WO2011062145A1 - 電動パワーステアリング装置 - Google Patents
電動パワーステアリング装置 Download PDFInfo
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- WO2011062145A1 WO2011062145A1 PCT/JP2010/070322 JP2010070322W WO2011062145A1 WO 2011062145 A1 WO2011062145 A1 WO 2011062145A1 JP 2010070322 W JP2010070322 W JP 2010070322W WO 2011062145 A1 WO2011062145 A1 WO 2011062145A1
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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
- B62D5/046—Controlling the motor
- B62D5/0463—Controlling the motor calculating assisting torque from the motor based on driver input
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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
- B62D5/046—Controlling the motor
- B62D5/0466—Controlling the motor for returning the steering wheel to neutral position
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- 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
- B62D6/008—Control of feed-back to the steering input member, e.g. simulating road feel in steer-by-wire applications
Definitions
- the present invention transmits the power of an actuator such as a motor (electric motor) to the steering system as a steering assist force (steering assist force) when the vehicle is steered by the steering wheel (steering wheel), and the driver operates the steering wheel.
- an actuator such as a motor (electric motor)
- the present invention relates to an electric power steering apparatus that reduces the burden.
- a power steering device which generates a steering assist force so that the vehicle can be turned with a light operating force of a steering wheel.
- rotational resistance acting on the steering shaft at the time of steering rotation (steering) of the steering wheel acts on the steering shaft at the time of stationary steering wheel.
- the hydraulic pressure is generated to resist the spring force that constantly presses the rack guide so that it is smaller than the rotational resistance, and the hydraulic pressure is reduced during turning to reduce the pressure on the pinion (steering shaft) Equipped with a preload device.
- the hydraulic power steering apparatus is configured such that the hydraulic pressure according to the vehicle speed is applied to the rack guide portion only in the neutral region of the steering wheel, In addition to preventing wandering, a friction resistance (friction) is applied to the rack shaft according to the vehicle speed to suppress the vibration transmitted to the steering handle from the wheel side, while the steering handle exceeds the neutral region
- a friction resistance is applied to the rack shaft according to the vehicle speed to suppress the vibration transmitted to the steering handle from the wheel side, while the steering handle exceeds the neutral region
- the application of the hydraulic pressure to the rack guide portion is stopped to provide a hydraulic pressing mechanism capable of light steering.
- a rack guide for pressing a rack toward a pinion, a spring for constantly applying a constant pressing force to the rack guide, and the rack guide according to an increase in hydraulic pressure The pressing force by the rack guide is reduced by lowering the hydraulic pressure when operating the steering so that light steering can be performed, and the hydraulic pressure is increased when steering is neutral. Thus, the pressing force by the rack guide is kept high to improve the steering stability.
- frictional resistance hereinafter referred to as friction
- the disturbance from the road surface is suppressed, steering becomes stable and steering becomes easy.
- the steering operation is performed as in the case of turning travel with a constant turning radius (referred to as turning holding steering) or straight traveling.
- the friction imparted to the steering handle is relatively large when the steering handle is at rest.
- assist gain the gain of the steering assist force of the power steering
- assist gain the gain of the steering assist force of the power steering
- the steering assist force acts as in the turn holding steering
- the stabilization effect of the rudder by the friction is due to the steering assist force It is offset and reduced to 1 / (1 + GA).
- friction loss vibration loss
- the friction acting on the handle is relatively small.
- the magnitude of the friction acting on the steering handle can be changed by the pressing force by the rack guide. It is comprised so that it can adjust by making it do.
- Japanese Patent No. 3840310 discloses a motor angular velocity sensor based on the consideration that the motor output may be generated in the same direction as the motor rotation direction in order to cancel the friction acting in the direction against the motor rotation direction.
- An electric power steering apparatus is disclosed that is configured to select the polarity of the friction compensation value so as to detect the motor rotation direction and generate a motor output in the same direction.
- the electric power steering apparatus according to Japanese Patent No. 3840310 is not a technology for electrically applying friction, but is a technology for electrically counteracting (canceling out) friction.
