JPH062467B2 - Electric power steering device - Google Patents
Electric power steering deviceInfo
- Publication number
- JPH062467B2 JPH062467B2 JP6511584A JP6511584A JPH062467B2 JP H062467 B2 JPH062467 B2 JP H062467B2 JP 6511584 A JP6511584 A JP 6511584A JP 6511584 A JP6511584 A JP 6511584A JP H062467 B2 JPH062467 B2 JP H062467B2
- Authority
- JP
- Japan
- Prior art keywords
- steering device
- vehicle speed
- electric
- electric signal
- auxiliary
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
- B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
- B62D5/0481—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such monitoring the steering system, e.g. failures
- B62D5/0484—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such monitoring the steering system, e.g. failures for reaction to failures, e.g. limp home
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Power Steering Mechanism (AREA)
Description
【発明の詳細な説明】 本発明は、電動式パワーステアリング装置においてセン
サ、回路等の異常を検出するための異常検出装置の改良
に関する。The present invention relates to an improvement in an abnormality detection device for detecting an abnormality in a sensor, a circuit, etc. in an electric power steering device.
従来から車両のステアリング装置中の各種センサ、回路
の異常作動を検出するために、これらが正常作動してい
る時の出力レベルを制御手段に設定しておき、実際の検
出量がこの出力レベルを超えた時センサ、回路等が異常
と判断して、電動ステアリング装置の電源をオフにする
方法は知られている。Conventionally, in order to detect an abnormal operation of various sensors and circuits in a steering device of a vehicle, the output level when these are operating normally is set in the control means, and the actual detection amount determines this output level. A method is known for turning off the power source of the electric steering device by determining that the sensor, the circuit, etc. are abnormal when exceeding the limit.
しかしながら、従来のやり方はセンサ、回路の異常作動
を検出するための出力レベルが車速、操舵角度等の走行
操舵要素に関係なく固定されていたので、車速の増加に
伴って増大する危険に対して十分には対応できなかっ
た。即ち、例えばトルクセンサ、車速に関して言及する
と、常用ハンドルトルクの大きい低速走行を重視して高
いトルクの出力レベルを異常作動の判断の基準とした場
合、低速走行時には問題がなくとも高速走行時には危険
であることがあった。即ち、高速走行時にはハンドル軸
に加わるトルクが小さいので、低速走行時の異常レベル
で異常を判断したのでは、出力レベルが高速走行時とし
ては異常な出力レベルになっていても仲々異常と判断さ
れないからである。これとは反対に、高速走行時を重視
して低い出力レベルを異常判断の基準として設定する
と、低速走行時にはハンドル軸に加わるトルクが大きい
ので、正常な作動状態であるにも拘らず、その出力レベ
ルが高いためすぐに異常と判断され、運転に支障をきた
すといることがあった。However, in the conventional method, the output level for detecting the abnormal operation of the sensor and the circuit is fixed regardless of the traveling steering elements such as the vehicle speed and the steering angle, so that there is a risk that the output level will increase as the vehicle speed increases. I couldn't respond enough. That is, referring to, for example, the torque sensor and the vehicle speed, if the output level of the high torque is used as the reference for determining the abnormal operation by placing importance on the low speed traveling with a large normal steering wheel torque, there is no problem during the low speed traveling, but there is a danger during the high speed traveling. There was something. That is, since the torque applied to the steering wheel shaft is small during high-speed traveling, if the abnormality is judged based on the abnormal level during low-speed traveling, it will not be judged as abnormal even if the output level is abnormal during high-speed traveling. Because. On the contrary, if a low output level is set as a criterion for abnormality judgment with emphasis on high-speed running, the torque applied to the steering wheel shaft is large during low-speed running, so the output of that output is normal despite normal operation. There was a case where it was judged to be abnormal immediately because of the high level and it interfered with driving.
