WO2023228631A1 - Dispositif de commande pour système de direction de véhicule - Google Patents

Dispositif de commande pour système de direction de véhicule Download PDF

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Publication number
WO2023228631A1
WO2023228631A1 PCT/JP2023/015555 JP2023015555W WO2023228631A1 WO 2023228631 A1 WO2023228631 A1 WO 2023228631A1 JP 2023015555 W JP2023015555 W JP 2023015555W WO 2023228631 A1 WO2023228631 A1 WO 2023228631A1
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Prior art keywords
value
temperature sensor
threshold
detected value
difference
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PCT/JP2023/015555
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English (en)
Japanese (ja)
Inventor
弘之 大島
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日本精工株式会社
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Publication of WO2023228631A1 publication Critical patent/WO2023228631A1/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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits

Definitions

  • the present invention relates to a control device for a vehicle steering system.
  • An electric power steering system which is one type of vehicle steering system, applies assist force (steering assist force) to the steering system of a vehicle using the rotational force of a motor.
  • An electric power steering device applies an output torque of a motor controlled by electric power supplied from an inverter to a steering shaft or a rack shaft as a steering torque using a transmission mechanism including a speed reduction device, thereby applying assist force.
  • Such electric power steering devices supply a large current to the motor and feed back the actual current value of the motor detected by multiple current detection sensors (current detection means) in order to generate steering force (steering assist torque). and controls the motor.
  • This feedback control realizes assist control by controlling the motor so that the difference between the current command value and the actual current value becomes small, and is generally used to adjust the duty ratio in PWM (pulse width modulation) control. is under control.
  • Patent Document 1 A configuration has been disclosed in which temperature sensors are provided to detect the temperatures of two inverter modules, respectively, and abnormal heat generation of a power switching element is monitored (for example, Patent Document 1).
  • Patent Document 1 listed below if the temperature difference between the temperature sensors when the ignition is turned on is greater than or equal to a threshold value, it is suspected that one of the temperature sensors may be abnormal.
  • the present disclosure has been made in view of the above-mentioned problems, and an object of the present disclosure is to provide a control device for a vehicle steering system that can appropriately determine abnormality in the detected value of a temperature sensor.
  • a control device for a vehicle steering system provides a vehicle steering system that assists and controls a steering system of a vehicle by controlling drive of a motor that assists steering force.
  • a system control device that monitors abnormal heat generation in a first temperature-monitored component based on a detection value of a first temperature sensor, and monitors abnormal heat generation of a second temperature-monitored component based on a detection value of a second temperature sensor.
  • the processing unit is configured to control the ignition of the vehicle to be turned on after the ignition of the vehicle is turned off and a predetermined time threshold is exceeded, and to monitor the value detected by the first temperature sensor and the first temperature sensor. When the difference value between the detected value by the two temperature sensors exceeds a predetermined detected value difference threshold, a detected value abnormality occurs in one or both of the detected value of the first temperature sensor and the detected value of the second temperature sensor. It is determined that the difference value between the detected value by the two temperature sensors exceeds a predetermined detected value difference threshold, a detected value abnormality occurs in one or both of the
  • the processing unit controls the ignition to be turned on after the ignition is turned off and exceeds the time threshold, and the difference value is set to the detected value difference threshold. It is preferable to start the assist control when the value is less than .
  • a control device for a vehicle steering system provides a vehicle steering system that assists and controls a steering system of a vehicle by controlling drive of a motor that assists steering force.
  • a system control device that monitors abnormal heat generation in a first temperature-monitored component based on a detection value of a first temperature sensor, and monitors abnormal heat generation of a second temperature-monitored component based on a detection value of a second temperature sensor.
  • the processing unit is configured to determine whether the difference between a period in which the current flowing through the motor is below a predetermined current threshold and a period in which the current flowing in the motor is equal to or greater than the current threshold is a predetermined period.
  • the detection value of the first temperature sensor exceeds the threshold value, and when the difference value between the detection value by the first temperature sensor and the detection value by the second temperature sensor exceeds a predetermined detection value difference threshold, the detection value of the first temperature sensor and It is determined that an abnormality has occurred in one or both of the detected values of the second temperature sensor.
  • the processing unit is configured to control the period during which the current flowing through the motor is below the current threshold value after the ignition of the vehicle is turned on, and the current flowing through the motor. It is preferable that the assist control is started when the difference from the period in which the current threshold value is greater than or equal to the current threshold value exceeds the period threshold value, and the difference value is less than the detected value difference threshold value.
  • the processing unit is configured to control the period during which the current flowing through the motor is below the current threshold value after the ignition of the vehicle is turned on, and the current flowing through the motor.
  • the command value of the current flowing through the motor is equal to or less than a predetermined value for a period until the difference from the period in which is greater than or equal to the current threshold exceeds the period threshold and the difference value falls below the detected value difference threshold. It is preferable to control as follows.
  • the temperature of the component to be monitored by the first temperature sensor and the temperature of the second temperature sensor are monitored. It is possible to prevent the target parts from generating abnormal heat.
