sensor on the other side, the input information becomes discontinuous, and the control for the electric motor calculated using the input information is performed. Since the commands are also discontinuous, it may cause discomfort or discomfort to the driver.

The present invention has been devised in view of such circumstances. In a redundant system, an abnormality is detected in the input information of one system, and the input information of the other system is switched to continue driving the electric motor. Provided are an electric power steering control device and a control method for reducing a discontinuous change at the time of switching.

In order to solve the above problems, electric power steering control having n electric motors that output driving force for driving the steering mechanism of the vehicle and n control systems that control each of the n electric motors. Each of the control systems is a device, and each control system is a reliability calculation unit that calculates the reliability of the sensor by inputting an output value from a sensor that detects the state information of a predetermined detection target provided corresponding to its own system. And the control signal weighted and averaged based on the reliability in the own system and the output value with the sensor, the reliability in the other system received from the other system, and the output value of the sensor in the other system. An electric power steering control device including a weighted averaging processing unit for output and a motor control unit for generating a drive signal for driving an electric motor based on a control signal is provided.
According to this, the input of the state information of the own system and other systems is accepted from the normal time, and the control signal obtained by weighting and averaging the state information of the own system and the state information of the other system is output. Therefore, it is possible to provide an electric power steering control device that reduces discontinuous changes at the time of switching.

Further, the n electric motors are composed of the first electric motor and the second electric motor, and the n control systems control the first electric motor and the second electric motor. It is composed of a control system, the sensor is composed of a main sensor and a sub sensor, and the reliability calculation unit is a main sensor and a sub sensor that detect the same state information of a predetermined detection target provided corresponding to the own system. The output value from is input, and the reliability of the main sensor is calculated based on the difference between the output value of the main sensor and the output value of the sub sensor. Outputs a weighted and averaged control signal based on the output of one or both of the sensors, the reliability of the other system received from the other system, and the output of one or both of the primary and secondary sensors. It may be characterized by that.
According to this, it is possible to reduce the discontinuous change at the time of switching in the system redundant in two systems.

Further, the reliability may be characterized by being the difference between the output value of the main sensor and the output value of the sub sensor and the difference between the predetermined abnormality determination threshold value.
According to this, by averaging the difference between the output values from the two redundant sensors and the difference between the predetermined threshold values as the reliability, it is possible to perform switching with high reliability.

Further, the reliability calculation unit is characterized in that when the difference between the output value of the main sensor and the output value of the sub sensor is larger than the predetermined abnormality determination threshold value, the reliability of its own system is set to zero and output to another system. May be.
According to this, when the difference between the output values from the two redundant sensors in the other system is larger than the predetermined threshold value, the reliability of the other system is set to zero and averaged, resulting in a substantial abnormality. Instead of using the output value of the system sensor, the drive of the electric motor can be continued using the output value of the normal system.

In order to solve the above problems, electric power steering control having n electric motors that output driving force for driving the steering mechanism of the vehicle and n control systems that control each of the n electric motors. It is a control method of the device, and each system accepts the input of the output value from the sensor that detects the state information of the predetermined detection target provided corresponding to the own system, calculates the reliability of the sensor, and calculates the reliability of the sensor. It outputs a control signal weighted and averaged based on the reliability and the output value of the sensor in the own system and the reliability in the other system and the output value of the sensor in the other system received from the other system. A control method for generating a drive signal for driving an electric motor based on the control signal is provided.
According to this, the input of the state information of the own system and other systems is accepted from the normal time, and the control signal obtained by weighting and averaging the state information of the own system and the state information of the other system is output. Therefore, it is possible to provide a control method for reducing discontinuous changes at the time of switching.

As described above, according to the present invention, in a redundant system, even when an abnormality is detected in the input information of one system and the input information of the other system is switched to continue driving the electric motor. It is possible to provide a control device and a control method that reduce the occurrence of discontinuous changes during switching.

The block block diagram of the electric power steering control device of 1st Example which concerns on this invention. The flowchart of the electric power steering control device of 1st Example which concerns on this invention. (A) shows the overall operation flow, and (B) shows the control input capture / sharing process. The graph which shows the reliability when an abnormality occurs in the sensor in the electric power steering control device of 1st Example which concerns on this invention. The graph which shows the reliability when an abnormality does not occur in a sensor in the electric power steering control device of 1st Example which concerns on this invention.

Hereinafter, examples according to the present invention will be described with reference to the drawings.

