JPH06340270A - Electric power steering gear - Google Patents
Electric power steering gearInfo
- Publication number
- JPH06340270A JPH06340270A JP13069993A JP13069993A JPH06340270A JP H06340270 A JPH06340270 A JP H06340270A JP 13069993 A JP13069993 A JP 13069993A JP 13069993 A JP13069993 A JP 13069993A JP H06340270 A JPH06340270 A JP H06340270A
- Authority
- JP
- Japan
- Prior art keywords
- steering
- detected
- current
- predetermined value
- electric power
- 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.)
- Granted
Links
Landscapes
- Steering Control In Accordance With Driving Conditions (AREA)
- Power Steering Mechanism (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は自動車の電動パワーステ
アリング装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electric power steering device for an automobile.
【０００２】[0002]
【従来の技術】小型，軽量，安価である点などを評価さ
れて、油圧式に替わり電動式のパワーステアリング装置
が小型車に普及しつつある。その基本的機能は操舵トル
クを検出し、検出トルクに応じた電流で操舵助勢用の電
動機を駆動するにある。2. Description of the Related Art An electric power steering system instead of a hydraulic system has been widely used in small cars because of its small size, light weight and low price. Its basic function is to detect the steering torque and drive the steering assisting electric motor with a current according to the detected torque.
【０００３】[0003]
【発明が解決しようとする課題】然るところ操舵により
舵輪又は舵取機構の回動限近くまで達した場合には、操
舵力を加えない状態としても電動機はその慣性で回動限
方向へ回転し、このために舵輪又は舵取機構が回動限に
達し、例えば電動機の出力側に設けてある減速歯車の取
付ピンが折損する虞れなしとしない。However, when the steering wheel or steering mechanism reaches the turning limit by steering, the electric motor rotates in the turning limit direction due to its inertia even if no steering force is applied. However, for this reason, there is a risk that the steering wheel or the steering mechanism will reach the limit of rotation, and the mounting pin of the reduction gear provided on the output side of the electric motor will be broken.
【０００４】本発明はこのような不具合を解消するため
になされたものであり、主として操舵トルクで定まる電
動機駆動電流の指令値を減小補正するようにして機械部
品の破損を防止して信頼性を高め、また安全性を高めた
電動パワーステアリング装置を提供することを目的とす
る。The present invention has been made in order to solve such a problem, and prevents the damage of mechanical parts by reducing and correcting the command value of the electric motor drive current, which is mainly determined by the steering torque, to thereby improve the reliability. It is an object of the present invention to provide an electric power steering device that improves safety and safety.
【０００５】[0005]
【課題を解決するための手段】本発明に係る電動パワー
ステアリング装置は、操舵トルクを検出し、検出トルク
に応じた操舵補助力を電動機によって与える電動パワー
ステアリング装置において、操舵速度を検出する操舵速
度検出手段と、検出した操舵速度が所定値以上である場
合に前記電動機に与えるべき電流を減小補正する電流補
正手段とを備えることを基本的な特徴とする。SUMMARY OF THE INVENTION An electric power steering apparatus according to the present invention is a steering speed detecting a steering speed in an electric power steering apparatus for detecting a steering torque and applying a steering assist force according to the detected torque by an electric motor. A basic feature is provided with a detection means and a current correction means for reducing and correcting the current to be given to the electric motor when the detected steering speed is equal to or higher than a predetermined value.
【０００６】また前記電流補正手段は、操舵速度検出手
段が検出した操舵速度に応じて減小補正量を決定するも
のとする。The current correction means determines the reduction correction amount according to the steering speed detected by the steering speed detection means.
【０００７】更に前記電流補正手段は、検出された操舵
トルクに基いて定まる電動機の駆動電流指示値に応じて
減小補正量を決定するものとする。Further, the current correction means determines the reduction correction amount according to a drive current instruction value of the electric motor which is determined based on the detected steering torque.
