WO2014057671A1 - 物理量検出装置及びこれを用いた電動パワーステアリング装置 - Google Patents
物理量検出装置及びこれを用いた電動パワーステアリング装置 Download PDFInfo
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- WO2014057671A1 WO2014057671A1 PCT/JP2013/006025 JP2013006025W WO2014057671A1 WO 2014057671 A1 WO2014057671 A1 WO 2014057671A1 JP 2013006025 W JP2013006025 W JP 2013006025W WO 2014057671 A1 WO2014057671 A1 WO 2014057671A1
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- WIPO (PCT)
- Prior art keywords
- physical quantity
- signal
- quantity detection
- diagnostic signal
- unit
- Prior art date
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Classifications
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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
- B62D5/0481—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such monitoring the steering system, e.g. failures
- B62D5/049—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such monitoring the steering system, e.g. failures detecting sensor failures
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
- G01L5/00—Apparatus for, or methods of, measuring force, work, mechanical power, or torque, specially adapted for specific purposes
- G01L5/22—Apparatus for, or methods of, measuring force, work, mechanical power, or torque, specially adapted for specific purposes for measuring the force applied to control members, e.g. control members of vehicles, triggers
- G01L5/221—Apparatus for, or methods of, measuring force, work, mechanical power, or torque, specially adapted for specific purposes for measuring the force applied to control members, e.g. control members of vehicles, triggers to steering wheels, e.g. for power assisted steering
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- G—PHYSICS
- G08—SIGNALLING
- G08C—TRANSMISSION SYSTEMS FOR MEASURED VALUES, CONTROL OR SIMILAR SIGNALS
- G08C25/00—Arrangements for preventing or correcting errors; Monitoring arrangements
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04Q—SELECTING
- H04Q9/00—Arrangements in telecontrol or telemetry systems for selectively calling a substation from a main station, in which substation desired apparatus is selected for applying a control signal thereto or for obtaining measured values therefrom
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04Q—SELECTING
- H04Q2209/00—Arrangements in telecontrol or telemetry systems
- H04Q2209/80—Arrangements in the sub-station, i.e. sensing device
- H04Q2209/82—Arrangements in the sub-station, i.e. sensing device where the sensing device takes the initiative of sending data
- H04Q2209/823—Arrangements in the sub-station, i.e. sensing device where the sensing device takes the initiative of sending data where the data is sent when the measured values exceed a threshold, e.g. sending an alarm
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04Q—SELECTING
- H04Q2209/00—Arrangements in telecontrol or telemetry systems
- H04Q2209/80—Arrangements in the sub-station, i.e. sensing device
- H04Q2209/86—Performing a diagnostic of the sensing device
Definitions
- the present invention relates to a physical quantity detection device having a physical quantity detection unit for detecting a physical quantity such as torque and angle, and a control unit to which the detected physical quantity is input, and an electric power steering apparatus using the physical quantity detection device.
- a steering torque detected by a torque sensor serving as a physical quantity detection unit is supplied to a control device serving as a control unit, and the steering assist force is applied to the steering system according to the steering torque.
- the current flowing to the electric motor that transmits the power is controlled.
- the abnormality of the torque sensor is detected in a relationship of controlling the current supplied to the electric motor based on the steering torque detected by the torque sensor.
- a magnetostrictive torque sensor and an electric steering device having a failure detection means for detecting a failure based on a detection result of the torque detection means have been proposed (for example, , See Patent Document 1).
- a torque sensor that is mounted on the rotating shaft and outputs a predetermined electric signal corresponding to the torque applied to the rotating shaft; a sensor circuit that outputs a predetermined electric signal output from the torque sensor as a sensor circuit signal;
- the signal processing circuit operates on the basis of the sensor circuit signal and the signal output from the sensor circuit is abnormal.
- An abnormal condition monitoring circuit that monitors the presence or absence of operation occurrence is installed in parallel, and when this abnormal condition monitoring circuit determines that the signal applied to the sensor circuit signal is in the oscillation state, the high-level or low-level abnormality occurrence signal is powered.
- a torque detection device that outputs to a steering controller (see, for example, Patent Document 2).
- the present invention has been made paying attention to the unsolved problems of the above-described conventional example, and a physical quantity detection device capable of detecting an abnormality in the signal transmission system between the physical quantity detection unit and the control unit, and the same
- An object of the present invention is to provide an electric power steering apparatus using the above.
- a first aspect of the physical quantity detection device includes a physical quantity detection unit that detects a physical quantity and outputs a physical quantity detection signal, and a physical quantity output from the physical quantity detection unit. And a control unit that performs control based on the physical quantity.
- the physical quantity detection unit outputs a diagnostic signal for detecting an abnormality in the transmission system between the control unit and the control unit when receiving the diagnostic signal, based on the diagnostic signal, An abnormality determination unit for determining abnormality is provided.
- the physical quantity detection unit includes a signal switching unit that switches between a physical quantity detection signal and the diagnostic signal.
- the physical quantity detection unit outputs the diagnostic signal for a predetermined period when the power is turned on.
- the physical quantity detection unit outputs the diagnostic signal for a predetermined period every predetermined time.
