WO2011070812A1 - Appareil de direction motorisé, procédé de commande d'un dispositif de direction motorisé, et programme associé - Google Patents

Appareil de direction motorisé, procédé de commande d'un dispositif de direction motorisé, et programme associé Download PDF

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Publication number
WO2011070812A1
WO2011070812A1 PCT/JP2010/060210 JP2010060210W WO2011070812A1 WO 2011070812 A1 WO2011070812 A1 WO 2011070812A1 JP 2010060210 W JP2010060210 W JP 2010060210W WO 2011070812 A1 WO2011070812 A1 WO 2011070812A1
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WIPO (PCT)
Prior art keywords
current
electric motor
supplied
target current
value
Prior art date
Application number
PCT/JP2010/060210
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English (en)
Japanese (ja)
Inventor
成政 細谷
俊也 千田
文明 石川
Original Assignee
株式会社ショーワ
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Filing date
Publication date
Application filed by 株式会社ショーワ filed Critical 株式会社ショーワ
Priority to US13/055,316 priority Critical patent/US8554412B2/en
Priority to EP10800875.6A priority patent/EP2511157B1/fr
Priority to CN201080002069.8A priority patent/CN102216145B/zh
Publication of WO2011070812A1 publication Critical patent/WO2011070812A1/fr

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    • 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
    • B62D5/0487—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 detecting motor faults
    • 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
    • B62D5/046—Controlling the motor
    • B62D5/0463—Controlling the motor calculating assisting torque from the motor based on driver input
    • 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
    • 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
    • B62D5/0493—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 detecting processor errors, e.g. plausibility of steering direction