【０００８】前述した基本的特徴の外に、舵角検出手段
と、検出舵角に基き舵角の増減を判断する手段と、検出
舵角が所定値以上であり、しかも舵角が増加方向である
場合に前記電動機電流の減小補正を可能ならしめる手段
とを更に設けることを第２の特徴とする。In addition to the basic characteristics described above, the rudder angle detecting means, the means for judging the increase or decrease of the rudder angle based on the detected rudder angle, the detected rudder angle is a predetermined value or more, and the rudder angle is in the increasing direction. A second feature is that a means for enabling reduction correction of the electric motor current in some cases is further provided.
【０００９】また前述した基本的特徴の外に、検出トル
クが所定値以上である場合に前記電動機電流の減小補正
を可能ならしめる手段を更に設けることを第３の特徴と
する。In addition to the above-mentioned basic characteristics, a third characteristic is that a means for enabling reduction correction of the electric motor current when the detected torque is a predetermined value or more is further provided.
【００１０】更に前述した基本的特徴の外に、車速セン
サと、該車速センサによって検出した車速が所定値以下
である場合に前記電動機電流の減小補正を可能ならしめ
る手段とを更に設けることを第４の特徴とする。In addition to the above-mentioned basic characteristics, a vehicle speed sensor and means for enabling reduction correction of the electric motor current when the vehicle speed detected by the vehicle speed sensor is below a predetermined value are further provided. The fourth characteristic.
【００１１】[0011]
【作用】操舵速度が所定値以上である場合に電動機駆動
電流を減小させることとすると、操舵速度が高速である
場合の電動機慣性が抑制され、回動限に達することが防
止される。特に減小補正量を操舵速度に応じて大きく定
め、或いは操舵トルクによって定まる駆動電流指示値が
大きいもの程、減小補正量を大きくすることとすれば、
慣性抑制効果が一層高まる。If the electric motor drive current is reduced when the steering speed is equal to or higher than a predetermined value, the inertia of the electric motor is suppressed when the steering speed is high, and the rotation limit is prevented. In particular, if the reduction correction amount is set to a large value according to the steering speed, or if the drive current instruction value determined by the steering torque is large, the reduction correction amount is set to a large value.
The inertia suppression effect is further enhanced.
【００１２】第２の特徴とする手段は回動限近くに達し
ていること及び操舵がその回動限方向へ向かっているこ
とを直接的に検出するから、無用の場合に操舵補助力が
抑制されることなく、回動限近くで確実に慣性を抑制す
ることができる。The second characteristic means directly detects that the rotation limit is approached and that the steering is moving toward the rotation limit direction, so that the steering assist force is suppressed when it is unnecessary. Inertia can be surely suppressed in the vicinity of the rotation limit without being damaged.
【００１３】第３，第４の特徴とする手段は回動限近く
にあることを間接的に検出する。即ち回動限近くまで操
舵するのは車庫入れ等、据え切り又はそれに近い場合で
あり、この場合は操舵トルクが極めて大きく、また車速
は零又は極めて低いのである。The third and fourth characteristic means indirectly detect that the rotation limit is approaching. That is, steering to near the turning limit is in the case of garage parking or the like where the steering wheel is stationary or close thereto, and in this case, the steering torque is extremely large and the vehicle speed is zero or extremely low.
【００１４】[0014]
【実施例】以下本発明をその実施例を示す図面に基いて
詳述する。図１は本発明の第１実施例のブロック図であ
る。図において１はマイクロプロセッサを用いてなる電
流制御部であり、この部分は機能ブロック図で示してあ
る。図示しない操舵輪に連なる操舵軸に設けられたトル
クセンサ３の出力は電流制御部１へ入力され、位相補償
部11で位相補償され、アシスト制御部14へ入力される。
一方角速度差検出部12へ入力され、検出トルクの角速度
差（微分値）が求められ、角速度差制御部13へ与えられ
る。トルクセンサ３は、また後述する舵角中点決定部22
へも入力される。DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described below in detail with reference to the drawings showing the embodiments thereof. FIG. 1 is a block diagram of a first embodiment of the present invention. In the figure, reference numeral 1 is a current control section using a microprocessor, and this section is shown in a functional block diagram. The output of the torque sensor 3 provided on the steering shaft connected to the steering wheel (not shown) is input to the current control unit 1, phase-compensated by the phase compensation unit 11, and input to the assist control unit 14.