- the physical quantity detection unit uses a signal that can be identified with respect to the physical quantity detection signal as the diagnostic signal.
- the control unit is configured to output a diagnostic signal output request to the physical quantity detection unit, and the physical quantity detection unit outputs the diagnostic signal. When the request is received, the diagnostic signal is output to the transmission line.
- the physical quantity detection unit outputs a pulse width modulation signal having a pulse width corresponding to the physical quantity as the physical quantity detection signal, and the diagnostic signal is the pulse width modulation signal.
- the duty ratio is set outside the effective range.
- the physical quantity detection unit outputs the physical quantity detection signal to the control unit via a noise filter, and the abnormality determination unit receives the received diagnostic signal.
- the abnormality of the noise filter is determined by detecting the change state of at least one of the rising edge and the falling edge.
- a first aspect of the electric power steering apparatus includes the physical quantity detection device described in any one of the first aspect to the eighth aspect, and the physical quantity detection apparatus includes: At least one physical quantity required for calculating the steering torque command value is detected and a physical quantity detection signal is output, and the diagnostic signal is output.
- the control unit is based on the physical quantity detection signal of the physical quantity detection device.
- An abnormality determining unit that calculates a steering torque command value, controls an electric motor that generates a steering assist force based on the calculated steering torque command value, and determines an abnormality in the transmission system when a diagnostic signal is received. ing.
- a diagnostic signal is output to the control unit via the transmission path, and the control unit performs control based on the physical quantity detection signal and receives the diagnostic signal.
- the transmission system is judged to be abnormal. For this reason, it is possible to determine the abnormality of the physical quantity detection signal, to accurately detect the signal transmission abnormality of the transmission system, and to improve the reliability of the physical quantity detection device.
- FIG. 1 is a schematic configuration diagram of an electric power steering apparatus to which the present invention is applied. It is a block diagram which shows the structure of the torque sensor and controller in this embodiment. It is a flowchart which shows an example of the signal switching process procedure performed in the calculating part of a torque sensor. It is a flowchart which shows an example of the steering assistance control processing procedure performed with the micro control unit of a steering assistance control apparatus. It is a block diagram which shows the structure of the torque sensor and controller which show the 2nd Embodiment of this invention. It is a flowchart which shows an example of the signal switching process sequence in 2nd Embodiment. It is a flowchart which shows an example of the steering assistance control processing procedure in 2nd Embodiment.
- FIG. 1 is an overall configuration diagram showing an example of an electric power steering apparatus showing a first embodiment of the present invention.
- the steering force applied to the steering wheel 1 from the driver is transmitted to the steering shaft 2 having the input shaft 2a and the output shaft 2b.
- the steering shaft 2 has one end of an input shaft 2a connected to the steering wheel 1 and the other end connected to one end of an output shaft 2b via a torque sensor 3 as a detection unit of a physical quantity detection device.
- the steering force transmitted to the output shaft 2 b is transmitted to the lower shaft 5 through the universal joint 4 and further transmitted to the pinion shaft 7 through the universal joint 6.
- the steering force transmitted to the pinion shaft 7 is transmitted to the tie rod 9 via the steering gear 8 and steers steered wheels (not shown).
- the steering gear 8 is configured in a rack and pinion type having a pinion 8a connected to the pinion shaft 7 and a rack 8b meshing with the pinion 8a, and the rotational motion transmitted to the pinion 8a goes straight in the rack 8b. It has been converted to movement.
- a steering assist mechanism 10 for transmitting a steering assist force to the output shaft 2b is connected to the output shaft 2b of the steering shaft 2.
- the steering assist mechanism 10 includes a speed reduction mechanism 11 connected to the output shaft 2b, and an electric motor 12 connected to the speed reduction mechanism 11 and generating a steering assist force for the steering system.
- the torque sensor 3 detects a steering torque applied to the steering wheel 1 and transmitted to the input shaft 2a, and includes a pulse width modulation (PWM) output type sensor unit 3a, for example.
- PWM pulse width modulation
- the sensor unit 3a includes a torque sensor unit 3b, a calculation unit 3c, a signal output unit 3d, and a power supply circuit 3e.
- the torque sensor unit 3b converts the steering torque into a torsion angle displacement of a torsion bar (not shown) interposed between the input shaft 2a and the output shaft 2b, and converts the torsion angle displacement into, for example, a current change and outputs the change.
- An example of the torque sensor unit 3b includes a plurality of protrusions extending in the extending direction formed on the outer peripheral surface of one of the input shaft 2a and the output shaft 2b as disclosed in, for example, Japanese Patent Application Laid-Open No. 2006-267045. And a cylindrical member that is fixed to the other side so as to face the ridge and is formed with a rectangular window in the circumferential direction, and a rotating shaft that is fixed to the outer peripheral side of the cylindrical member.
- a bridge circuit for detecting a change in impedance of the detection coil by individually connecting resistors in series to these two detection coils, and an alternating current for supplying an AC signal to the bridge circuit A signal source. Then, the voltage at both ends of the detection coil of the bridge circuit is amplified, A / D converted, and output as a digital voltage signal.