  • a control device for a vehicle steering system provides a vehicle steering system that assists and controls a steering system of a vehicle by controlling drive of a motor that assists steering force.
  • a system control device that monitors abnormal heat generation in a first temperature-monitored component based on a detection value of a first temperature sensor, and monitors abnormal heat generation of a second temperature-monitored component based on a detection value of a second temperature sensor.
  • a processing unit that monitors the processing unit, and the processing unit is configured to detect a difference between a period in which the steering torque is below a predetermined torque threshold and a period in which the steering torque is greater than or equal to the torque threshold exceeds a predetermined period threshold;
  • the difference value between the detected value by the first temperature sensor and the detected value by the second temperature sensor exceeds a predetermined detected value difference threshold, the detected value of the first temperature sensor and the second temperature sensor It is determined that an abnormality has occurred in one or both of the detected values.
  • the processing unit is configured to control a period during which the steering torque is below the torque threshold after the ignition of the vehicle is turned on, and a period during which the steering torque is below the torque threshold. It is preferable that the assist control is started when the difference from the above period exceeds the period threshold and the difference value is less than the detected value difference threshold.
  • the processing unit is configured to control a period during which the current steering torque flowing to the motor is below the current torque threshold after the ignition of the vehicle is turned on, and a command value for the current flowing through the motor during a period in which the difference between the current steering torque flowing in the motor and the period in which the current steering torque is equal to or greater than the current torque threshold exceeds the period threshold and the difference value becomes less than the detected value difference threshold; It is preferable to control so that the value is less than or equal to a predetermined value.
  • the temperature of the component to be monitored by the first temperature sensor and the temperature of the second temperature sensor are monitored. It is possible to prevent the target parts from generating abnormal heat.
  • a control device for a vehicle steering system that can appropriately determine an abnormality in the detected value of a temperature sensor.
  • FIG. 1 is a diagram illustrating an example of a schematic configuration of a vehicle steering system according to the present disclosure.
  • FIG. 2 is a schematic diagram showing the configuration of the control computer.
  • FIG. 3 is a diagram illustrating an example of a basic control block configuration for realizing steering assist control according to the present disclosure.
  • FIG. 4A is a conceptual diagram showing an example of the internal configuration of the ECU.
  • FIG. 4B is a conceptual diagram showing an example of the internal configuration of the ECU.
  • FIG. 5 is a diagram illustrating an example of a block configuration for realizing the temperature detection value abnormality determination process according to the first embodiment.
  • FIG. 6 is a flowchart illustrating an example of the temperature detection value abnormality determination process according to the first embodiment.
  • FIG. 1 is a diagram illustrating an example of a schematic configuration of a vehicle steering system according to the present disclosure.
  • FIG. 2 is a schematic diagram showing the configuration of the control computer.
  • FIG. 3 is a diagram illustrating an example of a basic
  • FIG. 7 is a timing chart showing an example of control timing in the temperature detection value abnormality determination process according to the first embodiment.
  • FIG. 8 is a diagram illustrating an example of a block configuration for realizing temperature detection value abnormality determination processing according to the second embodiment.
  • FIG. 9 is a flowchart illustrating an example of temperature detection value abnormality determination processing according to the second embodiment.
  • FIG. 10 is a timing chart showing an example of control timing in the temperature detection value abnormality determination process according to the second embodiment.
  • FIG. 11 is a diagram showing the relationship between the actual motor current value and the actual steering torque.
  • FIG. 12 is a diagram illustrating an example of a block configuration for realizing temperature detection value abnormality determination processing according to the third embodiment.
  • FIG. 13 is a flowchart illustrating an example of temperature detection value abnormality determination processing according to the third embodiment.
  • FIG. 14 is a timing chart showing an example of control timing in the temperature detection value abnormality determination process according to the third embodiment.
  • FIG. 1 is a diagram illustrating an example of a schematic configuration of a vehicle steering system according to the present disclosure.
  • a vehicle steering system 100 shown in FIG. 1 includes an electric power steering system (EPS), which is one of vehicle steering devices, as a vehicle steering system.
  • the vehicle steering system 100 includes the column shaft (steering shaft, handle shaft) 2 of the steering wheel 1, the reduction mechanism 32, the universal joints 4a, 4b, the pinion rack mechanism 5, and the tie rod 6a in the order in which the force applied by the steering person is transmitted. , 6b, and further connected to steering wheels 8L, 8R via hub units 7a, 7b.
  • EPS electric power steering system
  • the column shaft 2 having a torsion bar is provided with a torque sensor 34 that detects the steering torque Th of the handle 1 and a steering angle sensor 33 that detects the steering angle ⁇ h. 31 is connected to the column shaft 2 via a speed reduction mechanism 32.
  • the steering angle sensor 33 detects the steering angle ⁇ h of the steering wheel 1.
  • the torque sensor 34 detects the steering torque Th of the handle 1.
  • the steering angle ⁇ h detected by the steering angle sensor 33 will also be referred to as “actual steering angle ⁇ h_act”
  • the steering torque Th detected by the torque sensor 34 will also be referred to as “actual steering torque Th_act.”
