JPS6319386B2 - - Google Patents
Info
- Publication number
- JPS6319386B2 JPS6319386B2 JP14997678A JP14997678A JPS6319386B2 JP S6319386 B2 JPS6319386 B2 JP S6319386B2 JP 14997678 A JP14997678 A JP 14997678A JP 14997678 A JP14997678 A JP 14997678A JP S6319386 B2 JPS6319386 B2 JP S6319386B2
- Authority
- JP
- Japan
- Prior art keywords
- steering
- output
- torque
- steering wheel
- detector
- 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
Links
- 238000006243 chemical reaction Methods 0.000 claims description 32
- 230000003321 amplification Effects 0.000 claims description 2
- 238000003199 nucleic acid amplification method Methods 0.000 claims description 2
- 230000000694 effects Effects 0.000 description 6
- 230000004044 response Effects 0.000 description 4
- 230000007423 decrease Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 230000035939 shock Effects 0.000 description 2
- 230000001419 dependent effect Effects 0.000 description 1
- 230000004043 responsiveness Effects 0.000 description 1
Landscapes
- Power Steering Mechanism (AREA)
Description
【発明の詳細な説明】
本発明は電動機を用いて人力による操舵力を軽
減させる電気式動力舵取装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an electric power steering system that uses an electric motor to reduce human steering force.
従来この種の装置は多数提案されているが、例
えば、特開昭50−38228号公報（以下第１従来技
術という）、特公昭50−7332号公報（以下第２従
来技術という）、および特公昭49−1808号公報
（以下第３従来技術という）において、舵取装置
に要求される特性の中で操舵の応答性に関して
は、第１従来技術は、ハンドルトルク検出器の出
力をハンドルトルクに比例したデユーテイの矩形
波にパルス変換して電動機を駆動するものであ
り、また第２従来技術はハンドルトルク信号に実
舵角信号の微分値を正帰還し、電動機の速応性を
向上させるとしているが、実舵角は操舵トルクに
より電動機が作動し、その作動を積分したもので
あるから、実舵角信号を微分しても電動機の速応
性の効果は少なく、さらにまた第３従来技術は操
舵トルクと出力トルクとを比例させるために電動
機の出力トルク信号を負帰還しているもので、と
もに操舵の応答性が向上する効果は少ない。 Many devices of this type have been proposed in the past, including those in Japanese Patent Application Laid-Open No. 50-38228 (hereinafter referred to as the first prior art), Japanese Patent Publication No. 7332-1983 (hereinafter referred to as the second prior art), and Publication No. 49-1808 (hereinafter referred to as the 3rd prior art), regarding steering responsiveness among the characteristics required for a steering device, the 1st prior art converts the output of a steering wheel torque detector into the steering torque. The motor is driven by pulse conversion into a rectangular wave with a proportional duty, and the second conventional technology is said to improve the quick response of the motor by positively feeding back the differential value of the actual steering angle signal to the steering wheel torque signal. However, since the actual steering angle is obtained by integrating the operation of the electric motor caused by the steering torque, differentiating the actual steering angle signal has little effect on the quick response of the electric motor. In order to make torque and output torque proportional, the output torque signal of the electric motor is fed back negatively, and both have little effect on improving steering response.
つぎに操舵反力に速度依存性があること、及び
復元性が良くかつ復元性に速度依存性があること
に関しては、第１および第３従来技術は車速の増
加と共に電動機の出力トルクを減少させて、高速
時にハンドルを重くするもので、舵角検出機の出
力と組み合わせて復元性を向上させたり、停車中
の電動機の焼損を防止する特性は備えていない。 Next, regarding the fact that the steering reaction force has speed dependence, and that the restorability is good and that the restorability is speed dependent, the first and third conventional technologies reduce the output torque of the electric motor as the vehicle speed increases. This makes the steering wheel heavier at high speeds, and it does not combine with the output of the steering angle detector to improve restorability or prevent the electric motor from burning out while the vehicle is stopped.
また第２従来技術は実舵角信号を操舵トルク信
号に加えてステアリングの復元力を向上させると
しているが、車速検出機と組み合わせた構成とは
なつていない。 Further, the second prior art proposes to improve the restoring force of the steering by adding the actual steering angle signal to the steering torque signal, but it does not have a configuration in which it is combined with a vehicle speed detector.
つぎに、路面から衝撃（反力）を吸収する性能
に関しては第１および第３従来技術には、反力を
打ち消すものは示されていない。 Next, regarding the performance of absorbing impact (reaction force) from the road surface, the first and third prior arts do not disclose anything that cancels out the reaction force.