- the calculation unit 3c receives the digital voltage signal output from the torque sensor unit 3b, performs a predetermined torque calculation process based on the digital voltage signal, calculates a torque detection value, and calculates the calculated torque detection value.
- a pulse width modulation (PWM) signal St that becomes a torque detection signal having a pulse width with a duty ratio (for example, 5 to 95%) within a predetermined effective range is formed.
- the arithmetic unit 3c generates a diagnostic signal Sd instead of a pulse width modulation signal that becomes a torque detection signal for a predetermined period after the supply of power supply voltage from the power supply circuit 3e is started.
- the diagnostic signal Sd is set to a duty ratio of 1 to 4% or a duty ratio of 96 to 99% that is outside the effective range of the pulse width modulation signal serving as the torque detection signal, and the pulse width modulation serving as the torque detection signal.
- the signal is distinguishable with respect to the signal St.
- the calculation unit 3c includes a signal switching unit 3ca that switches between the pulse width modulation signal St and the diagnostic signal Sd.
- the signal switching unit 3ca selects the diagnostic signal Sd for a predetermined period after the power supply voltage is supplied from the power supply circuit 3e, and selects the pulse width modulation signal St after the predetermined period.
- the signal switching process shown in FIG. 3 is executed. In this signal switching process, first, a diagnosis period flag F1 indicating that the diagnosis period is a predetermined period after the power is turned on in the initialization process in step S1 is set to “1”, and a variable N for counting the diagnosis period is set. Clear to “0”.
- step S2 it is determined whether or not the diagnosis period flag F1 is set to “1”.
- the diagnosis period flag F1 is set to “1”
- the process proceeds to step S3 and the above-described pulse width modulation is performed.
- PWM pulse width modulation
- step S5 the variable N for counting the diagnosis period is incremented by “1”, and then the process proceeds to step S5 to determine whether or not the variable N has reached a predetermined number Ns set in advance.
- the determination result is N ⁇ Ns
- the process returns to step S2, and when N ⁇ Ns, the process proceeds to step S6, the diagnosis period flag F1 is reset to “0”, and then the process returns to step S2.
- step S2 determines whether the diagnosis period flag F1 is “0”
- the process proceeds to step S7, and after reading the digital voltage signal output from the torque sensor unit 3b, the process proceeds to step S8.
- step S8 a difference signal of the read digital voltage signal is calculated, and the difference signal is subjected to full-wave rectification and then averaged, and the neutral voltage is adjusted to calculate a torque detection value.
- step S9 the duty ratio is calculated with reference to, for example, a duty ratio calculation map based on the calculated torque detection value, and the pulse width modulation signal St having the calculated duty ratio is output to the signal output unit 3d. Then, the process returns to step S2.
- the signal switching process in FIG. 3 corresponds to the signal switching unit 3ca.
- the signal output unit 3d outputs the pulse signal width modulation signal output from the calculation unit 3c as a torque detection signal to the output terminal tso via the noise filter 3f.
- the power supply circuit 3e converts a power supply voltage supplied via a noise filter 3g from a steering assist control device 20 as a control unit, which will be described later, into a voltage used by the calculation unit 3c and the signal output unit 3d, and calculates the calculation unit 3c and The signal is output to the signal output unit 3d.
- a torque detection signal T output from the torque sensor 3 is input to the steering assist control device 20.
- the steering assist control device 20 operates by being supplied with power from a vehicle-mounted battery 21 and drives and controls the electric motor 12 configured by, for example, a three-phase brushless motor that applies a steering force to the steering system.
- the negative electrode of the battery 21 is grounded, and the positive electrode thereof is connected to the steering assist control device 20 via an ignition switch 22 that starts the engine, and is directly connected to the steering assist control device 20 without passing through the ignition switch 22.
- a torque detection signal T detected by the torque sensor 3 is input to the steering assist control device 20 via the noise filter 23, and a vehicle speed detection value Vs detected by the vehicle speed sensor 24 is obtained from the vehicle. It is input via a vehicle CAN (controller area network) 25, which is a network connecting the controllers inside the vehicle.
- the steering assist control device 20 includes a micro control unit (MCU) 31 as a control unit configured by, for example, a microcomputer, a motor drive circuit 32, an FET gate drive circuit 33, and a motor current detection circuit 34. Yes.
- the micro control unit 31 calculates each phase voltage command value for generating the steering assist force by the electric motor 12 based on the detection signals of various sensors, and generates a pulse width modulation (PWM) control signal based on this.
- the motor drive circuit 32 includes a field effect transistor (FET) that drives the electric motor 12.
- the FET gate drive circuit 33 controls the gate voltage of the field effect transistor of the motor drive circuit 32 based on the PWM control signal output from the micro control unit 31.
- the motor current detection circuit 34 detects each phase current supplied to each phase of the electric motor 12.
- the motor current detection circuit 34 is configured to obtain a U-phase, V-phase voltage from a voltage across a motor current detection resistor inserted on the negative side of the U-phase arm, V-phase arm, and W-phase arm of the inverter circuit constituting the motor drive circuit 32. Phase and W phase motor currents are detected.