Definitions

  • the present invention relates to an electric power steering device, a control method of the electric power steering device, and a program.
  • the electric power steering apparatus described in Patent Document 1 includes a means for determining a maximum limit value that is reduced by a predetermined value every predetermined time when the average current of the electric motor is equal to or greater than a predetermined value, and the maximum limit value.
  • Motor current limiting means for limiting the motor current is provided.
  • the present invention provides an electric motor that applies a steering assist force to a steering wheel, a calculation unit that calculates a target current to be supplied to the electric motor based on a steering torque of the steering wheel, When the rotation speed is smaller than a predetermined rotation speed, the target current calculated by the calculation unit is corrected to be reduced based on the actual current supplied to the electric motor and the time when the actual current is supplied. And an electric power steering apparatus.
  • the correcting unit when the actual current supplied to the electric motor is larger than a predetermined current value, the correcting unit reduces the target current calculated by the calculating unit as the actual current increases. It is preferable to correct. In addition, when the actual current supplied to the electric motor is larger than a predetermined current value, the correcting unit increases the target current calculated by the calculating unit as the time during which the actual current is supplied is longer. It is preferable to correct so as to make it smaller.
  • the correction means may rotate the predetermined rotation when the moving speed of the vehicle equipped with the electric power steering device is equal to or higher than a predetermined speed, compared with a case where the moving speed is smaller than the predetermined speed. It is preferable to reduce the speed.
  • the present invention calculates a target current to be supplied to an electric motor that applies a steering assist force to the steering wheel based on the steering torque of the steering wheel, and the rotational speed of the electric motor is predetermined.
  • An electric power steering apparatus wherein the target current calculated based on an actual current supplied to the electric motor and a time when the actual current is supplied when the rotation speed is lower than the rotation speed is corrected to be small. It is a control method.
  • the present invention provides a computer with a function of calculating a target current to be supplied to an electric motor that applies a steering assist force to the steering wheel based on a steering torque of the steering wheel, and a function of the electric motor.
  • the rotation speed is smaller than a predetermined rotation speed
  • the target current calculated by the function that calculates based on the actual current supplied to the electric motor and the time when the actual current is supplied is reduced. This is a program for realizing the correction function.
  • failure of the electric motor due to excessive current flowing through the electric motor can be suppressed with higher accuracy.
  • FIG. 1 is a diagram illustrating a schematic configuration of an electric power steering apparatus 100 according to an embodiment.
  • An electric power steering device 100 (hereinafter, also simply referred to as “steering device 100”) is a steering device for arbitrarily changing the traveling direction of a vehicle. In the present embodiment, the configuration applied to an automobile is used. Illustrated.
  • the steering device 100 includes a wheel-like steering wheel (handle) 101 operated by a driver, and a steering shaft 102 provided integrally with the steering wheel 101.
  • the steering shaft 102 and the upper connection shaft 103 are connected via a universal joint 103a, and the upper connection shaft 103 and the lower connection shaft 108 are connected via a universal joint 103b.
  • the steering device 100 includes a tie rod 104 connected to each of the left and right front wheels 150 as rolling wheels, and a rack shaft 105 connected to the tie rod 104. Further, the steering device 100 includes a pinion 106 a that constitutes a rack and pinion mechanism together with rack teeth 105 a formed on the rack shaft 105. The pinion 106 a is formed at the lower end portion of the pinion shaft 106.
  • the steering device 100 has a steering gear box 107 that houses the pinion shaft 106.
  • the pinion shaft 106 is connected to the lower connection shaft 108 via a torsion bar in a steering gear box 107.
  • a torque sensor 109 is provided inside the steering gear box 107 as an example of a steering torque detecting means for detecting the steering torque T of the steering wheel 101 based on the relative angle between the lower connecting shaft 108 and the pinion shaft 106. .
  • the steering device 100 includes an electric motor 110 supported by the steering gear box 107, and a speed reducing mechanism 111 that decelerates the driving force of the electric motor 110 and transmits it to the pinion shaft 106.
  • Electric motor 110 according to the present embodiment is a three-phase brushless motor. The magnitude and direction of the actual current that actually flows through the electric motor 110 is detected by the motor current detector 33 (see FIG. 4).
  • the steering device 100 includes a control device 10 that controls the operation of the electric motor 110.
  • the control device 10 receives the output value of the torque sensor 109 and the output value of the vehicle speed sensor 170 that detects the vehicle speed Vc, which is the moving speed of the automobile.
  • the steering device 100 configured as described above detects the steering torque T applied to the steering wheel 101 by the torque sensor 109, drives the electric motor 110 in accordance with the detected torque, and generates torque generated by the electric motor 110. Is transmitted to the pinion shaft 106. Thereby, the torque generated by the electric motor 110 assists the driver's steering force applied to the steering wheel 101.
  • FIG. 2 is a schematic configuration diagram of the control device 10 of the steering device 100.