さらにまた路面からの操舵反力には手で操舵す
るよりも著しく高い周波数成分を持つパルス状反
力が含まれていて、このパルス状反力がステアリ
ングギアを介してハンドルに伝えられるとハンド
ルが振動して運転者に不快感を与えて好ましくな
い。第２従来技術では実舵角信号の微分値を電動
機に加えているが、実舵角は反力が積分された結
果であつて、実舵角を微分しても反力に比例した
信号しか得られず応答が遅く、実舵角が変化しな
いような短時間のパルス状反力には作用せず、パ
ルス状反力を打ち消す効果を備えるものではな
い。総じて(1)適度の操舵反力が得られること、(2)
操舵反力に速度依存性があること。即ち、高速走
行時にはハンドルが重く、低速走行時にはハンド
ルが軽いこと。(3)復元性が良くかつ速度依存性が
あること。即ち高速走行程ハンドルのもどりが良
いこと。(4)路面からの衝撃を吸収できること。(5)
操舵の始めに切り遅れ感のないこと。の諸要件を
満足させるものはなかつた。 Furthermore, the steering reaction force from the road surface includes a pulse-like reaction force that has a significantly higher frequency component than when steering by hand, and when this pulse-like reaction force is transmitted to the steering wheel via the steering gear, the steering wheel becomes The vibration causes discomfort to the driver, which is undesirable. In the second prior art, the differential value of the actual steering angle signal is added to the electric motor, but the actual steering angle is the result of integrating the reaction force, and even if the actual steering angle is differentiated, only a signal proportional to the reaction force will be generated. It does not act on short-term pulsed reaction forces that cannot be obtained, the response is slow, and the actual steering angle does not change, and it does not have the effect of canceling out pulsed reaction forces. Overall, (1) a suitable steering reaction force can be obtained; (2)
Steering reaction force has speed dependence. In other words, the steering wheel is heavy when driving at high speeds, and light when driving at low speeds. (3) Good restorability and speed dependence. In other words, the steering wheel should return easily at high speeds. (4) Must be able to absorb shock from the road surface. (Five)
There should be no feeling of delay at the beginning of steering. There was nothing that satisfied the requirements.
本発明は前記諸要件を満足させる電気式動力舵
取装置を提供するものである。 The present invention provides an electric power steering device that satisfies the above requirements.
前記諸要件を満足させる本発明は、ステアリン
グハンドルに加えられる操舵トルクを操向車輪に
伝えるステアリングギヤを含む機械的操舵系と、
操舵トルクの方向および大きさを検出するハンド
ルトルク検出器と、機械的操舵系に操舵出力を補
助するように動力を供給する電動機と、ハンドル
トルク検出器の出力を２つに分け、一方はハンド
ルトルクに比例した信号とし、他方はハンドルト
ルクを微分した信号とし、両信号を合わせた信号
を出力とする第１増幅回路と、第１増幅回路の出
力を増幅し、電動機を駆動させる電力増幅器とか
らなる電気式動力舵取装置であり、又、ステアリ
ングハンドルに加えられる操舵トルクを操向車輪
に伝えるステアリングギヤを含む機械的操舵系
と、操舵トルクの方向および大きさを検出するハ
ンドルトルク検出器と、機械的操舵系に操舵出力
を補助するように動力を供給する電動機と、ハン
ドルトルク検出器の出力を２つに分け、一方はハ
ンドルトルクに比例した信号とし、他方はハンド
ルトルクを微分した信号とし、両信号を合わせた
信号を出力とする第１幅回路と、舵角検出器を具
え舵角の増加と共に出力が増加する制御回路と、
第１増幅回路の出力に制御回路の出力を加減算す
る加減算回路と、加減算回路の出力を増幅し、電
動機を駆動させる電力増幅器とからなる電気式動
力舵取装置であり、又、ステアリングハンドルに
加えられる操舵トルクを操向車輪に伝えるステア
リングギヤを含む機械的操舵系と、操舵トルクの
方向および大きさを検出するハンドルトルク検出
器と、機械的操舵系に操舵出力を補助するように
動力を供給する電動機と、ハンドルトルク検出器
の出力を２つに分け、一方はハンドルトルクに比
例した信号とし、他方はハンドルトルクを微分し
た信号とし、両信号を合わせた信号を出力とする
第１増幅回路と、ステアリングギヤよりも操向車
輪側の機械的操舵系内に設けらられた操舵反力を
検出する操舵出力検出器を含み操舵出力検出器の
出力を増幅し微分する第２増幅回路と、第１増幅
回路および第２増幅回路の出力を増幅し、電動機
を駆動させる電力増幅器とからなる電気式動力舵
取装置である。 The present invention, which satisfies the above requirements, includes a mechanical steering system including a steering gear that transmits steering torque applied to a steering wheel to steering wheels;
The output of the steering wheel torque detector is divided into two: a steering wheel torque detector that detects the direction and magnitude of the steering torque, an electric motor that supplies power to the mechanical steering system to assist the steering output, and one that is connected to the steering wheel. a first amplifier circuit that outputs a signal proportional to the torque, the other a signal obtained by differentiating the handle torque, and a signal that is the sum of both signals; and a power amplifier that amplifies the output of the first amplifier circuit and drives the electric motor. It is an electric power steering system consisting of a mechanical steering system including a steering gear that transmits the steering torque applied to the steering wheel to the steering wheels, and a steering wheel torque detector that detects the direction and magnitude of the steering torque. The output of the electric motor that supplies power to the mechanical steering system to assist the steering output, and the output of the steering wheel torque detector are divided into two parts, one being a signal proportional to the steering torque, and the other being a signal that differentiates the steering torque. a first width circuit that outputs a signal and a signal that is a combination of both signals; a control circuit that includes a steering angle detector and whose output increases as the steering angle increases;