<First Example>
The electric power steering control device 1 in this embodiment will be described with reference to FIG. The electric power steering control device 1 includes an electric motor for driving an EPS (Electric Power Steering) gear included in the steering mechanism of the vehicle, and a first system 100 and a second system 200 for controlling the electric motor. This electric motor is a three-phase electric motor in which one rotor is provided with two windings and is redundant in two systems. In the present specification, when the two systems are described separately, the electric motor is referred to as the first electric motor MT1. It is called the second electric motor MT2. The first electric motor MT1 / second electric motor MT2 is not limited to this, and is an electric motor redundant in two systems by using two electric motors having one winding in one rotor. May be good. The first electric motor MT1 and the second electric motor MT2 share and output the driving force for driving the steering mechanism of the vehicle. In this specification, an electric motor redundant in two systems will be described as an example, but the present invention is not limited to two systems, and may be redundant in n (n ≧ 2) systems. ..

The electric power steering control device 1 has a redundant system so as to correspond to an electric motor redundant in two systems in order to continue control even if an abnormality occurs in any of the systems (systems). The electric power steering control device 1 includes a first control system 110 corresponding to the first system 100 for the first electric motor MT1 and a second control system 210 corresponding to the second system 200 for the second electric motor MT2. The first control system 110 and the second control system 210 are supplied with power from a battery (not shown), and the torque value applied to the steering from the main torque sensor / sub torque sensor is calculated by the main steering angle sensor / sub steering angle. The steering angle of the steering is acquired from the sensor, and the rotation angle of the rotor obtained from the magnet provided on the rotation axis of the rotor of the first electric motor MT1 / second electric motor MT2 is acquired from the main MR sensor / sub MR sensor. The MR sensor is a magnetic resistance sensor. The first control system 110 and the second control system 210 drive the first electric motor MT1 and the second electric motor MT2, respectively, in order to generate an auxiliary force for power steering based on the signals detected by these sensors. The driving force of the first electric motor MT1 and the second electric motor MT2 assists the driver of the vehicle to steer the steering wheel.

The first control system 110 acquires signals from these sensors and controls the rotation of the first electric motor MT1. The first control system 110 is for driving the first electric motor MT1 based on the control signals of the microcomputer 111 and the microcomputer 111. It includes a motor control unit 120 that generates a drive signal, and a power supply unit 130 that supplies power to the microcomputer 111 and the motor control unit 120. The motor control unit 120 supplies a predriver 121 that generates a PWM (Pulse Width Modulation) signal from the control signal of the microcomputer 111, and a current for outputting a driving force that rotationally drives the first electric motor MT1 by the PWM signal. It includes an inverter circuit 122.

The torque sensor that detects the steering torque, which is important information for electric power steering, is composed of two sensors, a main torque sensor and a sub torque sensor, and is redundant. Similarly, the steering angle sensor that detects the steering angle of the steering is composed of two sensors, a main steering angle sensor and a sub-steering angle sensor, and is redundant. The MR sensor that detects the rotation angle of the rotor of the first electric motor MT1 is composed of two sensors, a main MR sensor and a sub MR sensor, and is redundant. The output values from these redundant main sensors and sub-sensors are designed to be the same because the same state information of a predetermined detection target is detected if there is no abnormality. The predetermined detection target refers to the steering torque and steering angle of the steering mechanism, the rotation angle of the rotor of the electric motor, and the like.

The first control system 110 also acquires the steering torque signal detected by the main torque sensor of the second system 200. In this figure, the first control system 110 acquires the steering torque signal only from the main torque sensor of the second system 200, but is not limited to this, and also acquires the steering torque signal from the sub torque sensor of the second system 200. You may. In that case, the first control system 110 may calculate the average value of the torque values from the steering torque signals of the main torque sensor and the sub torque sensor. Further, in this figure, the first control system 110 acquires the steering torque signal only from the main torque sensor of the second system 200, but the main steering angle sensor / sub steering angle sensor, the main MR sensor / sub MR sensor, etc. The detection signal may be acquired from another sensor. In this case, the first control system 110 may perform processing performed by the reliability calculation unit 113 and the weighted average processing unit 114, which will be described later, based on the steering angle and the rotation angle detected by these sensors.