- the friction is a problem that the driver feels as resistance when the steering wheel is cut, and the self aligning torque (SAT) is the friction when the steering wheel is returned.
- SAT self aligning torque
- the present invention has been made in consideration of the above-described background art and problems, and provides an electric power steering apparatus that electrically generates mechanical friction suitable for the operation of a steering wheel during driving of a vehicle.
- the purpose is to
- the present invention operates when the steering handle is at least in a stationary state or in a stationary state, such as during cornering of a curve having a constant radius of gyration (referred to as cornering and holding) or when traveling straight. It is an object of the present invention to provide an electric power steering apparatus which electrically generates and applies appropriate friction to the operation of a directional steering wheel and improves the stability of steering.
- the electric power steering apparatus determines the target current value by the assist control unit based on the steering torque value detected by the steering torque sensor according to the operation of the steering wheel, and the motor based on the target current value.
- a friction control unit for determining a friction torque value based on the steering torque value, and the steering torque value for the friction torque A first friction generation unit configured to generate a corrected steering torque value corrected by a value, and the assist control unit determines a first corrected target current value to be replaced with the target current value based on the corrected steering torque value (See, for example, FIG. 4B and FIG. 5).
- the assist control unit that determines the target current value of the motor based on the steering torque value determines the first target current value based on the corrected steering torque value obtained by correcting the steering torque value with the friction torque value. Therefore, mechanical friction can be electrically generated and applied to the operation of the steering handle.
- a friction torque-current conversion unit that converts the friction torque value into a friction current value, and a target current that generates a second correction target current value obtained by correcting the first correction target current value with the friction current value.
- the steering wheel is at least in a stationary state, as in the case of turning and traveling with a constant turning radius (referred to as turning and holding steering) or straight traveling by providing the correction unit (see FIGS. 2 and 4D)
- the electric power steering apparatus determines the target current value by the assist control unit based on the steering torque value detected by the steering torque sensor according to the operation of the steering wheel, and the motor based on the target current value.
- a friction control unit for determining a friction torque value based on the steering torque value, and the friction torque value
- a target current correction unit for generating a correction target current value obtained by correcting the target current value with the friction current value (for example, FIG. 4C, FIG. 6).
- the assist control unit that determines the target current value of the motor based on the steering torque value converts the target current value into a friction current value (a friction torque value determined based on the steering torque value). Since the drive control of the motor is performed based on the correction target current value corrected by the friction current value), mechanical friction can be electrically generated and applied to the operation of the steering handle. As a result, since it is possible to electrically generate and apply mechanical friction to the operation of the steering wheel when traveling straight ahead, the stability of steering can be improved.
- the friction torque value when the friction control unit determines the friction torque value when determining the friction torque value, the friction torque value is simply determined as the friction torque value to electrically simplify the friction torque. The value can be determined.
- FIG. 6 is a functional block diagram of a target current calculation unit in the electric power steering apparatus.
- FIG. 7 is a functional block diagram of a friction control unit in the target current calculation unit.
- FIG. 4A is a steering angle steering force characteristic graph according to the best mode when the friction torque value and the current value are applied
- FIG. 4B is a steering angle steering force characteristic characteristic when the friction torque value is applied
- FIG. 4D is a steering angle steering force characteristic diagram of a comparative example when the current value is applied.
- FIG. 7 is a functional block diagram of another example of the target current calculation unit in the electric power steering apparatus.
- FIG. 16 is a functional block diagram of yet another example of the target current calculation unit in the electric power steering apparatus.
- FIG. 1 is a block diagram of an electric power steering apparatus 100 according to an embodiment of the present invention.
- the electric power steering apparatus 100 includes a steering shaft 1 connected to a steering handle 2.
- the steering shaft 1 is configured by connecting a main steering shaft 3 integrally coupled to the steering handle 2 and a pinion shaft 5 provided with a pinion 7 of a rack and pinion mechanism by a universal joint 4.
- the pinion shaft 5 is supported at its lower, middle and upper portions by bearings 6 a, 6 b and 6 c, and the pinion 7 is provided at the lower end of the pinion shaft 5.