  • the control device 50 is, for example, a control unit (ECU: Electronic Control Unit) mounted on a vehicle.
  • Control device 50 includes a control computer 110.
  • FIG. 2 is a schematic diagram showing the configuration of the control computer.
  • the control device 50 will also be referred to as "ECU 50.”
  • the control computer 110 includes a CPU (Central Processing Unit) 101, a ROM (Read Only Memory) 102, a RAM (Random Access Memory) 103, an EEPROM (Electrically Erasable Programmable ROM) 104, etc., which are connected to a bus 105. There is. CPU 101 executes a control program stored in ROM 102.
  • CPU Central Processing Unit
  • ROM Read Only Memory
  • RAM Random Access Memory
  • EEPROM Electrical Erasable Programmable ROM
  • the ROM 102 is used as a memory for storing a control program and control data used when executing the control program. Further, the RAM 103 is used as a work memory for operating a control program.
  • the EEPROM 104 is a nonvolatile memory that can retain its stored contents even after the power is turned off, and stores control data and the like used by the CPU 101 to execute a control program.
  • the various data stored in the EEPROM 104 are used on the control program developed in the RAM 103 after the control computer 110 is powered on, and are overwritten in the EEPROM 104 at a predetermined timing.
  • EEPROM is used here as the nonvolatile memory, the present invention is not limited to this, and other nonvolatile memories such as FLASH-ROM (registered trademark) and SDRAM may be used. You can.
  • the control computer 110 may be configured as an MCU (Micro Controller Unit) in which the above-mentioned CPU 101, ROM 102, RAM 103, EEPROM 104, etc. are integrated.
  • MCU Micro Controller Unit
  • the vehicle speed Vs detected by the vehicle speed sensor 10 is input to the control device 50.
  • the control device 50 drives and controls the motor 31 based on the steering angle ⁇ h, the steering torque Th, the vehicle speed Vs, etc., and applies an auxiliary steering force to the steering wheel 1 via the deceleration mechanism 32.
  • the control for applying an auxiliary steering force to the steering wheel 1 based on the steering angle ⁇ h, the steering torque Th, the vehicle speed Vs, etc. will also be referred to as "steering assist control".
  • the control device 50 is supplied with power from the battery 12 and also receives an ignition key signal via the ignition switch 11. Further, a CAN (Controller Area Network) 20 that sends and receives various information about the vehicle is connected to the control device 50, and the vehicle speed Vs can also be received from the CAN 20. Furthermore, a non-CAN 21 that transmits and receives communications other than the CAN 20, analog/digital signals, radio waves, etc. can also be connected to the control device 50.
  • CAN Controller Area Network
  • FIG. 3 is a diagram illustrating an example of a basic control block configuration for realizing steering assist control according to the present disclosure.
  • the control block configuration for realizing the steering assist control according to the present disclosure includes a steering torque target value generation section 200, a steering torque control section 400, a current control section 500, and a PWM (pulse width modulation) control. 37, an inverter 38, and a motor current detector 39.
  • the steering torque target value generation unit 200, the steering torque control unit 400, the current control unit 500, and the PWM (pulse width modulation) control unit 37 are realized by a steering assist control program executed in the control computer 110. .
  • control is performed such that the actual steering torque Th_act detected by the torque sensor 34 follows the steering torque target value Th_ref, which is the target value of the steering torque.
  • the steering torque target value generation unit 200 generates a steering torque target value Th_ref.
  • the steering torque control unit 400 generates a motor current command value Ih_ref for driving the motor 31.
  • the steering torque control unit 400 calculates a motor current command value Ih_ref such that the deviation Th_err between the steering torque target value Th_ref and the actual steering torque Th_act approaches zero.
  • the current control unit 500 controls the current of the motor 31.
  • the current control unit 500 outputs a motor current command value Ih_ref output from the steering torque control unit 400 and an actual current value of the motor 31 (hereinafter also referred to as “actual motor current value”) Ih_act detected by the motor current detector 39.
  • a voltage control command value Vh_ref is calculated such that the deviation Ih_err approaches zero.
  • the PWM control unit 37 supplies a PWM signal to the inverter 38 based on the voltage control command value Vh_ref. Thereby, the drive of the motor 31 is controlled.
  • the steering torque target value generation unit 200, the steering torque control unit 400, and the current control unit 500 may each have a configuration that can realize each control in the steering assist control, and the configuration of each of these control blocks may be Not limited.
  • FIG. 4A and 4B are conceptual diagrams showing an example of the internal configuration of the ECU.
  • FIG. 4A is a schematic cross-sectional view of the ECU.
  • FIG. 4B shows an example of the internal configuration of the casing 51 shown in FIG. 4A.
  • the components of the ECU 50 are mounted, for example, on a control board 52a and a power board 52b provided inside a housing 51 (cover member 51a and case member 51b in FIG. 4B).
  • the control computer 110, power inductor (filter coil) 40, etc. are mounted on the control board 52a, and the inverter 38 is mounted on the power board 52b.
  • the inverter 38 is supplied with power from the battery 12 to drive the motor 31, and the power inductor 40 is provided on the power supply path from the battery 12 to the inverter 38.