  • the control device 10 is an arithmetic and logic circuit composed of a CPU, ROM, RAM, backup RAM, and the like.
  • the control device 10 includes a torque signal Td obtained by converting the steering torque T detected by the torque sensor 109 described above into an output signal, and a vehicle speed signal obtained by converting the vehicle speed Vc detected by the vehicle speed sensor 170 into an output signal. v or the like is input.
  • the control device 10 calculates a target auxiliary torque based on the torque signal Td, a target current calculation unit 20 that calculates a target current necessary for the electric motor 110 to supply the target auxiliary torque, and a target current And a control unit 30 that performs feedback control and the like based on the target current calculated by the calculation unit 20.
  • FIG. 3 is a schematic configuration diagram of the target current calculation unit 20.
  • the target current calculation unit 20 includes a base current calculation unit 21 that calculates a base current that serves as a reference for setting the target current, an inertia compensation current calculation unit 22 that calculates a current for canceling the inertia moment of the electric motor 110, and And a damper compensation current calculation unit 23 for calculating a current for limiting the rotation of the motor.
  • the target current calculation unit 20 is predetermined with a target current determination unit 25 that determines a target current based on outputs from the base current calculation unit 21, the inertia compensation current calculation unit 22, the damper compensation current calculation unit 23, and the like.
  • a correction unit 27 is provided as an example of a correction unit that corrects the target current determined by the target current determination unit 25 to be small and determines the target current as a final target current.
  • the target current calculation unit 20 includes a torque signal Td, a vehicle speed signal v, a motor current signal Ims obtained by converting the actual current Im detected by the motor current detection unit 33 into an output signal, and the electric motor 110 A rotation speed signal Nms obtained by converting the rotation speed Nm into an output signal is input.
  • the rotational speed signal Nms is, for example, a sensor configured to detect a rotational position of a rotor (rotor) of the electric motor 110 that is a three-phase brushless motor (for example, a rotor configured by a resolver, a rotary encoder, or the like that detects the rotational position of the rotor). It can be exemplified that the output signal of the position detection circuit is obtained by differentiating. Since a signal from the vehicle speed sensor 170 or the like is input to the control device 10 as an analog signal, the analog signal is converted into a digital signal by an A / D conversion unit (not shown) and is taken into the target current calculation unit 20. .
  • the base current calculation unit 21 calculates a base current based on the torque signal Ts obtained by phase compensation of the torque signal Td by the phase compensation unit 26 and the vehicle speed signal v from the vehicle speed sensor 170, and information on the base current is obtained. A base current signal Imb including the same is output. Note that the base current calculation unit 21 detects the detected torque signal on a map indicating the correspondence between the torque signal Ts, the vehicle speed signal v, and the base current, which is previously created based on an empirical rule and stored in the ROM, for example. The base current is calculated by substituting Ts and the vehicle speed signal v.
  • the inertia compensation current calculation unit 22 calculates an inertia compensation current for canceling out the moment of inertia of the electric motor 110 and the system based on the torque signal Td and the vehicle speed signal v, and generates an inertia compensation current signal Is including information on this current. Output.
  • the inertia compensation current calculation unit 22 is detected on a map showing the correspondence between the torque signal Td, the vehicle speed signal v, and the inertia compensation current, which is created based on an empirical rule and stored in the ROM, for example.
  • An inertia compensation current is calculated by substituting the torque signal Td and the vehicle speed signal v.
  • the damper compensation current calculation unit 23 calculates a damper compensation current for limiting the rotation of the electric motor 110 based on the torque signal Td, the vehicle speed signal v, and the rotation speed signal Nms of the electric motor 110, and information on this current A damper compensation current signal Id including is output.
  • the damper compensation current calculation unit 23 indicates, for example, the correspondence between the torque compensation signal Td, the vehicle speed signal v, and the rotation speed signal Nms, which are previously created based on empirical rules and stored in the ROM, and the damper compensation current.
  • a damper compensation current is calculated by substituting the detected torque signal Td, vehicle speed signal v, and rotational speed signal Nms into the map.
  • the target current determination unit 25 includes a base current signal Imb output from the base current calculation unit 21, an inertia compensation current signal Is output from the inertia compensation current calculation unit 22, and a damper compensation current output from the damper compensation current calculation unit 23.
  • a target current is determined based on the signal Id, and a target current signal ITA including information on this current is output.
  • the target current determination unit 25, for example, creates a compensation current obtained by adding the inertia compensation current to the base current and subtracting the damper compensation current based on an empirical rule in advance and storing it in the ROM.
  • the target current is calculated by substituting it into a map showing the correspondence between the current and the target current.