- the pinion 7 meshes with rack teeth 8a of a rack shaft 8 capable of reciprocating in the vehicle width direction, and left and right front wheels 10 as steered wheels are connected to both ends of the rack shaft 8 via tie rods 9.
- a normal rack-and-pinion type steering operation can be performed at the time of steering of the steering handle 2, and the front wheel 10 can be steered to change the direction of the vehicle.
- the rack shaft 8, the rack teeth 8a, and the tie rods 9 constitute a steering mechanism.
- the electric power steering apparatus 100 further includes a motor 11 for supplying a steering assist force to the pinion shaft 5 for reducing the steering force by the steering handle 2.
- a worm gear 12 provided on the output shaft of the motor 11. Is engaged with a worm wheel gear 13 provided below the bearing 6 b in the middle of the pinion shaft 5.
- a magnetostrictive known steering torque sensor 30 is disposed between the bearing 6b in the middle portion of the pinion shaft 5 and the bearing 6c in the upper portion to detect torque based on a change in magnetic characteristics caused by magnetostriction. There is.
- the magnetostrictive steering torque sensor 30 is disposed opposite to the first magnetostrictive film 31 and the first magnetostrictive film 31 and the second magnetostrictive film 32 annularly provided on the outer circumferential surface of the pinion shaft 5 along the entire circumferential direction.
- the first detection coil 33a and the second detection coil 33b, and the third detection coil 34a and the fourth detection coil 34b disposed opposite to the second magnetostrictive film 32, are connected to the first to fourth detection coils 33a to 34b.
- the detection circuit 35 is a main component.
- the first and second magnetostrictive films 31 and 32 are metal films made of a material having a large change in magnetic permeability with respect to strain, and for example, a Ni-Fe alloy film formed on the outer periphery of the pinion shaft 5 by plating. It consists of
- the first magnetostrictive film 31 is configured to have magnetic anisotropy in a direction inclined by about 45 degrees with respect to the axis of the pinion shaft 5, and the second magnetostrictive film 32 is formed of a magnetic different material of the first magnetostrictive film 31.
- the magnetic anisotropy is provided in the direction inclined by about 90 degrees with respect to the direction of the directionality. That is, the magnetic anisotropy of the two magnetostrictive films 31 and 32 are out of phase with each other by about 90 degrees.
- the first detection coil 33 a and the second detection coil 33 b are coaxially arranged around the first magnetostrictive film 31 with a predetermined gap therebetween.
- the third detection coil 34 a and the fourth detection coil 34 b are coaxially arranged around the second magnetostrictive film 32 with a predetermined gap therebetween.
- the detection circuit 35 converts the change in inductance of the detection coil into failure detection signals VT1 and VT2 and a torque signal (hereinafter referred to as a steering torque value) VT3 and outputs it to an ECU (electronic control unit) 50.
- the target current calculation unit 50A configured as a part of functions of the ECU 50 is a steering torque value VT3 that outputs a steering torque value VT3, a rotational speed sensor 14 that detects a rotational speed Nm of the motor 11, and a traveling speed (vehicle speed) of the vehicle.
- the target current value Itar is calculated based on the outputs of the vehicle speed sensor 16 for detecting Vs and the steering angle sensor 17 for detecting the steering angle ⁇ s of the steering wheel 2, and the calculated target current value Itar flows in the motor 11
- the steering assist force is generated by controlling the drive of the motor 11 so as to coincide with Im, and the function of reducing the steering force by the steering wheel 2 is provided.
- the ECU 50 includes a microcomputer including a CPU, a ROM, a RAM, an input / output interface such as an A / D converter, a D / A converter, etc., a timer, etc. By executing the stored program, it operates as various functional units to drive and control the motor 11 and the like.
- FIG. 2 is a functional block diagram (target current calculation block diagram) of a target current calculation unit 50A of the ECU 50 for calculating a target current value Itar supplied to the motor 11 to generate a steering assist force.
- target current calculation block diagram a target current calculation unit 50A of the ECU 50 for calculating a target current value Itar supplied to the motor 11 to generate a steering assist force.