  • a temperature sensor is provided in each part inside the housing 51 of the ECU 50 to monitor abnormal heat generation in each part. Specifically, the temperature sensor is provided near the component to be temperature monitored.
  • the control computer 110 stops the above-described steering assist control when the detected value of a temperature sensor provided near the temperature-monitored component exceeds a predetermined threshold.
  • a first temperature sensor 41_1 is provided near the power inductor 40 (first temperature monitored component), and a second temperature sensor 41_2 is provided near the switching element 38a of the inverter 38 (second temperature monitored component).
  • the control computer 110 monitors abnormal heat generation in the power inductor 40 (the first temperature monitored component) based on the detected value of the first temperature sensor 41_1, and controls the switching of the inverter 38 based on the detected value of the second temperature sensor 41_2. Abnormal heat generation of the element 38a (second temperature monitored component) is monitored.
  • the detected value is normal, but even if the detected value exceeds the threshold due to an abnormality in the temperature sensor, for example, There may be cases where the actual temperature of the temperature detection target is below the threshold value, or cases where the actual temperature of the temperature detection target exceeds the threshold value even if the detected value is below the threshold value.
  • a thermistor is exemplified.
  • Possible failure modes of thermistors include open circuit failure, short circuit failure, and drift failure.
  • Open faults and short circuit faults can be detected by short circuits to supply ( ⁇ VDD) or ground faults ( ⁇ GND) of the detected value, but in order to detect abnormalities in the detected value due to drift faults where the detected value becomes an arbitrary value, It is necessary to determine the correlation between the values detected by multiple temperature sensors. It is also assumed that the detected value may become abnormal due to some abnormality on the control computer 110 side.
  • the present disclosure does not cover a redundant system in which one temperature detection target is monitored by multiple temperature sensors.
  • the inverter 38 which is the temperature detection target component of the second temperature sensor 41_2
  • the inverter 38 which is the temperature detection target component of the first temperature sensor 41_1
  • the inverter 38 is the temperature detection target component of the second temperature sensor 41_2.
  • Inductor 40 is provided on the power supply path from battery 12 to inverter 38 . Therefore, it is assumed that the value detected by the first temperature sensor 41_1 and the value detected by the second temperature sensor 41_2 are substantially different.
  • a configuration of the present disclosure will be described in which a plurality of temperature monitoring targets (here, the power inductor 40 and the switching element 38a of the inverter 38) are monitored by different temperature sensors (here, the first temperature sensor 41_1 and the second temperature sensor 41_2).
  • a method for determining an abnormality in a value detected by each temperature sensor using the correlation between the temperatures of each temperature monitoring target will be described.
  • FIG. 5 is a diagram illustrating an example of a block configuration for realizing the temperature detection value abnormality determination process according to the first embodiment.
  • power inductor 40 is a filter coil provided in a power supply path from battery 12 .
  • Inverter 38 is supplied with power from battery 12 via power inductor 40 .
  • the power supply unit 42 converts the power supplied from the battery 12 via the power inductor 40 into voltage and supplies the voltage to the control computer 110 .
  • the processing unit 43 is realized by the temperature detection value abnormality determination processing program according to the first embodiment, which is executed in the control computer 110.
  • elapsed time information is input to the control computer 110 via an in-vehicle network such as the CAN 20 or non-CAN 21.
  • the elapsed time information is obtained from, for example, the internal clock of the in-vehicle gateway, the NTP (Network Time Protocol) server, or the GPS (Global Positioning System).
  • a mode may be adopted in which a battery (such as a button battery) is mounted inside the ECU and the internal clock is acquired.
  • the present disclosure is not limited by the elapsed time information acquisition means.
  • FIG. 6 is a flowchart illustrating an example of the temperature detection value abnormality determination process according to the first embodiment.
  • FIG. 7 is a timing chart showing an example of control timing in the temperature detection value abnormality determination process according to the first embodiment.
  • T1_act indicates the temperature of the power inductor 40, which is the temperature detection target of the first temperature sensor 41_1
  • T2_act indicates the temperature of the switching element 38a of the inverter 38, which is the temperature detection target of the second temperature sensor 41_2.
  • Ta_act indicates the environmental temperature
  • Vt_Ta indicates a detected value assuming the case where the environmental temperature is detected by a temperature sensor. The waveforms of the actual temperature T_act, the detected value, and the detected difference value shown in FIG. It does not indicate the waveform of the value.
  • the solid line indicates the detected value of the first temperature sensor 41_1, and the broken line indicates the detected value of the second temperature sensor 41_2.
  • Each detection value of the first temperature sensor 41_1 and the second temperature sensor 41_2 may be a voltage value detected in the processing section 43 of the control computer 110, or a voltage value detected in the processing section 43 of the control computer 110. It may be a value obtained by converting the value into temperature.
  • FIG. 7 shows an example in which the second temperature sensor 41_2 has a drift failure at time tx and an abnormal detected value occurs.
  • the ignition switch 11 is in the on state and the control device 50 is performing normal steering assist control.