- the steering assist control device 20 includes a power relay 35 that supplies power from the battery 21 to the motor drive circuit 32, and conduction / non-conduction of the power relay 35 is controlled by the micro control unit 31.
- the steering assist control device 20 includes a CAN interface circuit 36 that performs an interface process with the vehicle CAN 25 and receives the vehicle speed detection value Vs.
- the steering assist control device 20 includes a power supply circuit 37 connected to the battery 21 via the ignition switch 22 and connected via a power supply relay 35.
- the power supply circuit 37 is composed of a regulator that steps down the battery voltage (for example, 12 V) to an internal voltage (for example, 5 V) required by the micro control unit 31 and the FET gate drive circuit 33.
- the internal voltage output from the power supply circuit 37 is supplied as internal power to the micro control unit 31, the FET gate drive circuit 33, the motor current detection circuit 34, the CAN interface circuit 36, etc., and torque is supplied via the power output terminal tpo. It is supplied to the sensor 3.
- the micro control unit 31 includes an abnormality determination unit 31 a that determines an abnormality in the signal transmission path with the torque sensor 3.
- the micro control unit 31 executes the steering assist control process shown in FIG.
- the steering assist control process is started when the ignition switch 22 is turned on and power is supplied from the power supply circuit 27 to the micro control unit 31. That is, first, initialization processing is performed in step S11, the diagnosis state flag F2 is set to “1”, the variable N2 for counting the number of diagnosis signal visits is cleared to “0”, and a timer is set. The timing of the diagnosis period is started, and the power supply relay 25 is controlled to be in a conductive state.
- step S12 determines whether or not the diagnosis state flag F2 is set to “1”.
- diagnosis state flag F2 is set to “1”
- step S13 it is determined whether or not a diagnostic signal having a predetermined duty ratio output from the calculation unit 3c of the torque sensor 3 described above has been received.
- step S14 receives a diagnostic signal.
- step S15 the process proceeds to step S15, and when the diagnosis signal is not received, the process directly proceeds to step S15.
- step S15 it is determined whether or not the timer has expired. If the timer has not expired, the process returns to step S12. If the timer has expired, the process proceeds to step S16, where the variable N2 is set to the preset set value N2s. It is determined whether it has been reached. When the determination result in step S16 is N2 ⁇ N2s, it is determined that the signal transmission path between the torque sensor 3 and the micro control unit 31 is normal, and the diagnostic state flag F2 is reset to “0”. Return to step S12.
- step S16 If the determination result in step S16 is N2 ⁇ N2s, it is determined that an abnormality has occurred in the signal transmission path between the torque sensor 3 and the micro control unit 31, and the process proceeds to step S18.
- a torque sensor abnormality alarm signal is output to the alarm circuit 40, a torque sensor abnormality alarm including sound, light, image information, etc. is notified from the alarm circuit 40, and then the steering assist control process is terminated.
- the known torque alternative value may be switched to the control value to continue the assist.
- step S12 determines whether the diagnosis state flag F2 is reset to “0”
- the process proceeds to step S19, and the detection values of various sensors such as the torque sensor 3, the vehicle speed sensor 24, and the motor current detection circuit 34 are detected.
- step S20 refers to a steering assist current command value calculation map that represents the relationship between the steering torque and the steering assist current command value using the vehicle speed as a parameter based on the steering torque T and the detected vehicle speed Vs.
- the process proceeds to step S21.
- step S21 the dq axis current command value calculation process is executed based on the calculated steering assist current command value Iref to calculate the d axis current command value Idref and the q axis current command value Iqref, and then in step S22. Then, two-phase / three-phase conversion processing is performed to calculate three-phase motor current command values Iuref to Iwref.
- step S23 the motor currents Iu to Iw are subtracted from the motor current command values Iuref to Iwref to calculate the current deviations ⁇ Iu to ⁇ Iw, then the process proceeds to step S24 and PI for the current deviations ⁇ Iu to ⁇ Iw Control processing is performed to calculate voltage command values Vuref to Vwref, and then the process proceeds to step S25.
- step S25 a duty ratio is calculated based on the calculated voltage command values Vuref to Vwref, and then a pulse width modulation process is performed to form a gate control signal. Then, the process proceeds to step S26, and the formed gate control signal is generated. Is output to the FET gate drive circuit 33, and the process returns to step S19.
- the processing from step S11 to step S18 corresponds to the abnormality determination unit 31a.
- the power supply relay 35 is returned to a non-energized state after various control processes of the micro control unit 31 are completed.
- the operation of the first embodiment will be described. Assuming that the vehicle is stopped, the ignition switch 22 is in an off state, and the power relay 35 is also in a non-energized state, the power from the battery 21 is supplied to the power circuit 37 of the steering assist control device 20 in this state. Is not supplied, and the internal voltage is not output from the power supply circuit 37. For this reason, the micro control unit 31, the motor drive circuit 32, the FET gate drive circuit 33, the motor current detection circuit 34, the alarm circuit 40, etc. are inactive, and the electric motor 12 is also in a rotation stop state.