- the target current calculation unit 50A calculates an assist current value Ia (basic assist current based on the steering torque value VT3 and the vehicle speed Vs. Value, and the torque derivative value obtained by differentiating the steering torque value VT3 to compensate for the inertia of the motor 11, the inertia current value based on the vehicle speed Vs and the steering torque value VT3.
- Ia basic assist current
- damper control unit 53 that calculates damper current value Id based on rotational speed Nm of motor 11, steering torque value VT3 and vehicle speed Vs to improve convergence of the vehicle.
- the assist control unit 51 generally has a characteristic of decreasing the gain as the vehicle speed Vs increases and increasing the gain as the steering torque value VT3 increases. As a result, the assist current value Ia generally increases as the steering torque value VT3 increases, and decreases as the vehicle speed Vs increases.
- the inertia control unit 52 has a characteristic that compensates for the decrease in responsiveness due to the inertia of the rotor of the motor 11, and mainly calculates the inertia current value Ii according to the torque differential value of the steering torque value VT3.
- the inertia current value Ii is added to the assist current value Ia by a current value calculator 58 (current value adder / subtractor, current value adder / subtractor).
- the damper control unit 53 includes a table that suppresses the rotational speed of the motor 11, and mainly calculates a damper current value Id that increases as the motor rotational speed Nm increases.
- the damper current value Id is subtracted from the assist current value Ia by the current value calculator 58.
- the convergence of the steering wheel 2 is improved by the steering damper effect.
- the target current calculation unit 50A has a steering wheel return control unit 56 that calculates the steering wheel return current value Ib based on the steering angle ⁇ s, the steering torque value VT3 and the vehicle speed Vs, in order to improve the steering wheel return.
- the steering wheel return control unit 56 has a characteristic for causing the steering steering wheel 2 to return straight by SAT when the steering wheel 2 is returned, and calculates the steering wheel return current value Ib.
- the steering wheel return current value Ib is subtracted from the assist current value Ia2 by the current value subtractor 60 (current value subtraction unit).
- the friction control unit 54 calculates the friction torque value VTfrin in a pseudo (electrically) manner by performing control (PID control) so that the motor rotational speed Nm matches the target value "0".
- Controller 541 prseudo friction torque value calculation unit
- the characteristic 102 for determining the applied friction based on the motor rotation speed Nm it is possible to vary, but here a constant value independent of the motor rotation speed Nm
- the ratio output by the characteristic 103 according to the steering torque value VT3 (values 0 to 1: the characteristic that the ratio value approaches the value 1 when the steering torque VT3 increases)
- a torque ratio section 543 for changing the applied friction through the multiplier 70.
- the friction torque value variable unit 545 proportionally outputs the friction torque value VTfrin supplied to the input port 74 according to the inclination of the characteristic 110 when the value is small, and when the value is large, the predetermined value Restrict to and output.
- the characteristic when the vehicle speed Vs is high, the characteristic is limited to 110max, and when the vehicle speed Vs is low, the characteristic is limited to 110min.
- the inclination of the characteristic 110 is changed in accordance with the vehicle speed Vs, the steering torque VT3 and the motor rotational speed Nm, or the inclination is not linear. It can also be a curve.
- the friction torque value VTfr calculated by the friction control unit 54 and output via the friction torque value variable unit 545 is supplied to the reduction port of the torque value subtractor 57 (torque value subtraction unit), and the friction torque value / current
- the friction current value Ifr is converted through the value conversion unit 55, and is supplied to the reduction port of the current value subtractor 59 (current value subtraction unit).
- the friction current value Ifr calculated by the friction torque value-current value conversion unit 55 is subtracted by the current value calculator 58 from the assist current value Ia1 obtained from the assist current value Ia, the inertia current value Ii and the damper current value Id.
- an assist current value Ia2 generated by superimposing a torque that resists the steering of the steering wheel 2 by the driver is calculated.
- a current obtained by subtracting the steering wheel return current value Ib from the assist current value Ia2 by the current value subtractor 60 is supplied to the motor 11 as a target current value Itar. Thereby, when the steering handle 2 is cut, mechanical friction can be electrically applied.