  • the detected value Vt1 by the first temperature sensor 41_1 and the detected value Vt2 by the second temperature sensor 41_2 are respectively normal and normal steering assist control is being executed, the The value Vt1 detected by the first temperature sensor 41_1 is different from the value Vt2 detected by the second temperature sensor 41_2 provided near the switching element 38a of the inverter 38 (in FIG. 7, Vt1 ⁇ Vt2).
  • step S101 When the driver stops the vehicle and the ignition is turned off at time t0 shown in FIG. 7 (step S101), the steering assist control is stopped.
  • Step S102 the processing unit 43 acquires the elapsed time (Ts_on-Ts_off) from time Ts_off when the ignition is turned off to time Ts_on when the ignition is turned on (step S103): Determine whether the period (Ts_on-Ts_off) from time Ts_off when the ignition is turned off to time Ts_on when the ignition is turned on exceeds a predetermined time threshold ⁇ Ts (Ts_on-Ts_off> ⁇ Ts). (Step S104).
  • the EEPROM 104 of the control computer 110 is stored such that the ignition is turned off and the actual temperature T1_act of the power inductor 40 and the actual temperature T2_act of the switching element 38a of the inverter 38 are reduced to about the environmental temperature Ta_act.
  • the time until then is set as the time threshold ⁇ Ts.
  • the time threshold value ⁇ Ts can be set to, for example, 10 [min].
  • the time threshold ⁇ Ts is set to a time approximately equal to the time required for the temperature T1_act and the temperature T2_act to settle to the environmental temperature Ta_act (settling time) after the ignition is turned off.
  • the settling time may be determined by experiment or by thermal simulation using the finite element method.
  • the elapsed time from time t0 to time t1 that is, the elapsed time from time Ts_off when the ignition is turned off to time Ts_on when the ignition is turned on (Ts_on-Ts_off) is a predetermined time threshold. If ⁇ Ts has not been exceeded (step S104; No), the process returns to step S101 and shifts to normal steering assist control.
  • step S101 After shifting to normal steering assist control, when the ignition is turned off at time t2 shown in FIG. 7 (step S101), the steering assist control is stopped.
  • step S104 the processing unit 43 calculates the detected value Vt1 by the first temperature sensor 41_1 and the second temperature It is determined whether the difference value (
  • the EEPROM 104 of the control computer 110 stores information that is allowed when the ignition is turned off and the actual temperature T1_act of the power inductor 40 and the actual temperature T2_act of the switching element 38a of the inverter 38 drop to about the environmental temperature Ta_act.
  • the difference value between the detection value Vt1 by the first temperature sensor 41_1 and the detection value Vt2 by the second temperature sensor 41_2 is set as the detection value difference threshold ⁇ Vtth.
  • step S105 the difference value (
  • step S105 if the difference value (
  • step S101 the steering assist control is stopped.
  • step S102 when the ignition is turned on at time t5 (step S102), the elapsed time from time t4 to time t5, that is, the time from time Ts_off when the ignition was turned off to the time when the ignition was turned on The elapsed time until Ts_on (Ts_on-Ts_off) exceeds the predetermined time threshold ⁇ Ts (Ts_on-Ts_off> ⁇ Ts) (step S104; Yes), and furthermore, the detected value Vt1 by the first temperature sensor 41_1 and the second temperature sensor 41_2 When the difference value (
  • control device 50 does not shift to steering assist control, but generates and outputs an abnormality processing command indicating that an abnormality in the detection value of the temperature sensor has occurred via an in-vehicle network such as CAN.
  • examples of abnormality processing executed in the vehicle include lighting of a warning lamp, sounding a warning sound, and displaying a warning.
  • the elapsed time (Ts_on - Ts_off) from the time Ts_off when the ignition is turned off to the time Ts_on when the ignition is turned on is a predetermined time.
  • the threshold value ⁇ Ts is exceeded (Ts_on ⁇ Ts_off> ⁇ Ts) (step S104; Yes), and the difference value between the detection value Vt1 by the first temperature sensor 41_1 and the detection value Vt2 by the second temperature sensor 41_2 (
  • step S105 if the difference value (
  • FIG. 8 is a diagram illustrating an example of a block configuration for realizing temperature detection value abnormality determination processing according to the second embodiment.
  • constituent parts and operations different from those in Embodiment 1 will be explained in detail, and the same explanations as in Embodiment 1 may be omitted.
  • the processing unit 43a is realized by the temperature detection value abnormality determination processing program according to the second embodiment, which is executed in the control computer 110.
  • the actual motor current value Ih_act detected by the motor current detector 39 is input to the control computer 110.
  • FIG. 9 is a flowchart illustrating an example of temperature detection value abnormality determination processing according to the second embodiment.
  • FIG. 10 is a timing chart showing an example of control timing in the temperature detection value abnormality determination process according to the second embodiment.
  • FIG. 10 shows an example in which the actual steering angle ⁇ h_act is changed periodically.
  • T1_act indicates the temperature of the power inductor 40, which is the temperature detection target of the first temperature sensor 41_1
  • T2_act indicates the temperature of the switching element 38a of the inverter 38, which is the temperature detection target of the second temperature sensor 41_2.