  • the target current determination unit 25 functions as an example of a calculation unit that calculates a target current to be supplied to the electric motor 110 based on the steering torque T of the steering wheel 101.
  • the correction unit 27 is determined by the coefficient determination unit 28 that determines the correction coefficient R to be multiplied with the target current determined by the target current determination unit 25, and the target current and coefficient determination unit 28 determined by the target current determination unit 25.
  • a final target current determining unit 29 that determines a final target current based on the coefficient. Although the correction unit 27 will be described in detail later, the final target current determination unit 29 is based on the target current signal ITA output from the target current determination unit 25 and the correction coefficient R determined by the coefficient determination unit 28.
  • a final target current is determined, and a target current signal ITF including information on the final target current is output.
  • FIG. 4 is a schematic configuration diagram of the control unit 30.
  • the control unit 30 includes a motor drive control unit 31 that controls the operation of the electric motor 110, a motor drive unit 32 that drives the electric motor 110, and a motor current detection unit 33 that detects the actual current Im that actually flows through the electric motor 110. And have.
  • the motor drive control unit 31 is based on a deviation between the target current finally determined by the target current calculation unit 20 and the actual current Im supplied to the electric motor 110 detected by the motor current detection unit 33.
  • a feedback (F / B) control unit 40 that performs feedback control and a PWM signal generation unit 60 that generates a PWM (pulse width modulation) signal for PWM driving the electric motor 110 are included.
  • the feedback control unit 40 includes a deviation calculation unit 41 for obtaining a deviation between the target current finally determined by the target current calculation unit 20 and the actual current Im detected by the motor current detection unit 33, and the deviation is zero.
  • a feedback (F / B) processing unit 42 for performing feedback processing.
  • the deviation calculator 41 outputs a deviation value between the target current signal ITF, which is an output value from the target current calculator 20, and the motor current signal Ims, which is an output value from the motor current detector 33, as a deviation signal 41a.
  • the feedback (F / B) processing unit 42 performs feedback control so that the target current and the actual current Im coincide with each other. For example, a signal obtained by proportionally processing the input deviation signal 41a with a proportional element. Is output, a signal obtained by integration processing by the integration element is output, and the addition operation unit adds these signals to generate and output a feedback processing signal 42a.
  • the PWM signal generation unit 60 generates the PWM signal 60a based on the output value from the feedback control unit 40, and outputs the generated PWM signal 60a.
  • the motor drive unit 32 is a so-called inverter, and includes, for example, six independent transistors (FETs) as switching elements. Three of the six transistors are a positive line of a power source, an electric coil of each phase, The other three transistors are connected to the electric coil of each phase and the negative side (ground) line of the power source. Then, the driving of the electric motor 110 is controlled by driving the gates of two transistors selected from the six and switching the transistors.
  • the motor current detection unit 33 detects the value of the actual current Im flowing through the electric motor 110 from the voltage generated at both ends of the shunt resistor connected to the motor drive unit 32, and converts the detected actual current Im into a motor current signal Ims. And output.
  • the correction unit 27 will be described in more detail. If the steering wheel 101 is turned off, such as the end of the steering wheel 101, or if the garage operation is repeated for a long time, a large current continuously flows through the electric motor 110. There is a risk that the electric motor 110 generates heat and emits smoke or smells, or even burns. Therefore, instead of always supplying the target current determined by the target current determination unit 25 based on the steering torque T to the electric motor 110 as it is, if there is a possibility that such an event may occur, the target current determination is performed before that. It is preferable to limit the target current determined by the unit 25.
  • the correction unit 27 is provided, and the electric motor 110 or the control device 10 may be damaged due to heat generated in the electric motor 110 or the control device 10.
  • the current value smaller than the target current determined by the target current determination unit 25 is corrected so as to be the final target current.
  • the electric motor 110 according to the present embodiment is a three-phase brushless motor, and in consideration of the fact that a magnet in that phase is easily broken due to a high current flowing only in a specific phase when the rotational speed is low.
  • the target current determined by the target current determination unit 25 is corrected based on the current supplied when the rotation speed of the electric motor 110 is low and the supplied time. .
  • the coefficient determination unit 28 receives a vehicle speed signal v, a motor current signal Ims, a torque signal Ts obtained by phase compensation of the torque signal Td, and a rotation speed signal Nms of the electric motor 110. Then, the coefficient determination unit 28 has a current smaller than the target current determined by the target current determination unit 25 based on the acquired information such as the vehicle speed signal v, the torque signal Ts, the motor current signal Ims, and the rotation speed signal Nms. A value smaller than 1 is determined as the correction coefficient R so that the value becomes the final target current.