- the friction applied to the steering system including the steering wheel 2 by the friction current value Ifr is effectively applied when the steering assist force at the time of straight traveling etc. is not generated, but at the time of turning and holding When the steering assist force is generated as in the above, the assist gain GA of the assist control unit 51 reduces to 1 / (1 + GA).
- the torque value subtractor 57 subtracts the friction torque value VTfr calculated by the friction control unit 54 from the steering torque VT3.
- the assist current value Ia calculated in the assist control unit 51 always changes by an amount obtained by multiplying the friction torque value VTfr by the assist gain GA, and when it is combined with the friction current value Ifr, regardless of the gain GA of the assist control unit 51 Uniform mechanical friction can be applied electrically.
- FIG. 4D shows a steering angle steering force characteristic 128 as a comparative example.
- FIG. 4A shows the steering angle steering force characteristic 122 of the embodiment adopting the target current calculation unit 50A of the best mode (best mode) of the above-mentioned FIG. 2 example.
- the steering force Fs (the driver's steering force), which increases in proportion to the steering angle ⁇ s at the time of turning, is taken as a good linearity steering force Fs. Since the steering assist force is reduced by the friction torque value VTfr, a firm hysteresis is imparted to the steering assist force, and the steering force Fs has good linearity, which decreases in proportion to the steering angle ⁇ s at the time of return.
- Appropriate friction (friction in which the steering angle steering force characteristic is linearly characteristic in a linear function) can be provided in the range of the entire steering angle ⁇ s.
- the electric power steering apparatus 100 adopting the target current calculation unit 50A of FIG. 2, the reduction of the friction imparted by the friction current value Ifr by the assist GA by the assist control unit 51 at the time of turning and holding etc. Since the friction torque value VTfr is subtracted from the steering torque value VT3 in order to compensate, a reduction in friction can be prevented.
- the steering angle steering force characteristic 124 of FIG. 4B shows the characteristic of the electric power steering apparatus having the target current calculation unit 50B according to the other embodiment shown in FIG.
- this target current calculation unit 50B since the friction torque value / current value conversion unit 55 is omitted and the friction current value Ifr is set to a zero value, it is not possible to provide appropriate friction in the vicinity of the neutral position of the steering angle ⁇ s. Since an appropriate friction can be given at the time of turning and holding etc. by the friction torque value VTfr, a certain effect can be achieved as compared with the characteristic 128 of FIG. 4D of the comparative example.
- the steering angle steering force characteristic 126 of FIG. 4C shows the characteristic of the electric power steering apparatus having the target current calculation unit 50C according to still another embodiment shown in FIG.
- the target current calculation unit 50C is configured not to subtract the friction torque value VTfr from the steering torque value VT3 (the torque value subtractor 57 can be omitted), so an appropriate friction is given during turning and steering etc. Although it can not be performed, an appropriate friction can be given in the vicinity of the neutral position of the steering angle ⁇ s by the friction current value Ifr, and therefore, a certain effect is exhibited as compared with FIG. 4D of the comparative example.
- the torque value subtractor 57 can be omitted.
- the predetermined range 120 of the steering force Fr is a range in which the steering force Fr changes linearly with respect to the steering angle ⁇ s. This is a range in which the steering assist force is proportionally applied according to the steering angle ⁇ s.
- the electric power steering apparatus 100 basically determines the target current value Itar based on the steering assist current value Ia calculated by the assist control unit 51 based on the value VT3, and drives and controls the motor 11 based on the target current value Itar.
- the friction control unit 54 determines the friction torque value VTfr based on the steering torque value VT3 and the correction steering that corrects the steering torque value VT3 with the friction torque value VTfr
- a torque value subtractor 57 (first feedback) that generates a torque value (VT3-VTfr)
- the assist control unit 51 determines the first corrected target current value Ia1 based on the corrected steering torque value (VT3-VTfr) obtained by correcting the steering torque value VT3 with the friction torque value VTfr.
- mechanical friction can be electrically generated and applied to the operation of the steering handle 2.
- the friction torque value / current value conversion unit 55 converts the friction torque value VTfr to the friction current value Ifr.