  • Ta_act indicates the environmental temperature
  • Vt_Ta indicates a detected value assuming the case where the environmental temperature is detected by a temperature sensor.
  • the solid line indicates the detected value of the first temperature sensor 41_1, and the broken line indicates the detected value of the second temperature sensor 41_2.
  • Each detection value of the first temperature sensor 41_1 and the second temperature sensor 41_2 may be a voltage value detected in the processing section 43a of the control computer 110, or a voltage value detected in the processing section 43a of the control computer 110. It may be a value obtained by converting the value into temperature.
  • the amplitude of the actual steering angle ⁇ h_act of the steering wheel 1 is large during the period from time t0, from time t1 to time t2, and from time t4 to time t5, and from time t0 to time t1.
  • the period, the period from time t2 to time t4, and the period after time t5 show examples in which the amplitude of the actual steering angle ⁇ h_act of the steering wheel 1 is relatively small.
  • FIG. 10 shows an example in which the second temperature sensor 41_2 has a drift failure at time tx and an abnormal detected value occurs.
  • the amplitude of the actual steering angle ⁇ h_act of the steering wheel 1 becomes large. Further, for example, when the vehicle is traveling on a highway, it is assumed that the amplitude of the actual steering angle ⁇ h_act of the steering wheel 1 becomes relatively small.
  • the ignition switch 11 is in the on state and the control device 50 is performing normal steering assist control.
  • the detected value Vt1 by the first temperature sensor 41_1 and the detected value Vt2 by the second temperature sensor 41_2 are respectively normal and normal steering assist control is being executed, the The detected value Vt1 by the first temperature sensor 41_1 is different from the detected value Vt2 by the second temperature sensor 41_2 provided near the switching element 38a of the inverter 38 (in FIG. 10, Vt1 ⁇ Vt2).
  • the processing unit 43a executes the temperature detection value abnormality determination process shown in FIG. 9 at a predetermined time interval Ts.
  • the time interval Ts for executing the temperature detection value abnormality determination process according to the second embodiment is, for example, 100 [ms].
  • This time interval Ts may be a sampling period when executing the temperature detection value abnormality determination process according to the second embodiment.
  • when the actual motor current value
  • ⁇ Ihth) is temporarily stored. Further, a threshold value N (N is a natural number) of the count value n is set in the EEPROM 104.
  • the processing unit 43a determines whether the actual motor current value
  • ⁇ Ihth) (step S202; No), the processing unit 43a decrements the count value n (n n-1) and stores the value in the EEPROM 104. (step S203b).
  • step S202 when the amplitude of the actual steering angle ⁇ h_act of the steering wheel 1 becomes relatively small and the actual motor current value
  • ⁇ Ihth) (step S202; Yes), the processing unit 43a increments the count value n (n n+1) and temporarily stores it in the EEPROM 104 (step S203a).
  • the processing unit 43a determines whether the count value n exceeds the threshold value N (n>N) (step S204). When the count value n is less than or equal to the threshold value N (n ⁇ N) (step S204; No), the process returns to step S202.
  • FIG. 10 shows an example in which the amplitude of the actual steering angle ⁇ h_act of the steering wheel 1 increases at time t1 before the count value n exceeds the threshold value N (step S204; No).
  • Step S202 the amplitude of the actual steering angle ⁇ h_act of the steering wheel 1 becomes relatively small again, and the actual motor current value
  • the processing unit 43a calculates the difference between the detected value Vt1 by the first temperature sensor 41_1 and the detected value Vt2 by the second temperature sensor 41_2. It is determined whether the difference value (
  • Step S202 there is a period in which the actual motor current value
  • the difference from the period is the period threshold N ⁇ Ts (N ⁇ 100 [ms]) (n x 100 [ms] > N x 100 [ms]), the difference value (
  • the period threshold N ⁇ Ts is also determined by the time required for the temperature T1_act and the temperature T2_act to settle to the environmental temperature Ta_act after the ignition is turned off (settling time). The same amount of time will be set.
  • step S205 the difference value (
  • step S205 No
  • the process returns to step S201.
  • step S205 if the difference value (
  • the processing unit 43a detects one or both of the detected value Vt1 of the first temperature sensor 41_1 and the detected value Vt2 of the second temperature sensor 41_2.
  • step S206 It is determined that a value abnormality has occurred (step S206), and the temperature detection value abnormality determination process is ended.
  • the control device 50 stops normal steering assist control, and generates and outputs an abnormality processing command indicating that an abnormality in the detected value of the temperature sensor has occurred, for example, via an in-vehicle network such as CAN. .
  • step S202 there is a period in which the actual motor current value
  • is equal to or greater than the current threshold value Ihth (
  • step S205 exceeds the period threshold value N ⁇ Ts (N ⁇ 100[ms]) multiplied by 100[ms] (n ⁇ 100[ms]>N ⁇ 100[ms]), and If the difference value (
  • step S202 Furthermore, there is a period in which the actual motor current value
  • the difference from the period is the period threshold N ⁇ Ts (N ⁇ 100 [ms]) (n x 100 [ms] > N x 100 [ms]), and the difference value (
  • the ignition switch 11 is in the on state and the control device 50 performs normal steering assist control as a premise of the temperature detection value abnormality determination process.