This is an electric power steering device consisting of an addition/subtraction circuit that adds or subtracts the output of the control circuit to the output of the first amplifier circuit, and a power amplifier that amplifies the output of the addition/subtraction circuit and drives the electric motor. a mechanical steering system including a steering gear that transmits the steering torque to the steering wheels; a steering wheel torque detector that detects the direction and magnitude of the steering torque; and a steering wheel torque detector that supplies power to the mechanical steering system to assist in steering output. A first amplifier circuit that divides the output of the electric motor and the handle torque detector into two parts, one as a signal proportional to the handle torque, and the other as a signal obtained by differentiating the handle torque, and outputs a signal that is the sum of both signals. and a second amplification circuit that amplifies and differentiates the output of the steering output detector, which includes a steering output detector that detects a steering reaction force and is provided in the mechanical steering system on the side of the steered wheels than the steering gear. This is an electric power steering device that includes a power amplifier that amplifies the outputs of a first amplifier circuit and a second amplifier circuit to drive an electric motor.
次に図の本発明の実施例について説明する。 Next, the embodiment of the present invention shown in the figure will be described.
図は本発明をアナログ回路を用いてボールスク
リユー式舵角装置に適用した一実施例を示すブロ
ツク構成図で、１は人力により操作するステアリ
ングハンドル、２はステアリングハンドル１を装
着した舵取軸に設置され人力による操舵トルクを
歪ゲージ等を介することにより電気信号として検
出し、操舵トルクの方向を正負の電圧で、操舵ト
ルクの大きさを電圧の大きさとして検出するハン
ドルトルク検出器、３はステアリングハンドル１
に加えられる操舵トルクを操向車輪に伝えるステ
アリングギヤを含めた機械的操舵系、４は機械的
操舵系３に操舵トルクを供給する電動機、５はハ
ンドルトルク検出器２の出力を増幅する第１増幅
器、６は第１増幅器５の出力の変化を取出す第１
微分回路、７は第１増幅器５の出力を数分の１に
減衰させる減衰器で、第１増幅器５、第１微分回
路６および減衰器７からなる第１増幅回路８は、
ハンドルトルク検出器の出力を２つに分け、一方
はハンドルトルクに比例した信号とし、他方はハ
ンドルトルクを微分した信号とし、両信号を合わ
せた信号をその出力とする。９は第１増幅回路８
の出力と後述する制御回路１５の出力を加減算す
る加減算回路としての差動増幅器、１０は差動増
幅器９および後述する第２増幅回路１９の出力を
増幅し電動機４を駆動する電力とする電力増幅
器、１１はタコジエネレータ等により車両の速度
を検出し、通常は車速に比例した出力を出す車速
検出器、１２は車速検出器１１の出力電圧を所要
の車速特性に変換する回路で、車速検出器１１内
にこの回路を設けてもよい。１３は舵角検出器
で、一般には実舵角に比例した電圧を出力とす
る。１４は舵角検出器１３の出力を所要の舵角特
性に変換する回路で、舵角検出器１３自体の特性
に依存し別個に設けない場合もある。１５は車速
検出器１１、車速特性変換回路１２、舵角検出器
１３および舵角特性変換回路１４からなる制御回
路で、車速検出器１１の出力は車速特性変換回路
１２を経て舵角検出器１３に入るが、直進状態で
は舵角検出器１３の出力は零であり、その出力は
ハンドルを操舵するときのハンドルトルク検出器
２の出力と逆の極性を持たせてあるので、差動増
幅器９の出力は、第１増幅回路８の出力から制御
回路１５の出力を減算したものとなり、同一舵角
では車速が大であればある程、電動機４が同じ操
舵トルクを保つためには、第１増幅回路８の出力
は大でなければならず、大きなハンドルトルクを
必要とする。即ちハンドル１は重くなる。１６は
ステアリングギヤよりも操向車輪側の機械的操舵
系内、例えばピツトマンアーム３１またはリンケ
ージに設けられた操舵反力を検出する操舵出力検
出器、１７は操舵出力検出器１６の出力電圧を増
幅する第２増幅器、１８は第２増幅器１７の出力
の変化を取り出す第２微分回路、１９は操舵出力
検出器１６、第２増幅器１７および第２微分回路
１８からなる第２増幅回路で、車輪側のトルクの
変化に応じた電動機２のトルクが発生するよう電
力増幅器１０に入力する。 The figure is a block diagram showing an embodiment in which the present invention is applied to a ball screw type steering angle device using an analog circuit. 1 is a steering handle operated by human power, and 2 is a steering shaft to which the steering handle 1 is attached. A steering wheel torque detector is installed in the steering wheel torque detector, which detects the human-powered steering torque as an electric signal through a strain gauge, etc., detects the direction of the steering torque as a positive or negative voltage, and detects the magnitude of the steering torque as the magnitude of the voltage. is steering handle 1
4 is an electric motor that supplies steering torque to the mechanical steering system 3; 5 is a first amplifying the output of the steering wheel torque detector 2; Amplifier 6 is a first amplifier which takes out changes in the output of the first amplifier 5.