On the other hand, it is input to the angular velocity difference detection unit 12, and the angular velocity difference (differential value) of the detected torque is obtained and given to the angular velocity difference control unit 13. The torque sensor 3 has a steering angle midpoint determining unit 22 which will be described later.
Is also entered.
【００１５】車速センサ４は自動車の車速を検出するも
のであり、その検出出力は電流制御部１へ入力され、前
述のアシスト制御部14, 舵輪戻し制御部24, 角速度差制
御部13及び舵角中点決定部22へ与えられる。アシスト制
御部14は車速をパラメータとするトルク（Ｔ）−電流
（ＩT ）特性を備えており、検出車速及びトルクに応じ
た電流値を決定し、特性選択器15及び操舵速度制限制御
部25へ入力する。The vehicle speed sensor 4 detects the vehicle speed of the vehicle, and its detection output is input to the current control unit 1, and the assist control unit 14, the steering wheel return control unit 24, the angular velocity difference control unit 13 and the steering angle are described above. It is given to the midpoint determining unit 22. The assist control unit 14 has a torque (T) -current ( IT ) characteristic with the vehicle speed as a parameter, determines a current value according to the detected vehicle speed and torque, and determines the characteristic selector 15 and the steering speed limit control unit 25. To enter.
【００１６】舵角センサ５は舵輪の回転量に応じた信号
を出力するものであり、センサ出力は電流制御部１へ入
力される。この信号は相対舵角検出部20へ与えられ、こ
こで回転量（相対舵角）が検出される。この回転量は操
舵速度検出部21, 舵角中点決定部22及び加算部23へ与え
られる。操舵速度検出部21は入力データの微分により操
舵速度を検出する。検出速度は操舵速度制限制御部25及
び舵角中点決定部22へ入力される。舵角中点決定部22は
検出車速が所定値以上，検出トルクが所定値以下，操舵
速度が所定値以下である状態（つまり高速走行中で保舵
しているような状態）をもって舵角が中点であるとする
論理で中点を決定し、これを加算部23へ与える。The steering angle sensor 5 outputs a signal corresponding to the amount of rotation of the steering wheel, and the sensor output is input to the current controller 1. This signal is given to the relative steering angle detection unit 20, and the rotation amount (relative steering angle) is detected here. This rotation amount is given to the steering speed detection unit 21, the steering angle midpoint determination unit 22 and the addition unit 23. The steering speed detector 21 detects the steering speed by differentiating the input data. The detected speed is input to the steering speed limit control unit 25 and the steering angle midpoint determination unit 22. The rudder angle midpoint determination unit 22 determines that the rudder angle is in a state where the detected vehicle speed is equal to or higher than a predetermined value, the detected torque is equal to or lower than a predetermined value, and the steering speed is equal to or lower than a predetermined value (that is, the steering wheel is held while traveling at high speed). The midpoint is determined by the logic that it is the midpoint, and this is given to the adder 23.
【００１７】加算部23は両入力の差を算出する。この算
出値は中点からの絶対舵角θとなっている。この舵角は
舵輪戻し制御部24へ与えられる。舵輪戻し制御部24は絶
対舵角θと電流Ｉとの関係を有しており、舵輪を戻す場
合のアシスト（助勢）のための電流値データを出力し、
これを特性選択器15へ与える。特性選択器15はアシスト
制御部14及び舵輪戻し制御部24のうちのいずれかを選択
して出力し、加算部16へ与える。The adder 23 calculates the difference between both inputs. This calculated value is the absolute steering angle θ from the midpoint. This steering angle is given to the steering wheel return control unit 24. The steering wheel return control unit 24 has a relationship between the absolute steering angle θ and the current I, and outputs current value data for assisting when returning the steering wheel.
This is given to the characteristic selector 15. The characteristic selector 15 selects and outputs one of the assist control unit 14 and the steering wheel return control unit 24, and gives it to the addition unit 16.