In addition to controlling the first control system 110 as a whole, the microcomputer 111 includes a control signal processing unit 112 that generates a control signal for the motor control unit 120. The control signal processing unit 112 includes a reliability calculation unit 113 and a weighted average processing unit 114. The reliability calculation unit 113 acquires steering torque signals from the main torque sensor and the sub torque sensor of its own system, and has an output value S1m of the main torque sensor and an output value S1s of the sub torque sensor obtained from the steering torque signal. The reliability R1 of the main torque sensor is calculated based on the absolute value of the difference. In this case, it is desirable that the reliability R1 is set so that the smaller the absolute value of the difference is, the higher the reliability is, and it is normalized so that the value is between zero and 1.

The reliability R1 indicates the degree of normality of the sensor. The reliability R1 is preferably a value that indicates 1, for example, when it is normal, and zero when a major abnormality occurs in the sensor. There are several possible methods for calculating the reliability R1. For example, the reliability R1 can be defined as corresponding to the magnitude (absolute value) of the difference between the output value S1m of the main torque sensor and the output value S1s of the sub torque sensor, as shown in (Equation 1). In (Equation 1), by subtracting the ratio between the magnitude of the difference (| S1m-S1s |) and the predetermined abnormality determination threshold value TH from 1, the difference between the output values of the two torque sensors is used, and at normal times. 1. When the sensor cannot continue, it shows zero, and the degree of normality of the main torque sensor is shown as an intermediate value between them. When the magnitude of the difference becomes larger than the abnormality determination threshold value TH, R1 is set to zero. As an example, when the abnormality judgment threshold TH is 0.2 volt, the reliability R1 is 1 and the absolute value of the difference is 0.1 when the absolute value of the difference is zero. The reliability R1 is 0.5, and when the absolute value of the difference is 0.2, which is the same value as the abnormality judgment threshold TH, the reliability R1 becomes zero, and when the absolute value of the difference exceeds the abnormality judgment threshold TH, the reliability R1 Is zero. However, the method of calculating the reliability R1 is not limited to this, although the magnitude of the difference and the reliability R1 have been described as linear in the above example, and may be calculated using a non-linear function.
R1 = 1- | S1m-S1s | / TH ... (Equation 1)

The weighted averaging processing unit 114 receives the reliability R1 calculated by the reliability calculation unit 113 of its own system, the output value S1m of the main torque sensor of its own system, and the second control system 210 which is another system. 2 The control signal is output based on the reliability R2 calculated by the reliability calculation unit 213 of the control system 210 and the output value S2m of the main torque sensor of the second control system 210. The weighted average processing unit 114 controls using the weighted average value WA calculated as in (Equation 2) in which the output value S1m and the output value S2m are weighted and averaged by their own reliability R1 and reliability R2. Output a signal. In this way, by weighted averaging the output value of the sensor of the own system and the output value of the other system using the reliability R1 of the own system and the reliability R2 of the other system that can take an intermediate value. It is possible to continue driving the electric motor using the output value of the normal system without using the output value of the sensor of the system in which the abnormality has substantially occurred.
WA = (R1 * S1m + R2 * S2m) / (R1 + R2) ... (Equation 2)

When the control signal CS (U, V, W) of each phase U / V / W of the first electric motor MT1 is generated only by the detection information of its own system, for example, in the main torque sensor as in (Equation 3). It is generated based on the detected steering torque signal. However, the control signal CS (U, V, W) in the present invention is calculated as in (Equation 4). The microcomputer 111 calculates the PWM duty value for turning on / off the semiconductor element provided in each phase circuit of the inverter circuit 122 based on the signals obtained from these sensors. The pre-driver 121 outputs a PWM signal for driving the inverter circuit 122 based on the PWM duty value. The inverter circuit 122 rotationally drives the first electric motor MT1 existing outside the first control system 110.
CS (U, V, W) = F (S1m) ... (Equation 3)
CS (U, V, W) = F (WA) ... (Equation 4)

In this way, since the own system needs the information of other systems, the microcomputer 111 of the first control system 110 and the microcomputer 211 of the second control system 210 exchange information in each other's systems as appropriate. ing. The microcomputer 111 takes in the reliability R2 of the second control system 210 from the microcomputer 211 and outputs the reliability R1 of its own system to the microcomputer 211. The signals of various sensors may be captured directly from the sensors of other systems as shown in this figure, or may be captured via a microcomputer.