- the internal voltage output from the power supply circuit 37 is supplied to the power supply circuit 3e of the torque sensor 3 through the noise filter 3g through the power supply output terminal tpo and the power supply input terminal tpi. For this reason, the internal voltage is output from the power supply circuit 3e to the torque sensor unit 3b, the calculation unit 3c, and the signal output unit 3d, and these are activated.
- the signal switching process shown in FIG. 3 described above is started in the calculation unit 3c of the torque sensor 3. First, the initialization process is performed to set the diagnosis period flag F1 to “1” and the diagnosis period. The variable N to be counted is cleared to “0” (step S1).
- step S2 since the diagnosis period flag F1 is set to “1”, the process proceeds from step S2 to step S3, and a predetermined duty that falls outside the effective range of the pulse width modulation (PWM) signal representing the normal steering torque detection value.
- PWM pulse width modulation
- the ratio diagnostic signal is output to the signal output unit 3d.
- step S4 the variable N for counting the diagnosis period is incremented by “1” (step S4), then it is determined whether or not the diagnosis period variable N has reached a predetermined number Ns (step S5). Diagnostic signal output is repeated until the number is reached.
- the micro control unit 31 starts executing the steering assist control process shown in FIG. 4, and the diagnosis state flag F2 is set to “1” in the initialization process and the diagnosis signal is received.
- the variable N2 representing the number of times is cleared to “0”, and a timer for setting the diagnosis period is set (step S11).
- the process proceeds from step S12 to step S13, and it is determined whether or not a diagnostic signal having a predetermined duty ratio is received from the torque sensor 3. At this time, when the diagnostic signal is received, it is determined whether or not the timer has expired after incrementing the variable N2 indicating the number of times of receiving the diagnostic signal by “1”, and the timer has just been set. Return.
- step S6 the count processing of the number of times the diagnostic signal is received in steps S12 to S15 is repeatedly executed until the timer expires, that is, until the diagnostic period set by the calculation unit 3c of the torque sensor 3 elapses.
- the diagnosis period flag F1 is reset to “0” (step S6), thereby moving from step S2 to step S7.
- the output voltage of the bridge circuit is read from the normal torque sensor unit 3b, the difference voltage of these output voltages is averaged after full-wave rectification processing, and the neutral voltage is adjusted to calculate the torque detection value Detection value calculation processing is performed (step S8).
- the duty ratio according to the torque detection value is calculated with reference to the duty ratio calculation map based on the calculated torque detection value, and a pulse width modulation (PWM) signal of the calculated duty ratio is output to the signal output unit 3d.
- the signal output unit 3d outputs a pulse width modulation (PWM) signal to the output terminal tso as a torque detection signal.
- the micro control unit 31 of the steering assist control device 20 repeats the diagnosis signal reception process during the diagnosis period from the time of turning on the power, and increments the variable N2 indicating the number of times the diagnosis signal is received each time the diagnosis signal is received. ing.
- the variable N2 indicating the number of receptions of the diagnostic signal is equal to or greater than the predetermined value N2s. It has become. Therefore, when the timer expires, the process proceeds from step S15 to step S16 through step S17, and the diagnosis state flag F2 is reset to “0”.
- step S12 when returning to step S12, the process proceeds from step S12 to step S19, where the torque detection signal T, the vehicle speed detection value Vs, the motor current detection value, etc. are read, and the read torque detection signal T and vehicle speed detection are read.
- the steering assist current command value Iref is calculated with reference to the steering assist current command value calculation map (step S20).
- the dq axis command value calculation process is performed based on the calculated steering assist current command value Iref to calculate the d axis current command value Idref and the q axis current command value Iqref (step S22), and then the calculation is performed.
- Two-phase / three-phase conversion processing is performed on the d-axis current command value Idref and the q-axis current command value Iqref to calculate three-phase motor current command values Iuref to Iwref (step S23).
- the motor current detection values Iu to Iw are individually subtracted from the calculated motor current command values Iuref to Iwref to calculate current deviations ⁇ Iu to ⁇ Iw (step S23), and the calculated current deviations ⁇ Iu to ⁇ Iw are subjected to PI control processing.
- the voltage command values Vuref to Vwref are calculated (step S24), a pulse width modulation process is performed based on the calculated voltage command values Vuref to Vwref to form a gate control signal (step S25), and the formed gate control signal is converted into an FET. It outputs to the gate drive circuit 33 (step S26).
- a gate control signal is output from the FET gate drive circuit 33 to the motor drive circuit 32, and three-phase motor currents Iu to Iw are output from the motor drive circuit 32 to the electric motor 12.
- the electric motor 12 is rotationally driven to generate a steering assist torque corresponding to the detected steering torque value, and this steering assist torque is transmitted to the output shaft 2 b of the steering shaft 2 via the speed reduction mechanism 11. Therefore, the steering wheel 1 can be steered with a light steering force.
- the process proceeds from step S16 to step S18, the torque sensor abnormality alarm signal is output to the alarm circuit 40, and the steering assist control process is terminated.
- the assist may be continued by switching the known torque alternative value to control.