【００１８】角速度差制御部13は車速をパラメータとし
て検出トルクの微分値ΔＴとアシストのための電流値Ｉ
との関係を有しており、検出車速，トルク微分値に従っ
て電流値データを出力し、加算部16へ与える。加算部16
は特性選択器15からの入力との和を算出し、これを操舵
速度制限制御部25及び加算部17へ入力する。The angular velocity difference control unit 13 uses the vehicle speed as a parameter and the differential value ΔT of the detected torque and the current value I for assisting.
The current value data is output in accordance with the detected vehicle speed and the torque differential value, and the current value data is given to the addition unit 16. Adder 16
Calculates the sum with the input from the characteristic selector 15, and inputs this to the steering speed limit control unit 25 and the addition unit 17.
【００１９】操舵速度制限制御部25は本発明装置の要部
であり、加算部16の出力、つまり検出トルクで定まる電
動機駆動電流指令値をパラメータとして操舵速度（Δ
θ）と電流値（Ｉθ) との特性を有している。この特性
は操舵速度Δθが所定値以下の場合は不感帯域にあり、
それより大きい場合にリニアに増加する特性となってい
る。電流値Ｉθは電動機の駆動電流の減小補正値であ
り、アシスト制御部14等で決定される電流を減じる方向
の極性を有している。そして電流値Ｉθはアシスト制御
部14出力が大である程大きい値となっている。The steering speed limit control section 25 is a main part of the device of the present invention, and the steering speed (Δ
θ) and current value (Iθ). This characteristic is in the dead band when the steering speed Δθ is less than a predetermined value,
If it is larger than that, it has a characteristic of linearly increasing. The current value Iθ is a reduction correction value for the drive current of the electric motor, and has a polarity in the direction of reducing the current determined by the assist control unit 14 and the like. The current value Iθ is larger as the output of the assist control unit 14 is larger.
【００２０】このような操舵速度制限制御部25出力は加
算部17へ与えられ、加算部16出力との和がとられ（前述
した極性により、実際には加算部16出力から減算する）
加算部18へ与えられる。加算部18は電動機７の駆動電流
を検出する電流検出回路８出力をフィードバック情報と
して両者の差分を求めてPID 制御部19へ与える。The output of the steering speed limit controller 25 is given to the adder 17, and the sum of the output of the adder 16 and the output of the adder 16 is obtained (actually, the output from the adder 16 is subtracted by the polarity described above).
It is given to the addition unit 18. The adder 18 uses the output of the current detection circuit 8 for detecting the drive current of the electric motor 7 as feedback information to obtain the difference between the two and gives it to the PID controller 19.
【００２１】PID 制御部19はこの入力に基いて差分解消
に必要な電流値を演算し、モータ駆動回路６へ出力す
る。モータ駆動回路６はPID 制御部19からの制御信号に
従い電動機を駆動する。Based on this input, the PID control unit 19 calculates the current value required for eliminating the difference and outputs it to the motor drive circuit 6. The motor drive circuit 6 drives the electric motor according to the control signal from the PID control unit 19.
【００２２】図２は電流制御部１における電動機駆動電
流の操舵速度制限制御に関する部分の処理手順を示すフ
ローチャートである。舵角センサ５出力θN を読込み(S
1)、前回の読込値θN-1 (S2)との差Δθ、つまり操舵速
度を算出する(S3)。これをθ K （操舵速度制限制御部25
の特性の不感帯幅値）と比較し(S4)、それより大である
場合は両者の差θI を算出する(S5)。そしてＩθ＝−
（θI ・ＩT ）／ＫZ として制限電流Ｉθを算出する(S
6)。FIG. 2 shows the electric motor drive voltage in the current control unit 1.
Flow chart showing the processing procedure of the part related to the steering speed limit control
It is a row chart. Steering angle sensor 5 output θNRead (S
1), last read value θN-1(S2) difference Δθ, that is, steering speed
Calculate the degree (S3). This is θ K(Steering speed limit control unit 25
(S4), which is larger than
In case of the difference θIIs calculated (S5). And Iθ =-
(ΘI・ IT) / KZThe limiting current Iθ is calculated as (S
6).