  • Final target current determination unit 29 multiplies the target current determined by target current determination unit 25 by correction coefficient R determined by coefficient determination unit 28, and the value is equal to or greater than a predetermined current value. Is determined as the final target current, and when the value is less than the predetermined current value, the predetermined current value is determined as the final target current. Then, a final target current signal ITF including information on the final target current is output.
  • the coefficient determination unit 28 executes a correction coefficient determination process, which is a calculation process for determining the correction coefficient R, at predetermined time intervals.
  • a correction coefficient determination process it is determined whether or not the rotational speed Nm of the electric motor 110 is lower than a predetermined rotational speed N1 (N2 depending on the vehicle speed Vc as will be described later). It is determined whether or not the current supplied to the motor 110 is equal to or greater than a predetermined current value I1, and if it is equal to or greater than the current value I1, a value corresponding to the current supplied to the electric motor 110 is described later.
  • the correction coefficient R is a value obtained by multiplying the correction coefficient R set at that time by a predetermined value ⁇ less than 1 (R ⁇ R ⁇ ⁇ ). It can be illustrated that ⁇ is a constant value of 0.42.
  • the coefficient determination unit 28 includes a plurality of counters, and accumulates the addition value Cp using the first counter among the plurality of counters until the correction coefficient R is first changed.
  • the addition value Cp is integrated using the second counter among the plurality of counters.
  • the added value Cp is accumulated using the nth counter of the counters.
  • the above-described predetermined current value I1 causes the electric motor 110 to malfunction due to heat generation even when the electric motor 110 is continuously supplied to the electric motor 110 at any vehicle speed Vc when the rotational speed Nm of the electric motor 110 is zero. It is preferable that the maximum current value is zero. For example, it can be exemplified that the predetermined current value I1 is 20A. Thereby, it becomes possible to suppress the failure of the electric motor 110 and the control device 10 while responding to the user's request as much as possible. Further, the predetermined rotation speed N1 is a rotation speed at which the electric motor 110 does not break down due to heat generation even if the electric motor 110 continues to be supplied with a current value that can be supplied to the electric motor 110. A minimum value is preferred. For example, it can be exemplified as 0.4 rps.
  • FIG. 5 is a diagram showing a correlation between the actual current Im supplied to the electric motor 110 and the added value Cp.
  • FIG. 5A is a correlation diagram when the vehicle speed Vc is less than the predetermined speed V0
  • FIG. 5B is a correlation when the vehicle speed Vc is equal to or higher than the predetermined speed V0.
  • FIG. 5 it is assumed that the added value Cp to be added according to the actual current Im supplied to the electric motor 110 when the current value is equal to or greater than I1 is the same as the actual current Im supplied to the electric motor 110.
  • the value when the vehicle speed Vc is lower than the predetermined speed V0 is set to be larger than the value when the vehicle speed Vc is equal to or higher than the speed V0.
  • the current value I1 is 20A.
  • the vehicle speed Vc is equal to or higher than a predetermined speed V0
  • the rotational speed Nm of the target electric motor 110 is reduced and the actual current Im supplied to the electric motor 110 is reduced.
  • the target current determined by the target current determination unit 25 is suppressed from being reduced by the correction unit 27.
  • the predetermined rotation speed N2 can be exemplified as being 0.2 rps, for example.
  • the added value Cp is a value determined based on the premise that the actual current Im is supplied to the electric motor 110 during the interval for executing the correction coefficient determination process.
  • the actual current Im and the actual current The value depends on the product of the time Im is continuously supplied.
  • the coefficient determination unit 28 determines a value less than 1 as the correction coefficient R when the total Ctotal of the added values Cp added so far exceeds a predetermined threshold CT in the correction coefficient determination process.
  • the correction coefficient R is returned to 1 of the initial value R0.
  • the torque condition is that when the absolute value of the current steering torque T detected by the torque sensor 109 sets the correction coefficient R to a value less than 1, the correction coefficient R is decreased from 1 in a multi-step manner.
  • the absolute value of the steering torque T at the time when the steering torque T is initially set to a value less than 1 is less than or equal to a value obtained by subtracting a predetermined torque, or the correction coefficient R is less than 1.
  • the direction of the steering torque T at the time of setting is different from the direction of the current steering torque T. That is, this is a case where the following expression (1) or (2) is satisfied.
  • the motor rotational speed condition is that the absolute value of the motor rotational speed Nm when the vehicle speed Vc is less than the predetermined speed V0 is equal to or higher than the above-described rotational speed N1, or the vehicle speed Vc is equal to or higher than the predetermined speed V0.
  • the absolute value of the motor rotation speed Nm in a certain case is equal to or higher than the rotation speed N2 described above. That is, this is a case where the following expression (3) or (4) is satisfied.
  • the electric motor 110 has a current greater than or equal to the current value I1 when the rotational speed Nm of the electric motor 110 is low again at a relatively early stage. Is also assumed. Therefore, the total Ctotal of the added values Cp added according to the actual current Im supplied to the electric motor 110 when the current value is equal to or greater than I1 is set to zero at the following (5) and (6). Subtract in steps until (5) The actual current Im supplied to the electric motor 110 is less than the current value I1 regardless of the vehicle speed Vc and the motor rotation speed Nm. In such a case, the subtraction value Cm1 is subtracted from the total Ctotal.