- the calculation unit 3c of the torque sensor 3 generates and outputs a diagnostic signal for the micro control unit 31 serving as the control unit of the steering assist control device 20 at least at the start of power-on. Then, it is determined whether or not the diagnostic signal is normally received on the micro control unit 31 side. For this reason, it is possible to accurately detect abnormalities in the signal transmission system including the noise filters 3f and 14 between the calculation unit 3c of the torque sensor 3 and the micro control unit 31, and to improve the reliability of the electric power steering device. Can be improved.
- the duty ratio is 1 to 4% or 96 to outside the effective range (duty ratio 5 to 95%) of the pulse width modulation (PWM) signal that outputs a normal torque detection signal as a diagnostic signal used for abnormality diagnosis. Since 99% is used, it is possible to accurately determine reception of the diagnostic signal during the diagnostic processing of the micro control unit 31. Furthermore, even if a diagnostic signal is erroneously output from the calculation unit 3c of the torque sensor 3 during normal operation, the micro control unit 31 does not recognize it as a torque detection signal, thereby avoiding the possibility of malfunction.
- PWM pulse width modulation
- the diagnostic signal output calculation process and the diagnostic signal reception calculation process are each performed by software processing, the calculation unit of the torque sensor 3 even in an electric power steering apparatus that does not have a diagnostic function of an existing signal transmission system It can be easily applied only by changing the program of the micro control unit 31 of 3c and the steering assist control device 20.
- the diagnosis signal is output from the calculation unit 3c of the torque sensor 3 when the power is turned on and the diagnosis signal is received by the micro control unit 31 of the steering assist control device 20 has been described. It is not limited to this.
- the calculation unit 3c of the torque sensor 3 sets the diagnosis period flag F1 to “1” every certain time T1 after the power is turned on and performs a diagnosis signal output process (steps S2 to S6) to send the diagnosis signal for a predetermined period. Output. Then, the micro control unit 31 of the steering assist control device 20 sets the diagnosis state flag F2 to “1” and sets a timer every predetermined time T1 that is the same as that of the calculation unit 3c after turning on the power. Period diagnosis signal determination processing (steps S12 to S18) is performed.
- diagnosis signal determination process it is determined whether there is an abnormality in the signal transmission system between the calculation unit 3c of the torque sensor 3 and the micro control unit 31 of the steering assist control device 20 based on the reception state of the diagnosis signal. May be.
- the diagnostic signal output period in this case is preferably set to a short period in which the influence of the continuously output torque detection signal on the steering assist control is reduced.
- the steering assist control device 20 can request the torque sensor 3 to send a diagnostic signal. That is, in the second embodiment, as illustrated in FIG. 5, a signal transmission path 41 that transmits a diagnostic signal transmission request signal between the micro control unit 31 of the steering assist control device 20 and the calculation unit 3 c of the torque sensor 3. Is provided.
- step S31 for determining whether or not is provided.
- the process returns to step S2.
- the diagnostic signal transmission request signal is received, the process proceeds to step S32, and the diagnostic period flag F1 is set to “1”. The setting is changed so as to return to step S2.
- step S26 the detected steering torque value is “0” or within the dead zone range in the vicinity thereof.
- Step S41 for determining whether the value is a value is added. If the determination result in step S41 is that the detected value of the steering torque is zero or a value other than the dead zone in the vicinity thereof, the process proceeds to step S42, and a variable N3 described later is cleared to “0” and then the process returns to step S19. .
- step S43 the process proceeds to step S44.
- step S44 it is determined whether or not the variable N3 has reached a predetermined value N3s set in advance. If N3 ⁇ N3s, the process returns to step S19, and if N3 ⁇ N3s, the process proceeds to step S45 to perform diagnosis. A signal transmission request signal is transmitted to the signal transmission path 41. Next, the process proceeds to step S46, the diagnostic state flag F2 is set to “1”, and the timer is set, and then the process proceeds to step S12.
- the initial signal transmission path between the computing unit 3c of the torque sensor 3 and the micro control unit 31 of the steering assist control device 20 when the power is turned on. Perform abnormality diagnosis. Further, in the steering assist control process of the micro control unit 31 of the steering assist control device 20, when the steering torque detection value continues to be “0” or in the dead zone in the vicinity thereof for a predetermined time, the torque from the micro control unit 31 is increased.
- a diagnostic signal transmission request signal can be sent to the calculation unit 3 c of the sensor 3, and a diagnostic signal can be sent from the calculation unit 3 c of the torque sensor 3.
- an abnormality diagnosis of the signal transmission system between the calculation unit 3c of the torque sensor 3 and the micro control unit 31 of the steering assist control device 20 can be performed during the operation of the steering assist control device 20, and even after the power is turned on.
- An abnormality diagnosis can be performed, and the reliability can be further improved.
- the diagnostic signal transmission request signal is sent via the signal transmission path 41 to the calculation unit of the torque sensor 3.
- the request signal may be transmitted.
- the diagnosis signal transmission request signal may be transmitted when the auxiliary steering control process is not affected. Moreover, you may transmit a diagnostic signal transmission request signal for every fixed time.
- the abnormality of the noise filters 3f and 23 inserted between the torque sensor 3a of the torque sensor 3 and the micro control unit 31 of the steering assist control device 20 is detected. It is. That is, in the third embodiment, the abnormality of the noise filters 3f and 23 is detected by the abnormality determination unit 31a of the microcontroller unit 31 of FIG. 2 in the first embodiment described above. That is, the micro control unit 31 executes the steering assist control process shown in FIG.