【００２３】ここにＩT ／ＫZ はΔθ対Ｉθの特性の勾
配を表し、ＩT はアシスト制御部14出力, ＫZ は定数で
ある。次にＩM ＝ＩT ＋Ｉθとして制限した目標値を算
出する(S7)。一方Δθ≦θK の場合は不感帯内であるの
で、ＩM ＝ＩT (S8)としてリターンする。なお上述の説
明では簡便のために角速度差制御部13出力及び舵輪戻し
制御部24出力は無視してある。Here, I T / K Z represents the gradient of the characteristic of Δθ vs. Iθ, I T is the output of the assist control unit 14, and K Z is a constant. Then calculates a target value limit as I M = I T + Iθ ( S7). On the other hand, in the case of Δθ ≦ θ K , it is in the dead zone, so that I M = IT (S8) is returned. In the above description, the output of the angular velocity difference control unit 13 and the output of the steering wheel return control unit 24 are ignored for simplicity.
【００２４】図３は操舵速度検出に電動機７に併設した
回転センサ71を用いた本発明の第２の実施例のブロック
図である。回転センサ71出力は電流制御部１へ入力さ
れ、その相対舵角検出部20a,操舵速度検出部21a で前記
実施例と同様の検出が行われ、操舵速度Δθが操舵速度
制限制御部25へ与えられる。その他、図１に対応する部
分は同符号を付して説明を省略する。第１，第２実施例
において、操舵速度制限制御部25におけるΔθ対Ｉθ特
性は前述の実施例に限るものではない。即ちＩθはΔθ
に対してリニアに変化する必要はなく、またアシスト制
御部14出力に依存するものでなくともよい。FIG. 3 is a block diagram of a second embodiment of the present invention in which a rotation sensor 71 provided in parallel with the electric motor 7 is used to detect the steering speed. The output of the rotation sensor 71 is input to the current control unit 1, and the relative steering angle detection unit 20a and the steering speed detection unit 21a perform the same detection as in the above embodiment, and the steering speed Δθ is given to the steering speed limit control unit 25. To be The other parts corresponding to those in FIG. In the first and second embodiments, the .DELTA..theta. Vs. I.theta. Characteristics in the steering speed limit control unit 25 are not limited to those in the above-mentioned embodiments. That is, Iθ is Δθ
It is not necessary to change linearly with respect to, and it does not have to depend on the output of the assist control unit 14.
【００２５】図４は本発明の第３実施例を示す。この実
施例は操舵位置が回動限近くであり、且つ操舵方向が回
動限方向である場合に操舵制限を行うものである。加算
部23によって検出された絶対舵角及び操舵速度検出部21
出力が回動限検出部26へ入力されている。回動限検出部
26は絶対舵角が所定値以上を示し、しかも回動限方向へ
向かう操舵が行われている場合に操舵の制限を行わせる
ものであり、その場合に操舵速度制限制御部25へ操舵速
度Δθを出力する。操舵速度制限制御部25はこの操舵速
度Δθに基き制限電流Ｉθを求めて加算部17へ出力す
る。他の構成は第１実施例と同様であるので同符号を付
して説明を省略する。FIG. 4 shows a third embodiment of the present invention. In this embodiment, steering is limited when the steering position is near the rotation limit and the steering direction is the rotation limit direction. Absolute steering angle and steering speed detection unit 21 detected by the addition unit 23
The output is input to the rotation limit detector 26. Rotation limit detector
Reference numeral 26 is for limiting the steering when the absolute steering angle is equal to or greater than a predetermined value and steering is being performed in the turning limit direction. In that case, the steering speed limit control unit 25 is operated to control the steering speed Δθ. Is output. The steering speed limit control unit 25 obtains the limiting current Iθ based on the steering speed Δθ and outputs it to the adding unit 17. The other structure is similar to that of the first embodiment, and therefore the same reference numerals are given and the description thereof is omitted.