The second control system 210 is a motor control unit 220 that generates a drive signal for driving the second electric motor MT2 based on the microcomputer 211 that controls the rotation of the second electric motor MT2 and the control signal of the microcomputer 211. And a power supply unit 230 that supplies power to the microcomputer 211 and the motor control unit 220. Since these components are the same as the corresponding components in the first control system 110 described above, the description thereof will be omitted.

The control flow of the electric power steering control device 1 will be described with reference to FIG. This control flow is executed in both the first control system 110 and the second control system 210. Hereinafter, an example of execution by the first control system 110 will be described. In S100, the microcomputer 111 performs initial setting and initial diagnosis of the first control system 110 at a timing such as when the ignition of the vehicle is turned on. The microcomputer 111 resets the output value, control parameters, and the like of each sensor by the initial setting, and diagnoses whether each sensor is functioning correctly by the initial diagnosis.

In S200, the microcomputer 111 takes in the output value of each sensor of its own system, the output value of each sensor of the other system, and the information about the other system from the microcomputer 211, and transfers the own system to the other system. Information is output. More specifically, the microcomputer 111 captures the output values of the main torque sensor and the sub torque sensor of its own system in S202. The microcomputer 111 generates a control parameter in S204. The control parameter is, for example, S1m when only the output value of the main torque sensor is extracted and generated, and (S1m + S1s) / 2 when the average value of the output values of the main torque sensor and the sub torque sensor is generated. May be good. The generated control parameter is transmitted to the other party's second system 200. In S206, the microcomputer 111 performs a diagnosis as to whether or not the generated control parameters are normal. This diagnosis is performed, for example, by whether or not there is a correlation between the output values of the main torque sensor and the secondary torque sensor.

The reliability calculation unit 113 generates the reliability R1 (reliability parameter) of its own system in S208. The calculation method of the reliability R1 will be described with reference to FIGS. 3A and 3B. The upper graph of FIG. 3A shows the output value S1m of the main torque sensor and the output value S1s of the sub torque sensor in which the abnormality occurred in the first system 100. The output value S1m of the main torque sensor starts to gradually decrease from the time t1, and the output value S1m becomes zero at the time t3. The secondary torque sensor remains normal and its output value S1s is constant. The middle graph of FIG. 3A shows the absolute value (| S1m-S1s |) of the magnitude of the difference when the output value S1m and the output value S1s change as in the upper graph. Since the output value S1m and the output value S1s are the same value up to the time t1, the magnitude of the difference is zero, but since the output value S1m decreases from the time t1 and becomes zero at the time t3, the magnitude of the difference is zero. , It starts to rise from time t1 and becomes constant at time t3. The magnitude of the difference exceeds the abnormality determination threshold TH at time t2. The lower graph of FIG. 3A shows the reliability R1 calculated by (Equation 1). The reliability R1 is 1 because it is normal until the time t1, but it starts to decrease after the time t1 and becomes zero at the time t2 when the magnitude of the difference exceeds the abnormality determination threshold TH.

The upper graph of FIG. 3B shows the output value S2m of the main torque sensor and the output value S2s of the sub torque sensor, both of which are normal in the second system 200. The output value S2m and the output value S2s show the same value. The middle graph of FIG. 3B shows that the magnitude of the difference when the output value S2m and the output value S2s change is zero as in the upper graph, which is below the abnormality determination threshold TH. The lower graph of FIG. 3B shows the reliability R2 calculated by (Equation 1), and since all of them are normal, the reliability R2 of the main torque sensor of the second system 200 has the highest degree of normality1. Is. The weighted average value WA calculated based on the reliability R1 and the reliability R2 is substantially a simple average value of both systems because the reliability R1 and the reliability R2 are equal until around the normal time t1. Since the reliability R1 is zero after the time t2, the output value S2m of the main torque sensor of the second system 200 is substantially obtained, and the weighting of the two is gradually weighted as the transition period between the time t1 and the time t2. It will change. As a result, the fluctuation of the control signal generated by using the weighted average value WA does not change significantly before and after the abnormality occurs.

When the weighted average value WA as described above is not used, the difference (| S1m-S1s |) exceeds the abnormality determination threshold TH in the first system 100, so that the output value S1m of the main torque sensor is considered to be normal. Compared with the output value S2m of the main torque sensor of the second system 200, the TH component is different. Then, in the first system 100, the sensor value used for control is switched from S1m to S2m, so that the sensor value used by the first control system 110 suddenly changes by TH. As a result, the control signal fluctuates momentarily but greatly, which makes the driver who operates the steering feel uncomfortable or uncomfortable.