  • the count value n exceeds the threshold value N (n>N) (step S204; Yes)
  • the detected value Vt1 by the first temperature sensor 41_1 and the second temperature sensor If the difference value (
  • the steering assist control may be stopped for a period before transitioning to normal steering assist control. Thereby, after determining that no abnormality has occurred in the values detected by the first temperature sensor 41_1 and the second temperature sensor 41_2 (step S205; No), it is possible to shift to normal steering assist control.
  • the period until the transition to normal steering assist control is controlled is such that the motor current command value Ih_ref is limited to a predetermined value or less. It's okay.
  • the power inductor 40 and the second temperature sensor 41_2 which are the temperature monitoring targets of the first temperature sensor 41_1
  • FIG. 11 is a diagram showing the relationship between the actual motor current value and the actual steering torque. As shown in FIG. 11, the actual steering torque Th_act detected by the torque sensor 34 increases as the actual motor current value Ih_act detected by the motor current detector 39 increases.
  • FIG. 12 is a diagram showing an example of a block configuration for realizing the temperature detection value abnormality determination process according to the third embodiment.
  • components and operations different from those in the second embodiment will be explained in detail, and the same explanations as in the second embodiment may be omitted.
  • the processing unit 43b is realized by the temperature detection value abnormality determination processing program according to the third embodiment, which is executed in the control computer 110.
  • the actual steering torque Th_act detected by the torque sensor 34 is input to the control computer 110.
  • FIG. 13 is a flowchart illustrating an example of temperature detection value abnormality determination processing according to the third embodiment.
  • FIG. 14 is a timing chart showing an example of control timing in the temperature detection value abnormality determination process according to the third embodiment.
  • FIG. 14 shows an example in which the actual steering angle ⁇ h_act is changed periodically. Note that the waveforms of the actual steering angle ⁇ h_act, the magnitude of the actual steering torque Th_act
  • FIG. 7 is a diagram showing a schematic image for explaining the temperature detection value abnormality determination process according to the third embodiment, and does not show the actual waveform of each value.
  • the solid line indicates the detected value of the first temperature sensor 41_1, and the broken line indicates the detected value of the second temperature sensor 41_2.
  • Each detection value of the first temperature sensor 41_1 and the second temperature sensor 41_2 may be a voltage value detected in the processing section 43b of the control computer 110, or a voltage value detected in the processing section 43b of the control computer 110. It may be a value obtained by converting the value into temperature.
  • the amplitude of the actual steering angle ⁇ h_act of the steering wheel 1 is large during the period from time t0, from time t1 to time t2, and from time t4 to time t5, and from time t0 to time t1.
  • the period, the period from time t2 to time t4, and the period after time t5 show examples in which the amplitude of the actual steering angle ⁇ h_act of the steering wheel 1 is relatively small.
  • FIG. 14 shows an example in which the second temperature sensor 41_2 has a drift failure at time tx and an abnormal detected value occurs.
  • the ignition switch 11 is in the on state and the control device 50 is performing normal steering assist control.
  • the detected value Vt1 by the first temperature sensor 41_1 and the detected value Vt2 by the second temperature sensor 41_2 are respectively normal and normal steering assist control is being executed, the The detected value Vt1 by the first temperature sensor 41_1 is different from the detected value Vt2 by the second temperature sensor 41_2 provided near the switching element 38a of the inverter 38 (in FIG. 10, Vt1 ⁇ Vt2).
  • the processing unit 43b executes the temperature detection value abnormality determination process shown in FIG. 9 at a predetermined time interval Ts.
  • the time interval Ts for executing the temperature detection value abnormality determination process according to the third embodiment is, for example, 100 [ms]. This time interval Ts may be a sampling period when executing the temperature detection value abnormality determination process according to the third embodiment.
  • the EEPROM 104 of the control computer 110 is set with a torque threshold Thth for the magnitude of the actual steering torque Th_act
  • the processing unit 43b determines whether the actual steering torque
  • ⁇ Thth) (step S202; No), the processing unit 43a decrements the count value n (n n-1) and stores it in the EEPROM 104. It is temporarily stored (step S303b).
  • the processing unit 43b determines whether the count value n exceeds the threshold value N (n>N) (step S304). When the count value n is less than or equal to the threshold value N (n ⁇ N) (step S304; No), the process returns to step S302.
  • FIG. 14 shows an example in which the amplitude of the actual steering angle ⁇ h_act of the steering wheel 1 increases at time t1 before the count value n exceeds the threshold value N (step S304; No).
  • the processing unit 43b calculates the difference between the detected value Vt1 by the first temperature sensor 41_1 and the detected value Vt2 by the second temperature sensor 41_2. It is determined whether the value (
  • Step S302 there is a period in which the actual steering torque
  • the difference from the period is the period threshold N ⁇ Ts (N ⁇ 100[ ms]) (n x 100 [ms] > N x 100 [ms]), the difference value (
  • step S305 the difference value (
  • step S305 the process returns to step S301.