【００２６】図５は第３実施例の操舵速度制限制御に係
る処理手順のフローチャートである。ステップS1〜S5は
第１実施例と同様である。ステップS6では絶対舵角が所
定値以上であるか否かを調べる。所定値未満である場合
はステップS10(ＩM ＝ＩT とする）へ進む。所定値以上
である場合は切込み（回動限方向への操舵）時か否かを
調べる（S7）。これは操舵速度検出部21の検出速度Δθ
の方向（右方向又は左方向）により判定できる。切込み
時でない場合はステップS10 へ進む。切込み時である場
合は図２のステップS6, S7同様にＩθ，ＩM を算出する
(S8,S9) 。FIG. 5 is a flowchart of the processing procedure relating to the steering speed limit control of the third embodiment. Steps S1 to S5 are the same as in the first embodiment. In step S6, it is checked whether or not the absolute steering angle is a predetermined value or more. If less than the predetermined value the flow proceeds to step S10 (a I M = I T). If it is equal to or more than the predetermined value, it is checked whether or not it is a cut (steering toward the rotation limit direction) (S7). This is the detection speed Δθ of the steering speed detection unit 21.
Can be determined by the direction (right direction or left direction). If it is not the cut time, the process proceeds to step S10. In the case of cutting, Iθ and I M are calculated as in steps S6 and S7 of FIG.
(S8, S9).
【００２７】図６は第４実施例を示し、この実施例は操
舵が回動限に近い可能性があることをトルクが所定値よ
り大きいこと、及び車速が所定値より小さいことを加味
して判定するものである。これは車庫入れ，縦列駐車等
の状態を想定している。なおトルク，車速の一方のみの
条件を加味するだけでもよい。図６において27,28 はい
ずれも比較器であり、夫々検出トルク及び検出車速を所
定値と比較し、検出車速が所定値以下かつ検出トルクが
所定値以上の場合に操舵速度制限制御部25へ電流制限を
許可する。FIG. 6 shows a fourth embodiment. This embodiment takes into consideration that the steering may be close to the turning limit, the torque is larger than a predetermined value, and the vehicle speed is smaller than the predetermined value. It is a judgment. This is intended for garage parking, parallel parking, etc. It should be noted that it is also possible to add only one of the conditions of torque and vehicle speed. In FIG. 6, 27 and 28 are comparators, respectively, which compare the detected torque and the detected vehicle speed with a predetermined value, and when the detected vehicle speed is less than the predetermined value and the detected torque is more than the predetermined value, to the steering speed limit control unit 25. Allow current limit.
【００２８】図７は第４実施例の操舵速度制限制御の処
理手順を示すフローチャートである。ステップS1〜S5ま
では第１実施例と同様である。ステップS6，S7で検出車
速，トルクを所定値と比較し車速が所定値以下であり、
トルクが所定値以上である場合に電流制限を行なう（S
8，S9）。それ以外の場合はＩM ＝ＩT とする（S10)。FIG. 7 is a flow chart showing the processing procedure of the steering speed limit control of the fourth embodiment. Steps S1 to S5 are the same as in the first embodiment. In steps S6 and S7, the detected vehicle speed and torque are compared with a predetermined value, and the vehicle speed is equal to or less than the predetermined value,
If the torque is equal to or higher than the predetermined value, the current is limited (S
8, S9). Otherwise the I M = I T (S10) .
【００２９】[0029]
【発明の効果】以上の如き本発明による場合は、回動限
に近い状態下では電動機の駆動電流が抑制され、これに
伴い電動機の慣性が抑制され、操舵機構に衝撃を与えな
い。従って電動機の減速ギヤのピン折損等の危険性が回
避でき、信頼性，安全性の高い電動パワーステアリング
装置が実現できる。As described above, according to the present invention, the drive current of the electric motor is suppressed under a state close to the rotation limit, the inertia of the electric motor is suppressed accordingly, and the steering mechanism is not impacted. Therefore, the risk of pin breakage of the reduction gear of the electric motor can be avoided, and an electric power steering device with high reliability and safety can be realized.
【図１】第１実施例の機能ブロック図である。FIG. 1 is a functional block diagram of a first embodiment.
【図２】第１実施例のフローチャートである。FIG. 2 is a flowchart of the first embodiment.
【図３】第２実施例の機能ブロック図である。FIG. 3 is a functional block diagram of a second embodiment.