- a current value subtractor 59 as a target current correction unit that generates a second correction target current value Ia2 obtained by correcting the first correction target current value Ia1 with the friction current value Ifr, so that the rotation radius is constant.
- the friction is appropriate for the operation of the steering handle 2 when the steering handle 2 is at least in a stationary state or in a state where it can be regarded as a stationary state, such as when turning on a curve (referred to as turning holding) or straight traveling. Can be generated electrically and applied to improve the stability of steering.
- the assist control unit 51 that determines the target current value Itar of the motor 11 based on the steering torque value VT
- the motor 11 is drive-controlled based on the correction target current value Ia2 obtained by correcting the current value Ita with a friction current value (a friction current value Ifr obtained by converting the friction torque value VTfr determined based on the steering torque value VT3). Therefore, the friction can be electrically generated and applied to the operation of the steering handle 2. As a result, it is possible to electrically generate and apply friction to the operation of the steering wheel 2 when traveling straight ahead, so that the stability of steering can be improved.
- the friction control unit 54 determines a value at which the rotational speed Nm of the motor 11 becomes a zero value as the friction torque value VTfr.
- the friction torque value VTfr can be determined easily.
- two or all of the second to fourth configurations may be combined. By combining the second to fourth configurations, it is possible to maintain a good steering filling regardless of the steering state and the traveling state.
- the steering speed of the steering wheel 2 is detected from the rack movement speed or the motor rotation speed Nm, and the steering speed becomes a zero value with the friction current value Ifr as the motor drive signal (target current) as a control output. Since the control is performed as described above, the same friction as that of increasing the mechanical friction can be applied.
- the steering wheel return control unit 56 improves steering wheel steering wheel 2 return by steering angle ⁇ s, yaw rate, lateral G, SAT, or a combination thereof, thereby deteriorating steering wheel steering wheel 2 steering wheel return
- the friction can be applied without causing the
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Abstract
Description
Claims (4)
- 操向ハンドル(2)の操作に応じて操舵トルクセンサ(30)により検出される操舵トルク値(VT3)に基づいてアシスト制御部(51)により目標電流値(Ia)を決定し、前記目標電流値(Ia)に基づいてモータ(11)を駆動制御する電動パワーステアリング装置(100)において、
前記操向ハンドル(2)の操作に対しフリクションを付与するため、前記操舵トルク値(VT3)に基づいてフリクショントルク値(VTfr)を決定するフリクション制御部(54)と、
前記操舵トルク値(VT3)を前記フリクショントルク値(VTfr)で補正した補正操舵トルク値(VT3-VTfr)を生成する第1フリクション生成部(57)と、を備え、
前記アシスト制御部(51)は、前記補正操舵トルク値(VT3-VTfr)に基づいて前記目標電流値(Ia)に換わる第1補正目標電流値(Ia1)を決定する
ことを特徴とする電動パワーステアリング装置。 - 請求項1記載の電動パワーステアリング装置において、
さらに、
前記フリクショントルク値(VTfr)をフリクション電流値(Ifr)に変換するフリクショントルク・電流変換部(55)と、
前記第1補正目標電流値(Ia1)を前記フリクション電流値(Ifr)で補正した第2補正目標電流値(Ia2)を発生する目標電流補正部(59)と、