The differentiating circuit 7 is an attenuator that attenuates the output of the first amplifier 5 to a fraction of the original value.
The output of the steering wheel torque detector is divided into two parts, one being a signal proportional to the steering wheel torque, the other being a signal obtained by differentiating the steering wheel torque, and the combined signal of both signals is the output. 9 is the first amplifier circuit 8
10 is a power amplifier that amplifies the outputs of the differential amplifier 9 and the second amplifier circuit 19 (described later) to provide power for driving the motor 4. , 11 is a vehicle speed detector that detects the speed of the vehicle using a tachometer generator or the like and normally outputs an output proportional to the vehicle speed. 12 is a circuit that converts the output voltage of the vehicle speed detector 11 into a required vehicle speed characteristic. This circuit may be provided inside the device. Reference numeral 13 denotes a steering angle detector, which generally outputs a voltage proportional to the actual steering angle. Reference numeral 14 denotes a circuit for converting the output of the steering angle detector 13 into a required steering angle characteristic, and depending on the characteristics of the steering angle detector 13 itself, it may not be provided separately. 15 is a control circuit consisting of a vehicle speed detector 11, a vehicle speed characteristic conversion circuit 12, a steering angle detector 13, and a steering angle characteristic conversion circuit 14; the output of the vehicle speed detector 11 is sent to the steering angle detector 13 via the vehicle speed characteristic conversion circuit 12 However, in the straight-ahead state, the output of the steering angle detector 13 is zero, and since its output has the opposite polarity to the output of the steering wheel torque detector 2 when steering the steering wheel, the differential amplifier 9 The output of is obtained by subtracting the output of the control circuit 15 from the output of the first amplifier circuit 8. At the same steering angle, the faster the vehicle speed is, the more the electric motor 4 needs to maintain the same steering torque. The output of the amplifier circuit 8 must be large, and a large steering torque is required. That is, the handle 1 becomes heavier. Reference numeral 16 denotes a steering output detector for detecting a steering reaction force provided in the mechanical steering system on the steering wheel side than the steering gear, for example, the pitman arm 31 or linkage; 17 amplifies the output voltage of the steering output detector 16; A second amplifier 18 is a second differentiating circuit for extracting changes in the output of the second amplifier 17, and 19 is a second amplifier circuit consisting of a steering output detector 16, a second amplifier 17, and a second differentiating circuit 18. It is input to the power amplifier 10 so that the torque of the electric motor 2 is generated in accordance with the change in torque.