本発明は、上記事情を背景にして、従来技術における欠
点を解消することを目的としてなされたものであり、こ
の目的を達成するために採用された構成は以下の通りで
ある。すなわち、車両の車輪を操舵するための操舵装置
と、該操舵装置を手動により操舵する手動装置と、駆動
モータを含む前記操舵装置に補助駆動力を与える補助操
舵装置と、該補助操舵装置の作動を制御する電気式制御
手段と、操舵トルクを検出しその結果を前記電気式制御
手段に入力するトルクセンサと、を含み、前記トルクセ
ンサによる操舵トルクの検出に基づき前記電気式制御手
段を介して前記補助操舵装置を駆動すると共に、前記ト
ルクセンサから前記補助操舵装置に至る系に異常が発生
したときは前記補助操舵装置を非作動とする電動式パワ
ーステアリング装置が前提となる。The present invention has been made in view of the above circumstances in order to solve the drawbacks in the prior art, and the configuration adopted to achieve this purpose is as follows. That is, a steering device for steering wheels of a vehicle, a manual device for manually steering the steering device, an auxiliary steering device for providing an auxiliary driving force to the steering device including a drive motor, and an operation of the auxiliary steering device. And a torque sensor for detecting a steering torque and inputting the result to the electric control means, and based on the detection of the steering torque by the torque sensor, via the electric control means. It is premised on an electric power steering device that drives the auxiliary steering device and deactivates the auxiliary steering device when an abnormality occurs in the system from the torque sensor to the auxiliary steering device.
かかる電動式パワーステアリング装置において、車両の
車速を検知しその結果を前記電気式制御手段に入力する
車速センサを設け、しかも、 前記電気式制御手段を、前記駆動モータを駆動するモー
タ駆動回路と、該モータ駆動回路の電気信号を検出する
電気信号検出装置と、前記車速センサから入力される車
速に関連して設定された電気信号限界値を有し、前記電
気信号検出装置により検出された電気信号を前記電気信
号限界値と比較し、前者が後者を越えしかもその状態が
予め前記車速センサから入力される車速に関連して設定
された継続限界時間以上継続したときは、前記補助操舵
装置を非作動とする信号を送る異常判定回路と、で構成
したのである。In such an electric power steering apparatus, a vehicle speed sensor for detecting the vehicle speed of the vehicle and inputting the result to the electric control means is provided, and further, the electric control means is a motor drive circuit for driving the drive motor, An electric signal detecting device for detecting an electric signal of the motor drive circuit, and an electric signal detected by the electric signal detecting device having an electric signal limit value set in relation to a vehicle speed input from the vehicle speed sensor. Is compared with the electric signal limit value, and when the former exceeds the latter and the state continues for a continuation limit time set in advance related to the vehicle speed input from the vehicle speed sensor, the auxiliary steering device is not operated. And an abnormality determination circuit that sends a signal to activate.
以下、本発明の実施例を図面をもとに説明する。Embodiments of the present invention will be described below with reference to the drawings.
第１図に示すように、ハンドル軸１０の一端には手動装
置としてのハンドルホイール１２が、他端にはピニオン
１４が各々固設されており、ピニオン１４は図示しない
車輪に作動的に連結された移動部材１６に形成されたラ
ック１８に噛合されている。ハンドル軸１０及び移動部
材１６により操舵装置が構成される。移動部材１６には
またウオーム２２が形成されており、ホイールギヤ２４
と一体化されたナット２６がこれに噛合されている。As shown in FIG. 1, a handle wheel 12 as a manual device is fixed to one end of a handle shaft 10, and a pinion 14 is fixed to the other end of the handle shaft 10. The pinion 14 is operatively connected to a wheel (not shown). It is meshed with a rack 18 formed on the movable member 16. The steering shaft is composed of the handle shaft 10 and the moving member 16. A worm 22 is also formed on the moving member 16, and a wheel gear 24
A nut 26 integrated with is meshed with this.
上記ハンドル軸１０にはトルクセンサ２８が取り付けら
れており、その出力及び車速センサ３２の出力が電気式
制御手段としての制御回路５０に入力されるようになっ
ている。制御回路５０にはさらにエンジンキースイッチ
３４の出力が入力されるようになっている。制御回路５
０は駆動モータとしての電動モータ３６及びクラッチ３
８に接続され、電動モータ３６とクラッチ３８とは回転
軸４２により連結されている。ホイールギヤ２４、ナッ
ト２６、電動モータ３６、クラッチ３８、回転軸４２及
びピニオン４４により補助操舵装置が構成される。クラ
ッチ３８はピニオン４４を介して前記ホイールギヤ２４
に連結されている。なお第１図中４６はオルタネータで
あり、４８は電源である。A torque sensor 28 is attached to the handle shaft 10, and the output of the torque sensor 28 and the output of the vehicle speed sensor 32 are input to a control circuit 50 serving as an electric control means. The output of the engine key switch 34 is further input to the control circuit 50. Control circuit 5
0 is the electric motor 36 as a drive motor and the clutch 3
8 and the electric motor 36 and the clutch 38 are connected by a rotary shaft 42. The wheel gear 24, the nut 26, the electric motor 36, the clutch 38, the rotating shaft 42, and the pinion 44 constitute an auxiliary steering device. The clutch 38 is connected to the wheel gear 24 via the pinion 44.