  • the subtraction value Cm1 can be exemplified as 100.
  • (6) When the vehicle speed Vc is greater than or equal to zero and V0 and the absolute value of the motor rotational speed Nm is greater than or equal to the rotational speed N1, or the vehicle speed Vc is greater than or equal to V0 and the absolute value of the motor rotational speed Nm is the rotational speed N2. If it is above. In such a case, the subtraction value Cm2 is subtracted from the total Ctotal.
  • the subtraction value Cm2 can be exemplified as 100.
  • correction coefficient determination processing performed by the coefficient determination unit 28 will be described using a flowchart. 6 and 7 are flowcharts showing a procedure of correction coefficient determination processing performed by the coefficient determination unit 28.
  • the coefficient determination unit 28 executes the correction coefficient determination process periodically, for example, every 10 ms.
  • the coefficient determination unit 28 first determines the vehicle speed Vc, the steering torque T, the actual current Im of the electric motor 110 and the electric motor based on the acquired information such as the vehicle speed signal v, torque signal Ts, motor current signal Ims, and rotation speed signal Nms.
  • the rotational speed Nm of the motor 110 is recognized (step (hereinafter simply referred to as “S”) 600).
  • the coefficient determination unit 28 determines whether or not the vehicle speed Vc is less than a predetermined speed V0 (S601). If a positive determination is made in S601, it is determined whether or not the absolute value of the rotational speed Nm of the electric motor 110 is less than the rotational speed N1 (S602). On the other hand, if a negative determination is made in S601, it is determined whether or not the absolute value of the rotational speed Nm of the electric motor 110 is less than the rotational speed N2 (S603).
  • a predetermined subtraction value Cm2 is subtracted from the total Ctotal of the addition values accumulated so far (Ctotal ⁇ Ctotal ⁇ Cm2) (S614) ).
  • Ctotal is set to zero when Ctotal becomes a negative value by subtracting the subtraction value Cm2 from the total Ctotal of the addition values accumulated so far.
  • the final target current determination unit 29 multiplies the target current determined by the target current determination unit 25 by the correction coefficient R determined by the coefficient determination unit 28, and the value thereof is a predetermined current. If the value is equal to or greater than the value I1, that value is determined as the final target current, and if the value is less than the predetermined current value I1, the predetermined current value I1 is determined as the final target current. Determine as current.
  • the predetermined current value I1 is 20 A
  • the target current determined by the target current determination unit 25 is 80 A
  • the value obtained by multiplying the target current determined by the target current determination unit 25 and the correction coefficient R is 33.6A, and since it is 20A or more, 33.6A is the final target current. Determine as.
  • the correction coefficient R is returned from a value that is not the initial value to the initial value
  • the coefficient determination unit 28 adds the addition value Cp or subtracts the subtraction value Cm in the correction coefficient determination process during the fade process period. It is preferable to stop the counting process.
  • FIG. 8 is a timing chart showing the operation of the control device 10 according to the present embodiment. Note that the counter values of the plurality of counters to which the above-described addition value Cp is added are initially all zero. In the range shown in FIG. 8, the vehicle speed Vc is always less than the speed V0.
  • the target current determined by the target current determination unit 25 increases, and the actual current Im supplied to the electric motor 110 increases to 85 A (see FIGS. 8A and 8B).
  • the rotational speed Nm of the electric motor 110 is reduced (see FIG. 8C).
  • the coefficient determination unit 28 calculates the addition value Cp corresponding to the actual current Im shown in FIG. 5A from the time T1 as one counter among the plurality of counters.
  • FIG. 8D shows how the total Ctotal of the addition values Cp of the first counter increases.
  • the coefficient determination unit 28 is shown in FIG.
  • the added value Cp corresponding to the actual current Im is accumulated using another counter (second counter) of the plurality of counters (S605).
  • FIG. 8E shows how the total Ctotal of the addition values Cp of the second counter increases.
  • the final target current that is corrected by the correction unit 27 after the elapse of a predetermined time during which the fade process is performed and is output from the target current calculation unit 20 is the predetermined current value I1.
  • ⁇ 0.176 14.99 ⁇ 20 A
  • this current becomes the actual current Im supplied to the electric motor 110.
  • the failure of the electric motor 110 due to heat generation is more accurate than the electric power steering apparatus not according to the present embodiment. It is suppressed.
  • ⁇ used to reduce the correction coefficient R is a constant value, but it goes without saying that it may be a variable value.
  • the addition value Cp shown in FIG. 5 is a fixed value assuming that the correction coefficient determination process performed by the coefficient determination unit 28 is periodically performed. However, if the coefficient determination unit 28 performs the correction irregularly. When executing the coefficient determination process, it may be determined based on the supplied actual current Im and the time when the actual current Im is supplied. For example, the actual current Im and the time when the actual current Im is supplied. A value obtained by multiplying and is preferable.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Power Steering Mechanism (AREA)