When the weighted average value WA is used, in the first system 100, the difference (| S1m-S1s |) exceeds the abnormality determination threshold TH, so that the output value S1m of the main torque sensor is considered to be normal in the second system 200. Compared with the output value S2m of the main torque sensor of No. 1, the TH amount is different. The sensor value used for control by the first control system 110 is (R1 * S1m + R2 * S2m) / (R1 + R2). Assuming that the second system 200 is normal, R2 is 1, so when substituted, it becomes as follows (R1 * S1m + R2 * S2m) / (R1 + R2) =
(R1 * S1m + S2m) / (R1 + 1) ・ ・ ・ A
After the abnormality, R1 = zero. Further, assuming that the second system 200 is normal, R2 is 1, so that the result is as follows.
(R1 * S1m + R2 * S2m) / (R1 + R2) = S2m ... B

Then, in the first system 100, the sensor value used for control changes from A to B. The amount of change (AB) is as follows.
(S1m-S2m) * R1 / (R1 + 1)
The sensor value used for control in the first system 100 is switched when the difference (| S1m-S1s |) exceeds the abnormality determination threshold value TH, so that it is as follows.
(S1m-S2m) * R1 / (R1 + 1) = TH * R1 / (R1 + 1)
Here, since R1 / (R1 + 1) is smaller than 1, TH * R1 / (R1 + 1) is smaller than TH. Assuming that R1 = 0.1 just before switching,
R1 / (R1 + 1) = 0.1 / 1.1 = 1/11
It becomes. This indicates that the change in the sensor value used by the first system 100 for control can be suppressed to about 1/11 as compared with the case where the weighted average value WA is not used.

In this way, as in the present invention, the control signal that accepts the input of the state information of the own system and other systems from the normal time, weights and averages the state information of the own system and the state information of the other system. By outputting, it is possible to reduce the discontinuous change at the time of switching. Further, by averaging the difference between the output values from the two redundant sensors and the difference between the predetermined threshold values as the reliability R1 / R2, highly reliable switching can be performed.

In S210, the reliability calculation unit 113 transmits the reliability R1 generated in S208 to the second system 200 of the other party. In S212, the microcomputer 111 takes in control parameters such as the reliability R2 in the second system 200 to the second system 200 and the output value S2m of the main torque sensor in the second system 200.

After the control input capture / sharing process (S200) described above, the microcomputer 111 calculates the weighted average value WA and generates a control signal (control input value) in S104 as shown by the above-mentioned (Equation 2). .. In S106, the microcomputer 111 determines whether or not there is an abnormal input in its own system. In this example, when R1 = TH- (S1m-S1s)> 0, it is determined that no abnormality has occurred. When the microcomputer 111 determines that an abnormality has occurred, the abnormality confirmation count F is incremented by 1 in S110, and when it is determined that no abnormality has occurred, the abnormality confirmation count F is cleared to zero in S108. Then, in S112, the microcomputer 111 determines that an abnormality has really occurred when the abnormality confirmation count F reaches a predetermined count value Fc, and determines that the other than that is normal. That is, the microcomputer 111 determines that the abnormality has really occurred when the abnormal input is continuously performed by the predetermined count value Fc.

When the sensors of each system, for example, the torque sensor, are not redundant and are one, the difference between the main sensor and the sub sensor as described above cannot be used, but the reliability can be improved by using, for example, the following method. Can be sought. If the output of the sensor is not stable due to an abnormality, the reliability is determined according to the magnitude of fluctuation (noise) included in the output. The difference between the peak value of the output including high-frequency noise and the output from which high-frequency noise has been removed by a low-pass filter is used as the noise magnitude, and the larger the noise, the lower the reliability.

When it is determined that an abnormality has occurred in its own system, the microcomputer 111 performs a stop process in S116 to stop the control of the first electric motor MT1. When it is determined that no abnormality has occurred in its own system, the microcomputer 111 calculates the control signal CS (U, V, W) represented by (Equation 4) in S114, and the pre-driver 121 and the inverter circuit 122. The first electric motor MT1 is rotationally driven through the engine. The above-described processes S200 to S114 are repeated until a stop command is received, such as when the ignition switch is turned off (S118). When the microcomputer 111 receives the stop command in S120, the microcomputer 111 performs a process of stopping the operation and ends the operation. Even if the reliability becomes zero, the system on the abnormal side continues to drive the motor using WA without performing the control (S106, S108, S110, S112, S116) for determining the abnormality. You may.