以上のように構成した本発明の電気式動力舵取
装置は、ステアリングハンドル１を右または左に
回転させることにより、操舵軸に発生したハンド
ルトルクに適応した電動機４の操舵トルク（モー
タトルク）が発生し、軽い操舵が可能となるが、
ピツトマンアーム３１を介してステアリングギヤ
に加わる操向車輪からのタイヤ反力は、ステアリ
ングギヤの歯車装置を経てハンドルトルクとモー
タトルクとの和の値とつり合う。変化のない状態
では、ハンドルトルク検出器２の出力が第１増幅
器５、減衰器７、差動増幅器９および電力増幅器
１０を経て電動機４を作動する。従つてこれらの
機器それぞれが入力と出力との間に比例関係があ
るならば、ハンドルトルクとモータートルクとは
比例し、ハンドルトルクとタイヤ反力とが比例す
る。ハンドルトルクは前記諸機器の利得およびス
テアリングギヤの歯車比が大きい程小さくなるの
で、これらの値を適宜選定することにより、前記
要件(1)の適度の操舵反力が得られる。また、制御
装置１５の出力を差動増幅器９に入力しているの
で、前記のように同一舵角では車速が大である程
ハンドル１は重くなり、前記要件(2)の操舵反力に
速度依存性があることになる。 In the electric power steering system of the present invention configured as described above, by rotating the steering wheel 1 to the right or left, the steering torque (motor torque) of the electric motor 4 adapted to the steering torque generated on the steering shaft is adjusted. occurs, and light steering is possible, but
The tire reaction force from the steered wheels that is applied to the steering gear via the pitman arm 31 is balanced by the sum of the steering wheel torque and the motor torque via the gear system of the steering gear. In the unchanged state, the output of the steering wheel torque detector 2 operates the electric motor 4 through the first amplifier 5, the attenuator 7, the differential amplifier 9 and the power amplifier 10. Therefore, if each of these devices has a proportional relationship between input and output, then steering wheel torque and motor torque will be proportional, and steering torque and tire reaction force will be proportional. Since the steering torque decreases as the gains of the various devices and the gear ratio of the steering gear increase, by appropriately selecting these values, an appropriate steering reaction force satisfying the requirement (1) can be obtained. In addition, since the output of the control device 15 is input to the differential amplifier 9, the steering wheel 1 becomes heavier as the vehicle speed increases at the same steering angle as described above, and the steering reaction force of the above requirement (2) There will be dependence.
さらに車速特性変換回路１２の特性を適宜に選
定すれば、操舵反力を車速に比例させる他に、一
定車速以上では操舵反力を一定にすることも可能
であり、車速零で車速特性変換回路１２の出力を
零とすれば、据切りや車庫入れ等では軽く操舵す
ることもできる。また、舵角をもつたまま停止し
ても電動機４に焼損等の支障を生じない。また、
ハンドルに操舵トルクを加えていなければ電力増
幅器１０の出力は零であり、舵角特性変換回路１
４の特性を前記のように直進の時を零とし、舵角
の増減に直線的に比例した出力とすれば、復元性
は良くなりかつ速度依存性もあつて前記要件(3)を
満足させることができる。なお、一定舵角以上で
は出力も一定にする特性を与えてもよい。第１増
幅回路８は第１微分回路６を含み、ハンドルトル
クの急激な変化をとらえてモータートルクを速か
に増加させるように作用するので、舵角軸が操向
車輪側から回転させられるような大きな衝撃力が
操向車輪に加わつたとき、前記作用によりハンド
ルへの衝撃は軽減される。また、路面からの衝撃
はステアリングギヤボツクス内部の摩擦や各部の
慣性等の影響で操向車輪に近い位置程顕著に現わ
れるが、ステアリングギヤよりも操向車輪側の機
械的操舵系内に操舵反力を検出する操舵出力検出
器１６を設け、これを含む第２増幅回路の出力を
電力増幅器に入力しているので、衝撃による操舵
反力が増加すれば、ハンドル１は回転しなくても
電動機４のモータートルクは増加し、しかも電動
機４は回転せず、電動機の慣性と起動トルクによ
り定まる電動機の時定数は無関係になり、極めて
短い時間の衝撃にも対応する。このことは操向車
輪側から見れば、高い周波数に対してはステアリ
ングギアの見掛けの剛性が高くなつたことにな
り、操舵反力の中の高い周波数成分がハンドルに
伝えられることが防止されるのである。従つて、
第２増幅回路１９、電力増幅器１０および電動機
４の利得を適宜選定することにより前記要件(4)の
路面からの衝撃を第１増幅回路の作用とあいまつ
て吸収できる。前記要件(5)の操舵の始めの切り遅
れは、ステアリングハンドル１への入力トルクに
対する出力トルクの位相遅れに起因する。電気式
動力舵取装置での位相遅れの要素は電動機４の時
定数であるが、本願発明では、第１増幅回路８内
に第１微分回路６を設けたので、ハンドルトルク
の急激な増加を伴う操舵の始めに、電動機４に差
動増幅器９および電力増幅器１０を経て１時的に
大きな電圧を加えて実質的な時定数を短縮するこ
とができる。 Furthermore, if the characteristics of the vehicle speed characteristic conversion circuit 12 are appropriately selected, in addition to making the steering reaction force proportional to the vehicle speed, it is also possible to make the steering reaction force constant above a certain vehicle speed. If the output of No. 12 is set to zero, it is possible to lightly steer the vehicle when parking the vehicle or parking the vehicle in a garage. Furthermore, even if the vehicle stops while maintaining the steering angle, the electric motor 4 will not be damaged by burnout or the like. Also,
If no steering torque is applied to the steering wheel, the output of the power amplifier 10 is zero, and the steering angle characteristic conversion circuit 1