Are linked to. In FIG. 1, 46 is an alternator and 48 is a power source.
次に上記制御回路５０について第２図をもとに詳述す
る。制御回路５０は電源スイッチ５２、これを駆動する
ための電源スイッチ駆動回路５４、これに接続された異
常判定回路５６、これに接続されたステアリング制御回
路５８、これに接続されたクラッチ駆動回路６２及びモ
ータ駆動回路６４等を含むものである。なお、上記異常
判定回路５６には異常を表示する異常表示灯６６が接続
され、ステアリング制御回路５８には前記トルクセンサ
２８及び車速センサ３２が各々接続されている。また第
２図中７２、７４、７６及び７８は何れもフューズであ
り、８２は電気信号検出装置としての検出抵抗、８４は
平滑回路である。Next, the control circuit 50 will be described in detail with reference to FIG. The control circuit 50 includes a power switch 52, a power switch drive circuit 54 for driving the power switch 52, an abnormality determination circuit 56 connected thereto, a steering control circuit 58 connected thereto, a clutch drive circuit 62 connected thereto, and The motor drive circuit 64 and the like are included. An abnormality indicator lamp 66 for indicating an abnormality is connected to the abnormality determination circuit 56, and the torque sensor 28 and the vehicle speed sensor 32 are connected to the steering control circuit 58. In FIG. 2, 72, 74, 76 and 78 are all fuses, 82 is a detection resistor as an electric signal detecting device, and 84 is a smoothing circuit.
次に本実施例の作動について説明する。Next, the operation of this embodiment will be described.
通常の作動状態においては、第１図においてハンドル軸
１０に加わるトルクはトルクセンサ２８によって検出さ
れ、制御回路５０によりほゞ入力トルクに比例した、あ
らかじめ定められた制御特性に応じて、モータへの出力
電流が制御されると共に、クラッチ３８が接続されモー
タ３６の出力はピニオン４４、ホイールギヤ２４、移動
部材１６に伝達されて、所謂パワーアシストが行なわれ
る。又、制御回路５０には車速センサ３２の出力が入力
されており、パワーアシスト量は車速に応じて変化する
ようにされている。In a normal operating condition, the torque applied to the handle shaft 10 in FIG. 1 is detected by the torque sensor 28, and the control circuit 50 applies a torque to the motor according to a predetermined control characteristic which is approximately proportional to the input torque. The output current is controlled, the clutch 38 is connected, and the output of the motor 36 is transmitted to the pinion 44, the wheel gear 24, and the moving member 16 to perform so-called power assist. Further, the output of the vehicle speed sensor 32 is input to the control circuit 50 so that the power assist amount changes according to the vehicle speed.
次に電動パワーステアリングシステムの異常の検出は、
モータ駆動回路６４を流れる電流を検出抵抗８２で検出
することにより行なわれる。即ち、異常判定回路５６の
異常レベル検出器には第３図及び第４図に示すように、
車速に応じて段階状に変化する信号レベル設定値が設定
されており、車速がＶ1よりも小さい範囲内にある時は
レベルＬ1の状態が時間ｔ1以上継続したならば異常と判
断され、車速がＶ1からＶ2の間ではレベルＬ2の状態が
時間ｔ2以上継続したならば異常と判断され、車速がＶ2
からＶ3の間ではレベルＬ3の状態が時間ｔ3以上継続し
た時に異常と判断されるようになっている。Next, to detect the abnormality of the electric power steering system,
This is performed by detecting the current flowing through the motor drive circuit 64 with the detection resistor 82. That is, as shown in FIG. 3 and FIG.
A signal level set value that changes stepwise according to the vehicle speed is set, and when the vehicle speed is within a range smaller than V 1 , it is judged as abnormal if the state of level L 1 continues for time t 1 or more. the vehicle speed is in between V 1 of the V 2 is determined to be abnormal if the state of the level L 2 has the duration t 2 than the vehicle speed is V 2
Between V and V 3 is judged to be abnormal when the state of level L 3 continues for time t 3 or more.