Abstract

La présente invention concerne un appareil de direction motorisé pourvu d'un moteur électrique conférant une force de direction auxiliaire à un volant de direction ; une section de détermination de courant cible (25) laquelle, en fonction du couple de direction du volant de direction, calcule le courant cible à apporter au moteur électrique ; et une section de correction (27) dans laquelle, lorsque la vitesse de rotation du moteur électrique est inférieure à une vitesse de rotation prédéterminée, le courant cible calculé par la section de détermination de courant cible (25) est corrigé en fonction du courant actuel apporté au moteur électrique et du temps pendant lequel le courant actuel est apporté, de telle sorte que le courant cible précédemment mentionné est réduit. L'invention fournit de ce fait une technologie permettant d'empêcher, avec une grande précision, le moteur électrique de subir un dysfonctionnement dû à un excès de courant circulant dans le moteur électrique.
PCT/JP2010/060210 2009-12-11 2010-06-16 Appareil de direction motorisé, procédé de commande d'un dispositif de direction motorisé, et programme associé WO2011070812A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
US13/055,316 US8554412B2 (en) 2009-12-11 2010-06-16 Electric power steering apparatus, control method thereof and program
EP10800875.6A EP2511157B1 (fr) 2009-12-11 2010-06-16 Appareil de direction motorisé, procédé de commande d'un dispositif de direction motorisé, et programme associé
CN201080002069.8A CN102216145B (zh) 2009-12-11 2010-06-16 电动动力转向装置和电动动力转向装置的控制方法

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JP2009281343A JP5467852B2 (ja) 2009-12-11 2009-12-11 電動パワーステアリング装置、電動パワーステアリング装置の制御方法およびプログラム
JP2009-281343 2009-12-11

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WO2011070812A1 true WO2011070812A1 (fr) 2011-06-16

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US (1) US8554412B2 (fr)
EP (1) EP2511157B1 (fr)
JP (1) JP5467852B2 (fr)
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JP2018070101A (ja) * 2016-11-04 2018-05-10 トヨタ自動車株式会社 駐車支援装置

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KR101285464B1 (ko) * 2011-06-28 2013-07-12 주식회사 만도 조향각센서 페일 검출 시스템
CN104340262B (zh) * 2013-08-08 2017-10-27 现代摩比斯株式会社 电动式转向装置的驱动装置及方法
CN108068938B (zh) * 2016-11-11 2020-01-03 广东高标电子科技有限公司 一种双轮车速度控制方法及系统

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JPS60229866A (ja) * 1984-04-28 1985-11-15 Nissan Motor Co Ltd 電動式動力舵取り装置
JPS649064A (en) * 1987-07-01 1989-01-12 Honda Motor Co Ltd Motor driven power steering device
JPH0672349A (ja) * 1992-08-31 1994-03-15 Mitsubishi Electric Corp パワーステアリング制御装置
JPH0699832A (ja) * 1992-09-18 1994-04-12 Daihatsu Motor Co Ltd 電動式パワーステアリングの制御方法
JPH08295257A (ja) * 1995-04-25 1996-11-12 Nissan Motor Co Ltd 電動パワーステアリング装置
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US20120035807A1 (en) 2012-02-09
EP2511157A1 (fr) 2012-10-17
JP2011121486A (ja) 2011-06-23
CN102216145A (zh) 2011-10-12
CN102216145B (zh) 2014-10-22
JP5467852B2 (ja) 2014-04-09
EP2511157B1 (fr) 2019-03-13
EP2511157A4 (fr) 2017-05-03
US8554412B2 (en) 2013-10-08

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