If characteristic 4 is set to zero when the vehicle is traveling straight as described above, and the output is linearly proportional to the increase or decrease in the steering angle, the restorability will be improved and there will be speed dependence, thus satisfying the above requirement (3). be able to. Note that a characteristic may be provided in which the output is also constant above a certain steering angle. The first amplifying circuit 8 includes a first differentiating circuit 6, and acts to detect sudden changes in steering wheel torque and rapidly increase the motor torque, so that the steering angle shaft can be rotated from the steering wheel side. When a large impact force is applied to the steering wheel, the impact on the steering wheel is reduced by the above action. In addition, the impact from the road surface becomes more pronounced at positions closer to the steering wheel due to the effects of friction inside the steering gear box and inertia of various parts, but the steering reaction occurs within the mechanical steering system on the side of the steering wheel rather than the steering gear. A steering output detector 16 is provided to detect the force, and the output of the second amplifier circuit including this is input to the power amplifier, so if the steering reaction force due to impact increases, the electric motor will start even if the steering wheel 1 does not rotate. The motor torque of 4 increases, and the electric motor 4 does not rotate, and the time constant of the electric motor, which is determined by the inertia of the electric motor and the starting torque, becomes irrelevant, so that it can cope with an extremely short-time shock. From the perspective of the steering wheels, this means that the apparent stiffness of the steering gear increases for high frequencies, which prevents high frequency components of the steering reaction force from being transmitted to the steering wheel. It is. Therefore,
By appropriately selecting the gains of the second amplifier circuit 19, the power amplifier 10, and the electric motor 4, the impact from the road surface of the requirement (4) can be absorbed together with the effect of the first amplifier circuit. The delay at the beginning of steering, which is the requirement (5), is caused by a phase lag in the output torque with respect to the input torque to the steering wheel 1. The phase delay factor in the electric power steering system is the time constant of the electric motor 4, but in the present invention, the first differentiating circuit 6 is provided in the first amplifier circuit 8, so that a sudden increase in steering torque can be prevented. At the beginning of the associated steering, a large voltage can be temporarily applied to the electric motor 4 via the differential amplifier 9 and the power amplifier 10 to shorten the substantial time constant.
なお、以上の説明はアナログ回路として構成し
ボールスクリユー式舵取装置に適用した場合のも
のであるが、これらの作用をもつ回路をデイジタ
ル回路として構成してもよく、また、舵取装置も
ボールスクリユー式に限らず、ウオームセクター
式あるいはラツクアンドピニオン式等任意のもの
であつてもよい。 The above explanation is for the case where it is configured as an analog circuit and applied to a ball screw type steering device, but the circuit having these functions may also be configured as a digital circuit, and the steering device can also be used. It is not limited to the ball screw type, but may be any other type such as a worm sector type or a rack and pinion type.
以上のように本発明は前記(1)から(5)までのすべ
ての要件を具えた電気式動力舵取装置を提供し得
る効果を有する。 As described above, the present invention has the effect of providing an electric power steering device that satisfies all the requirements (1) to (5) above.
図面は本発明の電気式動力舵取装置の実施例を
示すブロツク構成図である。
符号の説明、１：ステアリングハンドル、２：
ハンドルトルク検出器、３：機械的操舵系、４：
電動機、５：第１増幅器、６：第１微分回路、
７：減衰器、８：第１増幅回路、９：差動増幅
器、１０：電力増幅器、１１：車速検出器、１
２：車速特性変換回路、１３：舵角検出器、１
４：舵角特性変換回路、１５：制御回路、１６：
操舵出力検出器、１７：第２増幅器、１８：第２
微分回路、１９：第２増幅回路、３１：ピツトマ
ンアーム。
The drawing is a block diagram showing an embodiment of the electric power steering device of the present invention. Explanation of symbols, 1: Steering handle, 2:
Steering wheel torque detector, 3: Mechanical steering system, 4:
electric motor, 5: first amplifier, 6: first differential circuit,
7: Attenuator, 8: First amplifier circuit, 9: Differential amplifier, 10: Power amplifier, 11: Vehicle speed detector, 1
2: Vehicle speed characteristic conversion circuit, 13: Rudder angle detector, 1
4: Rudder angle characteristic conversion circuit, 15: Control circuit, 16:
Steering output detector, 17: second amplifier, 18: second
Differential circuit, 19: Second amplifier circuit, 31: Pittman arm.