- step S50 in which the process of steps S13 and S14 performs the diagnostic signal reception process in the steering assist control process of FIG. 4 described above is provided.
- step S51 it is determined whether or not the reception signal has risen from 0V. If the reception signal does not rise, the diagnostic signal reception process is performed as it is. Then, the process proceeds to step S15 in FIG. If the determination result in step S51 indicates that the reception signal has risen, the process proceeds to step S52, where a rising counter constituted by a software counter is activated to start counting at a constant cycle shorter than the rising time of the reception signal.
- step S53 it is determined whether or not the received signal level has reached a set level of, for example, 5V that is the power supply voltage.
- step S53 when the reception level does not reach the set level, the process waits until the reception level reaches the set level.
- the process proceeds to step S54.
- step S54 the count value Tn1 of the rising counter is read, and then the process proceeds to step S55, and the read count value Tn1 is set in advance to a value smaller than the count value when the noise filters 3f and 23 are both normal. It is determined whether it is smaller than the set count value Tns.
- the determination in step S55 is to determine whether or not the rising edge of the received signal is steep. That is, since the noise filters 3f and 23 are normally constituted by low-pass filters and act as integral elements, when the noise filters 3f and 23 are normal, the rising of the received signal is relatively slow as shown by the dotted line in FIG. It rises at a high rate of change, but if the noise filters 3f and 23 become abnormal and become inoperable as a filter, the integration element stops working, so the rise is steep as shown by the solid line in FIG. .
- step S55 Tn1 ⁇ Tns
- the process proceeds to step S56, and the noise filters 3f and 23 are abnormal.
- the filter abnormality flag FNA1 indicating this is set to “1”, and then the process proceeds to step S58.
- Tn1 ⁇ Tns it is determined that the noise filters 3f and 23 are normal, and the process proceeds to step S57. After the flag FNA1 is reset to “0”, the process proceeds to step S58.
- step S58 it is determined whether or not the received signal has fallen. If the received signal does not fall, the process waits until the received signal falls. If the received signal falls, the process proceeds to step S59. In this step S59, a falling counter constituted by a software counter is activated to start counting at a constant cycle shorter than the rising time of the received signal, and then the process proceeds to step S60 to stop counting of the rising counter. To step S61. By stopping the counting of the rising counter at the time of falling of the received signal, the count value of the rising counter represents the time Ton of the ON period of the received signal.
- step S61 it is determined whether or not the received signal level has reached 0V. If the received signal level has not reached 0V, the process waits until the received signal level reaches 0V, and the received signal level has reached 0V. If so, the process proceeds to step S62. In this step S62, the count value Tn2 of the falling counter is read, and then the process proceeds to step S63, where the read count value Tn2 is set in advance to a value smaller than the count value when the noise filters 3f and 23 are both normal. It is determined whether or not the set count value Tns is smaller.
- the determination in step S63 is to determine whether or not the falling edge of the received signal is steep. That is, when the noise filters 3f and 23 are normal, the falling of the received signal falls at a relatively gradual change rate as shown by the dotted line in FIG. 10, but an abnormality occurs in the noise filters 3f and 23. When the operation as a filter cannot be performed, the integration element does not work, and the fall becomes steep as shown by the solid line in FIG. Therefore, by measuring the time for the received signal to fall from 5 V to 0 V, which is the power supply voltage, by the falling counter, the quality of the noise filters 3f and 23 can be determined from the count value.
- step S63 When the determination result in step S63 is Tn2 ⁇ Tns, it is determined that an abnormality has occurred in either one of the noise filters 3f and 23, the process proceeds to step S64, and an abnormality has occurred in the noise filter. After setting the filter abnormality flag FNA2 indicating the presence to “1”, the process proceeds to step S66. When Tn2 ⁇ Tns, it is determined that the noise filters 3f and 23 are normal, and the process proceeds to step S65. After the abnormality flag FNA2 is reset to “0”, the process proceeds to step S66.
- step S66 it is determined whether or not the reception signal has risen again. If the reception signal has not risen, the process waits until the reception signal rises. If the reception signal has risen, the process proceeds to step S67. In step S67, after the falling counter is stopped, the process proceeds to step S68.
- the count value Tn2 of the falling counter at this time represents the duration Toff of the off period of the received signal.
- step S68 the duration Ton of the ON period of the received signal represented by the count value Tn1 of the rising counter that is stopped, and the duration Toff of the OFF period of the received signal represented by the count value Tn2 of the falling counter Based on the above, the calculation of the following equation (1) is performed to calculate the duty ratio D of the received signal, and then the process proceeds to step S69.
- D Ton / (Ton + Toff) (1)
- step S69 it is determined whether or not the received signal is a diagnostic signal by determining whether or not the calculated duty ratio D corresponds to the set duty ratio of the diagnostic signal Sd. The diagnostic signal reception process is terminated as it is, and the routine goes to Step S15 in FIG.