具体的な数値としては、異常レベルを例えば車速零では
モータ駆動回路６４の電流が３０Ａ以上で５秒以上流れ
る時とし、車速１０Km／hでは１０Ａ以上で１秒以上流
れる時とし、車速１００Km／hでは５Ａが流れれば無条
件でというようにすれば良い。さらに同一車速で２通り
以上の設定値たとえば、車速零では、３０Ａで５秒以上
を異常とすると共に、４０Ａでは、時間には無条件で異
常と判断する様な設定も効果がある。なお、異常レベル
Ｌ1、Ｌ2及びＬ3及び継続時間ｔ1、ｔ2及びｔ3の設定、
変更はマイクロコンピュータを使ってソフト的に行なう
こともできるし、比較器を必要なだけ設置して車速に応
じてそのうちの何れか１つを選択するようにもできる。
また、異常レベルと車速との関係を示す第３図のグラフ
は、破線で示すような曲線としても良い。そして、異常
判定回路５６で異常と判断されたならば（この状態では
パワーアシスト量が過大で、ハンドルをきろうとしても
きれない），これから電源スイッチ駆動回路５４への出
力が断たれ、電源スイッチ５２が開（ＯＦＦ）の状態と
なり、モータ駆動回路６４及びクラッチ駆動回路６２へ
の電源が断たれ、モータ３６及びクラッチ３８が非作動
となることにより、パワーアシストはなくなって手動操
舵式ステアリングとして作動する様になる。As a concrete numerical value, for example, when the vehicle speed is zero, the current of the motor drive circuit 64 flows for 30 seconds or more for 5 seconds or more, and for the vehicle speed of 10 km / h, it flows for 10 seconds or more for 1 second or more, and the vehicle speed is 100 km / h. Then, if 5A flows, it may be unconditional. Further, it is effective to set two or more set values at the same vehicle speed, for example, when the vehicle speed is zero, it is abnormal for 5 seconds or more at 30A, and at 40A, it is unconditionally determined to be abnormal at time. It should be noted that the abnormal levels L 1 , L 2 and L 3 and the durations t 1 , t 2 and t 3 are set,
The change can be made by software using a microcomputer, or by installing as many comparators as necessary and selecting one of them according to the vehicle speed.
Further, the graph of FIG. 3 showing the relationship between the abnormal level and the vehicle speed may be a curve shown by a broken line. If the abnormality determination circuit 56 determines that there is an abnormality (in this state, the amount of power assist is too large to try to turn the steering wheel), the output to the power switch drive circuit 54 is cut off, and the power switch is turned off. 52 is in the open (OFF) state, the power supply to the motor drive circuit 64 and the clutch drive circuit 62 is cut off, and the motor 36 and the clutch 38 are deactivated, so that the power assist is lost and the steering system operates as a steering wheel. Will come to do.
本実施例では上述した如く、モータ駆動回路６４を流れ
る電流値が車速に応じて設定レベルを超えしかもその状
態が車速に応じた所定時間以上継続した時に異常と判断
するようにしたので、車速が小さい時も大きい時にも適
切なレベルでの異常の判断が可能であり、異常検出から
一定時間を経過した後にクラッチ３８、電動モータ３６
を非作動としたので、大電流を一定時間必要とする据切
時でも、僅かな異常電流でも危険な高速走行時にも適切
な異常判断の対応が可能である。なお、パワーステアリ
ング装置のどこの部分の故障も、電動モータ３６が異常
回転して始めて危険となるので、モータ駆動回路６４の
異常を検出するのが有効である。また、本実施例のよう
に電流値の異常レベル及びその継続時間をともに車速に
応じて変化させることが上述の理由により有効である。
即ち、低速走行時に瞬発的に高レベルの信号が出ても、
それが極く短時間であれば補助操舵装置は非作動となら
ず、一方高速走行時に低レベルの信号が出ても、それが
ある程度以上継続しなければ補助操舵装置は非作動とな
らず、いずれも走行上問題はない。In the present embodiment, as described above, when the current value flowing through the motor drive circuit 64 exceeds the set level according to the vehicle speed and the state continues for a predetermined time or longer according to the vehicle speed, it is determined that the vehicle speed is abnormal. The abnormality can be judged at an appropriate level both when the abnormality is small and when it is large, and the clutch 38 and the electric motor 36 can be detected after a certain time has elapsed from the abnormality detection.