Claims (1)
クを操向車輪に伝えるステアリングギヤを含む機
械的操舵系と、操舵トルクの方向および大きさを
検出するハンドルトルク検出器と、機械的操舵系
に操舵出力を補助するように動力を供給する電動
機と、ハンドルトルク検出器の出力を２つに分
け、一方はハンドルトルクに比例した信号とし、
他方はハンドルトルクを微分した信号とし、両信
号を合わせた信号を出力とする第１増幅回路と、
第１増幅回路の出力を増幅し、電動機を駆動させ
る電力増幅器とからなる電気式動力舵取装置。 ２ ステアリングハンドルに加えられる操舵トル
クを操向車輪に伝えるステアリングギヤを含む機
械的操舵系と、操舵トルクの方向および大きさを
検出するハンドルトルク検出器と、機械的操舵系
に操舵出力を補助するように動力を供給する電動
機と、ハンドルトルク検出器の出力を２つに分
け、一方はハンドルトルクに比例した信号とし、
他方はハンドルトルクを微分した信号とし、両信
号を合わせた信号を出力とする第１増幅回路と、
舵角検出器を具え舵角の増加と共に出力が増加す
る制御回路と、第１増幅回路の出力に制御回路の
出力を加減算する加減算回路と、加減算回路の出
力を増幅し、電動機を駆動させる電力増幅器とか
らなる電気式動力舵取装置。 ３ 前記制御回路が車速の増加と共に出力が増加
する回路である特許請求の範囲第２項記載の電気
式動力舵取装置。 ４ ステアリングハンドルに加えられる操舵トル
クを操向車輪に伝えるステアリングギヤを含む機
械的操舵系と、操舵トルクの方向および大きさを
検出するハンドルトルク検出器と、機械的操舵系
に操舵出力を補助するように動力を供給する電動
機と、ハンドルトルク検出器の出力を２つに分
け、一方はハンドルトルクに比例した信号とし、
他方はハンドルトルクを微分した信号とし、両信
号を合わせた信号を出力とする第１増幅回路と、
ステアリングギヤよりも操向車輪側の機械的操舵
系内に設けられた操舵反力を検出する操舵出力検
出器を含み操舵出力検出器の出力を増幅し微分す
る第２増幅回路と、第１増幅回路および第２増幅
回路の出力を増幅し、電動機を駆動させる電力増
幅器とからなる電気式動力舵取装置。[Claims] 1. A mechanical steering system including a steering gear that transmits steering torque applied to a steering wheel to steering wheels, a steering wheel torque detector that detects the direction and magnitude of the steering torque, and a mechanical steering system. The output of the electric motor that supplies power to assist the steering output and the output of the steering wheel torque detector are divided into two parts, one of which is a signal proportional to the steering torque.
the other is a signal obtained by differentiating the steering wheel torque, and a first amplifier circuit outputs a signal obtained by combining both signals;
An electric power steering device comprising a power amplifier that amplifies the output of a first amplifier circuit and drives an electric motor. 2. A mechanical steering system including a steering gear that transmits the steering torque applied to the steering wheel to the steering wheels, a steering wheel torque detector that detects the direction and magnitude of the steering torque, and a steering output that assists the mechanical steering system. The output of the electric motor that supplies power and the output of the steering wheel torque detector are divided into two parts, and one is a signal proportional to the steering wheel torque.
the other is a signal obtained by differentiating the steering wheel torque, and a first amplifier circuit outputs a signal obtained by combining both signals;
a control circuit that includes a steering angle detector and whose output increases as the steering angle increases; an addition/subtraction circuit that adds or subtracts the output of the control circuit to the output of the first amplifier circuit; and electric power that amplifies the output of the addition/subtraction circuit and drives the motor. Electric power steering device consisting of an amplifier. 3. The electric power steering system according to claim 2, wherein the control circuit is a circuit whose output increases as the vehicle speed increases. 4. A mechanical steering system including a steering gear that transmits the steering torque applied to the steering wheel to the steering wheels, a steering wheel torque detector that detects the direction and magnitude of the steering torque, and a steering output that assists the mechanical steering system. The output of the electric motor that supplies power and the output of the steering wheel torque detector are divided into two parts, and one is a signal proportional to the steering wheel torque.