The above is also a control method for controlling the electric power steering control device 1. This control method includes a first electric motor MT1 and a second electric motor MT2 that output a driving force for driving a vehicle steering mechanism, and a first control system 110 and a second electric motor that control the first electric motor MT1. It is a control method of an electric power steering control device 1 having a second control system 210 for controlling MT2, and in each system, the same state information of a predetermined detection target provided corresponding to the own system is detected. It accepts the input of the output value from the main sensor and the sub sensor, calculates the reliability of the main sensor based on the difference between the output value of the main sensor and the output value of the sub sensor, and determines the reliability in its own system and the main sensor. Outputs a weighted and averaged control signal based on the output of one or both of the secondary sensors, the reliability of the other system received from the other system, and the output of one or both of the primary and secondary sensors. This is a control method that generates a drive signal for driving an electric motor based on the control signal.

According to this, the input of the state information of the own system and other systems is accepted from the normal time, and the control signal obtained by weighting and averaging the state information of the own system and the state information of the other system is output. Therefore, it is possible to provide a control method for reducing discontinuous changes at the time of switching.

The present invention is not limited to the illustrated examples, and can be implemented with a configuration within a range that does not deviate from the contents described in each section of the claims. That is, although the present invention is particularly illustrated and described primarily with respect to specific embodiments, the quantity, with respect to the embodiments described above, without departing from the scope of the technical idea and purpose of the present invention. In other detailed configurations, those skilled in the art can make various modifications.

1 Electric power steering control device 100 1st system 110 1st control system 111 Microcomputer 112 Control signal processing unit 113 Reliability calculation unit 114 Weighted averaging processing unit 120 Motor control unit 121 Predriver 122 Inverter circuit 130 Power supply unit 200 2nd system 210 2nd control system 212 Control signal processing unit 213 Reliability calculation unit 214 Weighted averaging processing unit 220 Motor control unit 221 Predriver 222 Inverter circuit 230 Power supply unit MT1 1st electric motor MT2 2nd electric motor

Claims (5)

An electric power steering control device having n electric motors that output driving force for driving a steering mechanism of a vehicle and n control systems that control each of the n electric motors.
Each of the control systems
A reliability calculation unit that calculates the reliability of the sensor by inputting an output value from a sensor that detects the state information of a predetermined detection target provided corresponding to the own system.
A control signal weighted and averaged based on the reliability in the own system and the output value with the sensor, and the reliability in the other system and the output value of the sensor in the other system received from the other system. Weighted average processing unit that outputs
A motor control unit that generates a drive signal for driving the electric motor based on the control signal, and a motor control unit.
An electric power steering control device equipped with. The n electric motors are composed of a first electric motor and a second electric motor.
The n control systems are composed of a first control system that controls the first electric motor and a second control system that controls the second electric motor.
The sensor is composed of a main sensor and a sub sensor.
The reliability calculation unit is input with output values from the main sensor and the sub-sensor that detect the same state information of the predetermined detection target provided corresponding to its own system, and is an output value of the main sensor. And the reliability of the main sensor is calculated based on the difference between the output values of the sub sensor and the sub sensor.
The weighted averaging unit includes the reliability in its own system and the output values of one or both of the main sensor and the sub-sensor, and the reliability in another system and the main sensor and the output values received from the other system. Outputs a weighted and averaged control signal based on the output values of one or both of the secondary sensors.
The electric power steering control device according to claim 1. The electric power steering control device according to claim 2, wherein the reliability is a difference between an output value of the main sensor, an output value of the sub sensor, and a predetermined abnormality determination threshold value. When the difference between the output value of the main sensor and the output value of the sub sensor is larger than the predetermined abnormality determination threshold value, the reliability calculation unit sets the reliability of its own system to zero and outputs it to another system. The electric power steering control device according to claim 3. It is a control method of an electric power steering control device having n electric motors that output driving force for driving a steering mechanism of a vehicle and n control systems that control each of the n electric motors. ,
In each system
It accepts the input of the output value from the sensor that detects the state information of the predetermined detection target provided corresponding to its own system, calculates the reliability of the sensor, and calculates the reliability of the sensor.
Outputs a control signal weighted and averaged based on the reliability in its own system and the output value of the sensor, and the reliability in another system received from another system and the output value of the sensor in the other system. And
A drive signal for driving the electric motor is generated based on the control signal.
Control method.

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