  • step S305 if the difference value (
  • the amplitude of the actual steering angle ⁇ h_act of the steering wheel 1 increases at time t4, and the second temperature sensor 41_2 has a drift failure at the subsequent time tx, and the detected value Vt2 of the second temperature sensor 41_2 increases. This is an example of a sudden increase.
  • the processing unit 43b sets the detected value to one or both of the detected value Vt1 of the first temperature sensor 41_1 and the detected value Vt2 of the second temperature sensor 41_2.
  • step S306 It is determined that an abnormality has occurred (step S306), and the temperature detection value abnormality determination process ends.
  • the control device 50 stops normal steering assist control, and generates and outputs an abnormality processing command indicating that an abnormality in the detected value of the temperature sensor has occurred, for example, via an in-vehicle network such as CAN. .
  • is less than the torque threshold Thth (
  • ⁇ Thth) (Step S302; No) is the time interval Ts (for example, 100 [ms]) exceeds the period threshold value N x Ts (N x 100 [ms]) (n x 100 [ms] > N x 100 [ms]), and the detected value by the first temperature sensor 41_1 If the difference value (
  • Step S302 Furthermore, there is a period in which the actual steering torque
  • the difference from the period is the period threshold N ⁇ Ts (N ⁇ 100[ ms]) (n x 100 [ms] > N x 100 [ms]), and the difference value between the detection value Vt1 by the first temperature sensor 41_1 and the detection value Vt2 by the second temperature sensor 41_2 (
  • the ignition switch 11 is in the on state and the control device 50 performs normal steering assist control as a premise of the temperature detection value abnormality determination process.
  • the count value n exceeds the threshold value N (n>N) (step S304; Yes)
  • the detected value Vt1 by the first temperature sensor 41_1 and the second temperature sensor If the difference value (
  • the steering assist control may be stopped for a period before transitioning to normal steering assist control. Thereby, after determining that no abnormality has occurred in the values detected by the first temperature sensor 41_1 and the second temperature sensor 41_2 (step S305; No), it is possible to shift to normal steering assist control.
  • the motor current command value Ih_ref is limited to a predetermined value or less during a period until the control shifts to normal steering assist control. It's okay.
  • the power inductor 40 and the second temperature sensor 41_2 which are the temperature monitoring targets of the first temperature sensor 41_1
  • the temperature detection value abnormality determination process it is possible to appropriately detect that a detection value abnormality has occurred in one or both of the detection value of the first temperature sensor 41_1 and the detection value of the second temperature sensor 41_2. I can do it. Thereby, it is possible to improve the detection accuracy of abnormal heat generation in the power inductor 40 whose temperature is monitored by the first temperature sensor 41_1 and the switching element 38a of the inverter 38 whose temperature is monitored by the second temperature sensor 41_2.

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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)

Abstract

La présente invention concerne un dispositif de commande pour un système de direction de véhicule, le dispositif de commande étant apte à déterminer de manière appropriée une anomalie de valeur de détection dans un capteur de température. Le dispositif de commande comprend une unité de traitement qui surveille une génération de chaleur anormale dans un premier composant soumis à une surveillance de température sur la base d'une valeur de détection (Vt1) provenant d'un premier capteur de température et surveille une génération de chaleur anormale dans un second composant soumis à une surveillance de température sur la base d'une valeur de détection (Vt2) provenant d'un second capteur de température. Lorsque l'allumage d'un véhicule est éteint puis mis en marche après qu'un seuil de temps prédéterminé (ΔTs) est dépassé, et que la valeur de différence (|Vt1 - Vt2|) entre la valeur de détection (Vt1) selon le premier capteur de température et la valeur de détection (Vt2) selon le second capteur de température dépasse un seuil de différence de valeur de détection prédéterminé (ΔVtth), l'unité de traitement détermine qu'une anomalie de valeur de détection s'est produite dans l'une ou les deux parmi la valeur de détection (Vt1) provenant du premier capteur de température et la valeur de détection (Vt2) provenant du second capteur de température.
PCT/JP2023/015555 2022-05-24 2023-04-19 Dispositif de commande pour système de direction de véhicule WO2023228631A1 (fr)

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2014111450A (ja) * 2012-02-06 2014-06-19 Nsk Ltd 電動パワーステアリング装置
JP2015214178A (ja) * 2014-05-08 2015-12-03 本田技研工業株式会社 車両用操舵装置
JP5904181B2 (ja) * 2013-09-20 2016-04-13 株式会社デンソー モータ制御装置
JP2019182233A (ja) * 2018-04-11 2019-10-24 株式会社ジェイテクト 操舵制御装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2014111450A (ja) * 2012-02-06 2014-06-19 Nsk Ltd 電動パワーステアリング装置
JP5904181B2 (ja) * 2013-09-20 2016-04-13 株式会社デンソー モータ制御装置
JP2015214178A (ja) * 2014-05-08 2015-12-03 本田技研工業株式会社 車両用操舵装置
JP2019182233A (ja) * 2018-04-11 2019-10-24 株式会社ジェイテクト 操舵制御装置

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