を有することを特徴とする電動パワーステアリング装置。 - 操向ハンドル(2)の操作に応じて操舵トルクセンサ(30)により検出される操舵トルク値(VT3)に基づいてアシスト制御部(51)により目標電流値(Ia)を決定し、前記目標電流値(Ia)に基づいてモータ(11)を駆動制御する電動パワーステアリング装置(100)において、
前記操向ハンドル(2)の操作に対しフリクションを付与するため、前記操舵トルク値(VT3)に基づいてフリクショントルク値(VTfr)を決定するフリクション制御部(54)と、
前記フリクショントルク値(VTfr)をフリクション電流値(Ifr)に変換するフリクショントルク・電流変換部(55)と、
前記目標電流値(Ia)を前記フリクション電流値(Ifr)で補正した補正目標電流値(Ia2)を発生する目標電流補正部(59)と、
を有することを特徴とする電動パワーステアリング装置。 - 請求項1~3のいずれか1項に記載の電動パワーステアリング装置において、
前記フリクション制御部(54)は、前記フリクショントルク値(VTfr)を決定する際、前記モータ(11)の回転速度(Nm)がゼロ値となる値を前記フリクショントルク値(VTfr)に決定する
ことを特徴とする電動パワーステアリング装置。
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP10831539.1A EP2502805B1 (en) | 2009-11-20 | 2010-11-16 | Electric power steering device |
US13/510,874 US8798862B2 (en) | 2009-11-20 | 2010-11-16 | Electric power steering device |
CN201080052119.3A CN102666259B (zh) | 2009-11-20 | 2010-11-16 | 电动动力转向装置 |
JP2011541915A JP5430673B2 (ja) | 2009-11-20 | 2010-11-16 | 電動パワーステアリング装置 |
Applications Claiming Priority (2)
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JP2009-265403 | 2009-11-20 | ||
JP2009265403 | 2009-11-20 |
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WO2011062145A1 true WO2011062145A1 (ja) | 2011-05-26 |
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PCT/JP2010/070322 WO2011062145A1 (ja) | 2009-11-20 | 2010-11-16 | 電動パワーステアリング装置 |
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US (1) | US8798862B2 (ja) |
EP (1) | EP2502805B1 (ja) |
JP (1) | JP5430673B2 (ja) |
CN (1) | CN102666259B (ja) |
WO (1) | WO2011062145A1 (ja) |
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2013018420A1 (ja) * | 2011-08-04 | 2013-02-07 | 本田技研工業株式会社 | 電動パワーステアリング装置 |
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US8924080B2 (en) | 2011-08-04 | 2014-12-30 | Honda Motor Co., Ltd. | Electric power steering device |
WO2013018420A1 (ja) * | 2011-08-04 | 2013-02-07 | 本田技研工業株式会社 | 電動パワーステアリング装置 |
JPWO2013018420A1 (ja) * | 2011-08-04 | 2015-03-05 | 本田技研工業株式会社 | 電動パワーステアリング装置 |
CN103010292B (zh) * | 2011-09-26 | 2016-12-14 | 株式会社昭和 | 电动助力转向装置 |
EP2572963A3 (en) * | 2011-09-26 | 2014-05-28 | Showa Corporation | Electric power steering apparatus |
US9302699B2 (en) | 2011-09-26 | 2016-04-05 | Showa Corporation | Electric power steering apparatus |
CN103010292A (zh) * | 2011-09-26 | 2013-04-03 | 株式会社昭和 | 电动助力转向装置 |
CN106414219A (zh) * | 2014-05-30 | 2017-02-15 | 三菱电机株式会社 | 转向控制装置 |
CN106414219B (zh) * | 2014-05-30 | 2018-10-12 | 三菱电机株式会社 | 转向控制装置 |
KR20170115247A (ko) * | 2016-04-07 | 2017-10-17 | 현대자동차주식회사 | 전동식 파워스티어링 시스템의 피드백 제어 방법 |
KR102440664B1 (ko) * | 2016-04-07 | 2022-09-05 | 현대자동차주식회사 | 전동식 파워스티어링 시스템의 피드백 제어 방법 |
DE112019007340T5 (de) | 2019-05-16 | 2022-01-27 | Hitachi Astemo, Ltd. | Elektrische Servolenkungsvorrichtung |
US11891130B2 (en) | 2019-05-16 | 2024-02-06 | Hitachi Astemo, Ltd. | Electric power steering device |
Also Published As
Publication number | Publication date |
---|---|
EP2502805B1 (en) | 2014-09-24 |
US8798862B2 (en) | 2014-08-05 |
CN102666259A (zh) | 2012-09-12 |
JPWO2011062145A1 (ja) | 2013-04-04 |
EP2502805A1 (en) | 2012-09-26 |
US20120232759A1 (en) | 2012-09-13 |
CN102666259B (zh) | 2014-08-06 |
EP2502805A4 (en) | 2013-07-10 |
JP5430673B2 (ja) | 2014-03-05 |
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