【図４】第３実施例の機能ブロック図である。FIG. 4 is a functional block diagram of a third embodiment.
【図５】第３実施例のフローチャートである。FIG. 5 is a flowchart of a third embodiment.
【図６】第４実施例の機能ブロック図である。FIG. 6 is a functional block diagram of a fourth embodiment.
【図７】第４実施例のフローチャートである。FIG. 7 is a flowchart of a fourth embodiment.
１ 電流制御部 ３ トルクセンサ ４ 車速センサ ５ 舵角センサ ７ 電動機 25 操舵速度制限制御部 1 current control unit 3 torque sensor 4 vehicle speed sensor 5 steering angle sensor 7 electric motor 25 steering speed limit control unit
───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.5 識別記号 庁内整理番号 ＦＩ 技術表示箇所 Ｂ６２Ｄ 119:00 ─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. 5 Identification code Office reference number FI technical display location B62D 119: 00
Claims (6)
た操舵補助力を電動機によって与える電動パワーステア
リング装置において、 操舵速度を検出する操舵速度検出手段と、 検出した操舵速度が所定値以上である場合に前記電動機
に与えるべき電流を減小補正する電流補正手段とを備え
ることを特徴とする電動パワーステアリング装置。1. An electric power steering apparatus for detecting a steering torque and applying a steering assist force according to the detected torque by an electric motor, wherein a steering speed detecting means for detecting a steering speed and a detected steering speed are equal to or higher than a predetermined value. An electric power steering apparatus comprising: a current correction unit that corrects a current to be applied to the electric motor in this case.
が検出した操舵速度に応じて減小補正量を決定するもの
である請求項１記載の電動パワーステアリング装置。2. The electric power steering apparatus according to claim 1, wherein the current correction means determines the reduction correction amount according to the steering speed detected by the steering speed detection means.
ルクに基いて定まる電動機の駆動電流指示値に応じて減
小補正量を決定するものである請求項２記載の電動パワ
ーステアリング装置。3. The electric power steering apparatus according to claim 2, wherein the current correction means determines the reduction correction amount according to a drive current instruction value of the electric motor which is determined based on the detected steering torque.
ある場合に、前記電動機電流の減小補正を可能ならしめ
る手段とを具備する請求項１記載の電動パワーステアリ
ング装置。4. A steering angle detecting means, a means for judging an increase or decrease of the steering angle based on the detected steering angle, and a motor current when the detected steering angle is a predetermined value or more and the steering angle is in an increasing direction. 2. The electric power steering apparatus according to claim 1, further comprising means for enabling reduction correction of the above.
記電動機電流の減小補正を可能ならしめる手段を具備す
る請求項１記載の電動パワーステアリング装置。5. The electric power steering apparatus according to claim 1, further comprising means for enabling reduction correction of the electric motor current when the detected torque is a predetermined value or more.
場合に前記電動機電流の減小補正を可能ならしめる手段
とを具備する請求項１記載の電動パワーステアリング装
置。6. The electric power steering apparatus according to claim 1, further comprising: a vehicle speed sensor; and means for enabling reduction correction of the electric motor current when the vehicle speed detected by the vehicle speed sensor is equal to or lower than a predetermined value.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP13069993A JP3741449B2 (en) | 1993-06-01 | 1993-06-01 | Electric power steering device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP13069993A JP3741449B2 (en) | 1993-06-01 | 1993-06-01 | Electric power steering device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH06340270A true JPH06340270A (en) | 1994-12-13 |
| JP3741449B2 JP3741449B2 (en) | 2006-02-01 |
Family
ID=15040510
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP13069993A Expired - Fee Related JP3741449B2 (en) | 1993-06-01 | 1993-06-01 | Electric power steering device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3741449B2 (en) |