Since it is not activated, it is possible to appropriately deal with abnormality determination even during stationary operation that requires a large amount of current for a certain period of time, or during high-speed driving where even a small abnormal current is dangerous. It is effective to detect the abnormality of the motor drive circuit 64 because the failure of any part of the power steering device becomes dangerous only after the electric motor 36 abnormally rotates. Further, it is effective to change both the abnormal level of the current value and the duration thereof according to the vehicle speed as in the present embodiment for the above reason.
That is, even if a high level signal is output momentarily during low speed running,
If it is for a very short time, the auxiliary steering device will not be deactivated, and even if a low level signal is output during high speed running, the auxiliary steering device will not be deactivated unless it continues for a certain amount of time, There are no driving problems in either case.
以上述べてきたように、本発明によれば、操舵トルクに
基づき補助操舵装置を制御する電気式制御手段を、駆動
モータを駆動するモータ駆動回路と、該モータ駆動回路
の電気信号を検出する電気信号検出装置と、車速センサ
から入力される車速に関連して設定された電気信号限界
値を有し、電気信号検出装置により検出された電気信号
を電気信号限界値と比較し、前者が後者を越え、しかも
その状態が予め車速に関連して設定された継続限界時間
以上継続したときは、補助操舵装置を非作動とする信号
を送る異常判定回路と、で構成し、補助操舵装置系が異
常のときには手動操舵のみになる電動式パワーステアリ
ング装置とした。As described above, according to the present invention, the electric control means for controlling the auxiliary steering device on the basis of the steering torque includes the motor drive circuit for driving the drive motor and the electric control circuit for detecting the electric signal of the motor drive circuit. A signal detection device and an electric signal limit value set in relation to the vehicle speed input from the vehicle speed sensor, and compares the electric signal detected by the electric signal detection device with the electric signal limit value, the former When it exceeds the limit, and when the state continues for a continuation limit time set in advance in relation to the vehicle speed, an abnormality determination circuit that sends a signal to deactivate the auxiliary steering device is configured. In the case of, the electric power steering device is only capable of manual steering.
従って、補助操舵装置は実際にフル作動する前の段階
で、電気信号に補助操舵装置系の異常を検知してこれを
非作動とでき、これによって走行時の危険を事前に回避
できる。また、電気信号的な異常が一定時間以上継続し
たときのみ補助操舵装置を非作動とするので、当該一定
時間より短い時間の間ノイズ等が生じても、これによっ
て補助操舵装が非作動となることはなく、低速走行時も
高速走行時も快適で安全である。Therefore, the auxiliary steering device can detect the abnormality of the auxiliary steering device system in the electric signal before the actual full operation and deactivate the abnormality, thereby avoiding the danger during traveling in advance. Further, since the auxiliary steering device is deactivated only when the electrical signal abnormality continues for a certain period of time or more, even if noise or the like occurs for a period shorter than the certain period, the auxiliary steering device is deactivated. It is comfortable and safe both at low speeds and at high speeds.