the other is a signal obtained by differentiating the steering wheel torque, and a first amplifier circuit outputs a signal obtained by combining both signals;
a second amplifier circuit that includes a steering output detector that detects a steering reaction force, which is provided in the mechanical steering system on the steering wheel side than the steering gear, and that amplifies and differentiates the output of the steering output detector; and a first amplification circuit. An electric power steering device comprising a circuit and a power amplifier that amplifies the output of the second amplifier circuit and drives an electric motor.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP14997678A JPS5576760A (en) | 1978-12-06 | 1978-12-06 | Electric power steering device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP14997678A JPS5576760A (en) | 1978-12-06 | 1978-12-06 | Electric power steering device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5576760A JPS5576760A (en) | 1980-06-10 |
| JPS6319386B2 true JPS6319386B2 (en) | 1988-04-22 |
Family
ID=15486735
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP14997678A Granted JPS5576760A (en) | 1978-12-06 | 1978-12-06 | Electric power steering device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5576760A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2014136515A1 (en) * | 2013-03-08 | 2014-09-12 | 日本精工株式会社 | Electric power steering device |
| WO2014136516A1 (en) * | 2013-03-07 | 2014-09-12 | 日本精工株式会社 | Electric power steering device |
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|---|---|---|---|---|
| JPS5815578U (en) * | 1981-07-23 | 1983-01-31 | ティー・シー・エム株式会社 | Electric power steering device |
| JPS59100059A (en) * | 1982-11-30 | 1984-06-09 | Aisin Seiki Co Ltd | Electric power steering device |
| JPS608159A (en) * | 1983-06-28 | 1985-01-17 | Jidosha Kiki Co Ltd | Power steering system control method |
| JPS6067264A (en) * | 1983-09-24 | 1985-04-17 | Jidosha Kiki Co Ltd | Power steering apparatus |
| JPS6067263A (en) * | 1983-09-24 | 1985-04-17 | Jidosha Kiki Co Ltd | Power steering apparatus |
| JPS60191874A (en) * | 1984-03-14 | 1985-09-30 | Nissan Motor Co Ltd | Power steering |
| JPS60193765A (en) * | 1984-03-16 | 1985-10-02 | Hitachi Ltd | Power steering controller |
| JPH0671890B2 (en) * | 1984-07-12 | 1994-09-14 | 日産自動車株式会社 | Power steering system |
| JPS6181865A (en) * | 1984-08-16 | 1986-04-25 | Honda Motor Co Ltd | Electromagnetic type power boosting device |
| JPS6150873A (en) * | 1984-08-17 | 1986-03-13 | Jidosha Kiki Co Ltd | Motor-driven power steering |
| JPS6198675A (en) * | 1984-10-19 | 1986-05-16 | Fuji Heavy Ind Ltd | Motor controller for motor power steering system |
| JPS61115771A (en) * | 1984-11-13 | 1986-06-03 | Fuji Heavy Ind Ltd | Controller for motor power steering system |
| JPS61166772A (en) * | 1985-01-21 | 1986-07-28 | Nissan Motor Co Ltd | Steering gear for vehicles |
| JPH064417B2 (en) * | 1985-02-12 | 1994-01-19 | 本田技研工業株式会社 | Electric power steering device |
| JPS61196862A (en) * | 1985-02-26 | 1986-09-01 | Honda Motor Co Ltd | Motor power steering |
| JPS61275057A (en) * | 1985-05-27 | 1986-12-05 | Honda Motor Co Ltd | Electric power steering device |
| JPH0710672B2 (en) * | 1985-07-03 | 1995-02-08 | 株式会社日立製作所 | Electric power steering control device |
| JPS6237275A (en) * | 1985-11-20 | 1987-02-18 | Hitachi Ltd | Power steering control device |
| JPH0616853Y2 (en) * | 1986-03-10 | 1994-05-02 | カヤバ工業株式会社 | Electric power steering device |
| JPH088943Y2 (en) * | 1986-07-17 | 1996-03-13 | 東海ティーアールダブリュー株式会社 | Rack and pinion type electric power steering device |
| JPH0624954B2 (en) * | 1986-08-12 | 1994-04-06 | 株式会社豊田自動織機製作所 | Reach forklift electric power steering control device |
| JPH0780407B2 (en) * | 1987-08-14 | 1995-08-30 | 株式会社日立製作所 | Electric power-steering interlocking vehicle height control device |
| JPH01257671A (en) * | 1988-04-06 | 1989-10-13 | Fuji Heavy Ind Ltd | Controller for power steering device of motor driven type for automobile |
| WO2023139808A1 (en) * | 2022-01-19 | 2023-07-27 | 株式会社ジェイテクト | Motor control device |
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| JPS5332129A (en) * | 1976-09-06 | 1978-03-27 | Shiseido Co Ltd | Preparation of high quality microcrystalline or amorphous paraffin for cosmetic and pharmaceutical use |
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|---|---|---|---|---|
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2014136516A1 (en) * | 2013-03-07 | 2014-09-12 | 日本精工株式会社 | Electric power steering device |
| JP5915811B2 (en) * | 2013-03-07 | 2016-05-11 | 日本精工株式会社 | Electric power steering device |
| US9440675B2 (en) | 2013-03-07 | 2016-09-13 | Nsk Ltd. | Electric power steering apparatus |
| WO2014136515A1 (en) * | 2013-03-08 | 2014-09-12 | 日本精工株式会社 | Electric power steering device |
| US9446789B2 (en) | 2013-03-08 | 2016-09-20 | Nsk Ltd. | Electric power steering apparatus |
| JPWO2014136515A1 (en) * | 2013-03-08 | 2017-02-09 | 日本精工株式会社 | Electric power steering device |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5576760A (en) | 1980-06-10 |
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