Cited By (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| AU703077B2 (en) * | 1995-11-15 | 1999-03-11 | Asahi Kasei Emd Corporation | Hybrid polymeric electrolyte and non-aqueous electrochemical device comprising the same |
| JPH1178942A (en) * | 1997-09-08 | 1999-03-23 | Koyo Seiko Co Ltd | Automatic steering device |
| JP2003276635A (en) * | 2002-01-15 | 2003-10-02 | Koyo Seiko Co Ltd | Electric power steering device and absolute steering angle detection device |
| JP2003529480A (en) * | 1999-09-17 | 2003-10-07 | デルファイ・テクノロジーズ・インコーポレーテッド | Mobile terminal impact management system |
| JP2006248252A (en) * | 2005-03-08 | 2006-09-21 | Nsk Ltd | Control device of electric power steering device |
| JP2006315439A (en) * | 2005-05-10 | 2006-11-24 | Honda Motor Co Ltd | Electric steering device |
| JP2007050769A (en) * | 2005-08-18 | 2007-03-01 | Nsk Ltd | Vehicular traveling controller |
| JP2007223456A (en) * | 2006-02-23 | 2007-09-06 | Nsk Ltd | Control device of electric power steering device |
| EP1955925A1 (en) * | 2007-02-08 | 2008-08-13 | ZF-Lenksysteme GmbH | Method for operating the steering system in a motor vehicle |
| JP2009029267A (en) * | 2007-07-27 | 2009-02-12 | Jtekt Corp | Electric power steering device |
| JP2011036119A (en) * | 2009-07-06 | 2011-02-17 | Jtekt Corp | Motor control device and vehicle steering apparatus |
| JP2015123807A (en) * | 2013-12-25 | 2015-07-06 | 株式会社ショーワ | Electric power steering device |
| EP3798097A1 (en) * | 2019-09-26 | 2021-03-31 | Jtekt Corporation | Steering control device |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| JP7014028B2 (en) | 2018-04-19 | 2022-02-15 | 株式会社デンソー | Steering control device |
-
1993
- 1993-06-01 JP JP13069993A patent/JP3741449B2/en not_active Expired - Fee Related
Cited By (16)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| AU703077B2 (en) * | 1995-11-15 | 1999-03-11 | Asahi Kasei Emd Corporation | Hybrid polymeric electrolyte and non-aqueous electrochemical device comprising the same |
| JPH1178942A (en) * | 1997-09-08 | 1999-03-23 | Koyo Seiko Co Ltd | Automatic steering device |
| JP2003529480A (en) * | 1999-09-17 | 2003-10-07 | デルファイ・テクノロジーズ・インコーポレーテッド | Mobile terminal impact management system |
| JP2003276635A (en) * | 2002-01-15 | 2003-10-02 | Koyo Seiko Co Ltd | Electric power steering device and absolute steering angle detection device |
| JP4639861B2 (en) * | 2005-03-08 | 2011-02-23 | 日本精工株式会社 | Control device for electric power steering device |
| JP2006248252A (en) * | 2005-03-08 | 2006-09-21 | Nsk Ltd | Control device of electric power steering device |
| JP4642544B2 (en) * | 2005-05-10 | 2011-03-02 | 本田技研工業株式会社 | Electric steering device |
| JP2006315439A (en) * | 2005-05-10 | 2006-11-24 | Honda Motor Co Ltd | Electric steering device |
| JP2007050769A (en) * | 2005-08-18 | 2007-03-01 | Nsk Ltd | Vehicular traveling controller |
| JP2007223456A (en) * | 2006-02-23 | 2007-09-06 | Nsk Ltd | Control device of electric power steering device |
| EP1955925A1 (en) * | 2007-02-08 | 2008-08-13 | ZF-Lenksysteme GmbH | Method for operating the steering system in a motor vehicle |
| JP2009029267A (en) * | 2007-07-27 | 2009-02-12 | Jtekt Corp | Electric power steering device |
| JP2011036119A (en) * | 2009-07-06 | 2011-02-17 | Jtekt Corp | Motor control device and vehicle steering apparatus |
| JP2015123807A (en) * | 2013-12-25 | 2015-07-06 | 株式会社ショーワ | Electric power steering device |
| EP3798097A1 (en) * | 2019-09-26 | 2021-03-31 | Jtekt Corporation | Steering control device |
| US11724732B2 (en) | 2019-09-26 | 2023-08-15 | Jtekt Corporation | Steering control device |
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