第１図は本発明の一実施例を示す系統図、第２図は制御
回路５０の詳細を示すブロック図、第３図は異常判定回
路５６における異常判断レベルと車速との関係を示すグ
ラフ、第４図は同じく異常判断レベルの継続時間と車速
との関係を示すグラフである。 〔主要部分の符号の説明〕 １０、１６……操舵装置 １２……手動装置 ２４、２６、３６、３８、４２、４４ ……補助操舵装置 ２８……トルクセンサ ３２……車速センサ ５０……電気式制御手段 ５６……異常判定回路 ６４……モータ駆動回路 ８２……電気信号検出装置FIG. 1 is a system diagram showing an embodiment of the present invention, FIG. 2 is a block diagram showing details of the control circuit 50, and FIG. 3 is a graph showing the relationship between the abnormality determination level in the abnormality determination circuit 56 and the vehicle speed. Similarly, FIG. 4 is a graph showing the relationship between the duration of the abnormality determination level and the vehicle speed. [Explanation of symbols of main parts] 10, 16 ... steering device 12 ... manual device 24, 26, 36, 38, 42, 44 ... auxiliary steering device 28 ... torque sensor 32 ... vehicle speed sensor 50 ... electric Type control means 56 ... abnormality determination circuit 64 ... motor drive circuit 82 ... electrical signal detection device
Claims (4)
該操舵装置を手動により操舵する手動装置と、駆動モー
タを含み前記操舵装置に補助駆動力を与える補助操舵装
置と、該補助操舵装置の作動を制御する電気式制御手段
と、操舵トルクを検出しその結果を前記電気式制御手段
に入力するトルクセンサと、を含み、前記トルクセンサ
による操舵トルクの検出に基づき前記電気式制御手段を
介して前記補助操舵装置を駆動すると共に、前記トルク
センサから前記補助操舵装置に至る系に異常が発生した
ときは前記補助操舵装置を非作動とする電動式パワース
テアリング装置において、 車両の車速を検知しその結果を前記電気式制御手段に入
力する車速センサを設け、 前記電気式制御手段は、前記駆動モータを駆動するモー
タ駆動回路と、該モータ駆動回路の電気信号を検出する
電気信号検出装置と、前記車速センサから入力される車
速に関連して設定された電気信号限界値を有し、前記電
気信号検出装置により検出された電気信号を前記電気信
号限界値と比較し、前者が後者を越えしかもその状態が
予め前記車速センサから入力される車速に関連して設定
された継続限界時間以上継続したときは、前記補助操舵
装置を非作動とする信号を送る異常判定回路と、を含む
ことを特徴とする電動式パワーステアリング装置。1. A steering device for steering wheels of a vehicle,
A manual device that manually steers the steering device, an auxiliary steering device that includes a drive motor to apply an auxiliary driving force to the steering device, an electric control unit that controls the operation of the auxiliary steering device, and a steering torque that is detected. A torque sensor for inputting the result to the electric control means, and driving the auxiliary steering device via the electric control means based on the detection of the steering torque by the torque sensor. When an abnormality occurs in the system leading to the auxiliary steering device, an electric power steering device that deactivates the auxiliary steering device is provided with a vehicle speed sensor that detects the vehicle speed of the vehicle and inputs the result to the electric control means. The electric control means includes a motor drive circuit that drives the drive motor, and an electric signal detection device that detects an electric signal of the motor drive circuit. , Having an electric signal limit value set in relation to the vehicle speed input from the vehicle speed sensor, comparing the electric signal detected by the electric signal detection device with the electric signal limit value, and the former exceeds the latter. Moreover, when the state continues for a continuation limit time or more set in advance in relation to the vehicle speed input from the vehicle speed sensor, an abnormality determination circuit that sends a signal for deactivating the auxiliary steering device is included. A characteristic electric power steering device.
回路の電流値を検出するものである特許請求の範囲第１
項に記載の電動式パワーステアリング装置。2. The electric signal detection device detects a current value of the motor drive circuit.
An electric power steering device according to item.
前記モータ駆動回路の電源を開とし、前記駆動モータを
停止させる特許請求の範囲第２項に記載の電動式パワー
ステアリング装置。3. A signal for deactivating the auxiliary steering device comprises:
The electric power steering device according to claim 2, wherein the power source of the motor drive circuit is opened to stop the drive motor.
が車速の増加につれて、次第に低く又は短くなるように
設定されている特許請求の範囲第３項に記載の電動式パ
ワーステアリング装置。4. The electric power steering apparatus according to claim 3, wherein the electric signal limit value and the continuation limit time are set to gradually decrease or become shorter as the vehicle speed increases.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6511584A JPH062467B2 (en) | 1984-04-03 | 1984-04-03 | Electric power steering device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6511584A JPH062467B2 (en) | 1984-04-03 | 1984-04-03 | Electric power steering device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS60209365A JPS60209365A (en) | 1985-10-21 |
| JPH062467B2 true JPH062467B2 (en) | 1994-01-12 |
Family
ID=13277564
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP6511584A Expired - Lifetime JPH062467B2 (en) | 1984-04-03 | 1984-04-03 | Electric power steering device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH062467B2 (en) |
Families Citing this family (25)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6212458A (en) * | 1985-07-09 | 1987-01-21 | Fuji Heavy Ind Ltd | Safety device for motor-driven power steering for automobile |
| JPH07115642B2 (en) * | 1985-07-09 | 1995-12-13 | 富士重工業株式会社 | Safety device for electric power steering system for automobile |
| JPH0798490B2 (en) * | 1986-02-06 | 1995-10-25 | 本田技研工業株式会社 | Electric power steering device |
| JPH0717205B2 (en) * | 1986-03-24 | 1995-03-01 | トヨタ自動車株式会社 | Rear wheel steering system for front and rear wheel steering vehicles |
| JPH0716543Y2 (en) * | 1986-03-27 | 1995-04-19 | 光洋精工株式会社 | Electric power steering control device |
| JPH064420B2 (en) * | 1986-04-29 | 1994-01-19 | 三菱電機株式会社 | Motor drive type power steering control device |
| KR900008031B1 (en) * | 1986-05-27 | 1990-10-31 | 미츠비시 덴키 가부시키가이샤 | Motor-driven power steering system for a vehicle |
| JPS62279171A (en) * | 1986-05-27 | 1987-12-04 | Toyoda Mach Works Ltd | Safety circuit for electric type power steering device |
| JPS6320272A (en) * | 1986-07-14 | 1988-01-27 | Mitsubishi Electric Corp | Motor-driven type power steering controller |
| JPH069969B2 (en) * | 1986-07-11 | 1994-02-09 | 三菱電機株式会社 | Motor drive type power steering control device |
| KR940004682B1 (en) * | 1986-07-11 | 1994-05-27 | 미츠비시 덴키 가부시키가이샤 | Motor-driven type power steering controller |
| JPS6320271A (en) * | 1986-07-14 | 1988-01-27 | Mitsubishi Electric Corp | Motor-driven type power steering controller |
| JPH069970B2 (en) * | 1986-07-11 | 1994-02-09 | 三菱電機株式会社 | Motor drive type power steering control device |
| JPH0696389B2 (en) * | 1986-10-29 | 1994-11-30 | 株式会社日立製作所 | Electric power steering control device |
| JPS63141875A (en) * | 1986-12-02 | 1988-06-14 | Mitsubishi Electric Corp | Motor driven type power steering device |
| JPH0624940B2 (en) * | 1986-12-04 | 1994-04-06 | 三菱電機株式会社 | Electric rear wheel steering system |
| JPH069973B2 (en) * | 1986-12-26 | 1994-02-09 | 日本精工株式会社 | Motor drive type power steering control device |
| JPH069972B2 (en) * | 1986-12-26 | 1994-02-09 | 日本精工株式会社 | Motor drive type power steering control device |
| JPS63180562A (en) * | 1987-01-22 | 1988-07-25 | Aisin Seiki Co Ltd | Error operation preventive device of electromotive steering |
| JPH06506B2 (en) * | 1987-03-04 | 1994-01-05 | 三菱電機株式会社 | Motor drive type power steering control method |
| JPH0796388B2 (en) * | 1987-04-13 | 1995-10-18 | 株式会社日立製作所 | Electric power steering device |
| JPH0274464A (en) * | 1988-09-08 | 1990-03-14 | Matsushita Electric Ind Co Ltd | Current cut-off method of electromotive power steering device |
| JP3556678B2 (en) * | 1997-06-20 | 2004-08-18 | 三菱電機株式会社 | Electric power steering device |
| JP5298478B2 (en) * | 2007-08-09 | 2013-09-25 | 日本精工株式会社 | Electric power steering device |
| JP2014136525A (en) * | 2013-01-17 | 2014-07-28 | Omron Automotive Electronics Co Ltd | Steering control device |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE2255602A1 (en) * | 1972-11-13 | 1974-05-16 | Bosch Gmbh Robert | DEVICE FOR COMPENSATING LATERAL WIND AND OTHER FORCES THAT CAUSE LATERAL DEVIATION IN A MOTOR VEHICLE |
| JPS5338850B2 (en) * | 1973-08-14 | 1978-10-18 | ||
| JPS588467A (en) * | 1981-07-08 | 1983-01-18 | Toyota Motor Corp | Electric motor driven power steering device |
| JPS5816958A (en) * | 1981-07-22 | 1983-01-31 | Kayaba Ind Co Ltd | Power steering device |
-
1984
- 1984-04-03 JP JP6511584A patent/JPH062467B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPS60209365A (en) | 1985-10-21 |
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