- step S69 determines whether one of the filter abnormality flags FNA1 and FNA2 is set to “1”, and the filter abnormality flag When either FNA1 or FNA2 is set to “1”, the process proceeds to step S71, and an alarm signal indicating abnormality of the noise filter is output to the alarm circuit 40, and then the process proceeds to step S72.
- both the abnormality flags FNA1 and FNA2 are reset to “0”, the process directly proceeds to step S72.
- step S72 the variable N2 indicating the number of times of reception of the diagnostic signal is incremented by “1”, and then the diagnostic signal reception process is terminated and the process proceeds to step S15 in FIG.
- the diagnostic signal reception process shown in FIG. 9 the rising time Tn1 of the received signal is measured in steps S51 to S54, and the falling time of the received signal is measured in steps S58 to S62. Tn2 is measured.
- These rise time Tn1 and fall time Tn2 represent the rate of change, that is, the slope of the rise and fall of the received signal. Therefore, when the noise filters 3f and 23 are normal, as shown by the dotted line in FIG.
- the rising and falling edges of the diagnostic signal are slow and the rate of change is small, and the rising time Tn1 and the rising time are reduced.
- the fall time Tn2 becomes longer than the set time Tns, and it can be determined that the noise filters 3f and 23 are normal.
- the received diagnostic signal has a steep rise and fall as shown by the solid line in FIG. 10, and the count value Tn1 of the rise counter read in step S54 is In addition to being smaller than the set count value Tns, the count value Tn2 of the falling counter read in step S62 is also smaller than the set count value Tns.
- the filter abnormality flag FNA1 is set to “1” in step S56, and the filter abnormality flag FNA2 is set to “1” in step S64.
- the process proceeds from step S66 to step S67 to stop the rising counter and stop at the count value Tn1 of the rising counter stopped at step S68, that is, the on time Ton.
- the calculation of the equation (1) is performed to calculate the duty ratio D.
- the process proceeds to S70 to determine whether or not the filter abnormality flag FNA1 or FNA2 is set to “1”. When the determination result is that either one of the filter abnormality flags FNA1 and FNA2 is set to “1”, the process proceeds to step S71, and an alarm signal indicating the noise filter abnormality is output to the alarm circuit 40, Raise an alarm.
- both of the filter abnormality flags FNA1 and FNA2 are reset to “0”, it is determined that the noise filters 3f and 23 are normal.
- the diagnostic signal receiving process is terminated as it is from step S51. For this reason, when the state where the reception signal does not rise continues, the variable N2 indicating the number of times of reception of the diagnostic signal is maintained at “0”, so that the reception torque sensor unit 3a and the micro control unit 31 of the steering assist control device 20 are maintained. It can be determined that there is a disconnection state.
- the time taken until the set voltage 5V is reached from 0V is measured as the rising state of the received signal, and the received signal The time required for the falling state to reach 0 V from the set voltage of 5 V was measured.
- the present invention is not limited to the above configuration, and the rising state and falling state of the received signal may be determined by detecting the voltage after a predetermined time from the time when the rising or falling is detected. Furthermore, the time for the received signal to rise to a certain voltage and the time for the received signal to fall to a certain voltage may be measured. In short, it suffices if a value corresponding to the rate of change at the rise and fall of the received signal can be detected. Furthermore, the present invention is not limited to measuring both the rising and falling states of the received signal, and either one may be measured.
- the noise filter abnormality determination process is applied to the first embodiment described above.
- the noise filter abnormality determination process is applied to the second embodiment described above. You may do it.
- the torque detection value is output in the pulse width modulation (PWM) signal format from the calculation unit 3c of the torque sensor 3 has been described.
- PWM pulse width modulation
- any signal transmission method such as an analog or digital voltage signal corresponding to the detected torque value or a pulse signal having a pulse interval corresponding to the detected torque value can be applied to the present invention.
- a diagnostic signal is generated by software processing in the calculation unit 3c of the torque sensor 3 and the micro control unit 31 of the steering assist control device 20, and the generated diagnostic signal is received. The case of detecting an abnormality in the signal transmission system has been described.
- the present invention is not limited to the above-described configuration, and a test signal forming circuit that outputs a test signal separately is provided on the torque sensor 3 side, and a diagnostic signal of the test signal forming circuit and torque detection calculated by the calculation unit 3c.
- a signal switching circuit for switching between signals may be provided.
- the calculation unit 3c and the micro control unit 31 may be configured by hardware.
- the calculation unit 3c and the micro control unit 31 may be configured by hardware.
- the present invention is not limited to this, and a steering angle sensor for detecting the steering angle as the physical quantity is provided.
- the sensor unit 3a may be applied to the steering angle sensor, and two or more types of physical quantities are detected as a physical quantity sensor, and the detected physical quantities are supplied to the steering assist control device in a time-sharing manner. It may be.
- the physical quantity to be detected is not limited to the steering torque and the steering angle, and the present invention can be applied to detection of an arbitrary physical quantity such as current, voltage, pressure, and liquid level.
- the present invention is not limited to this.
- the present invention can be applied to a physical quantity detection device including a control unit that performs control based on the physical quantity, or a control device that controls an arbitrary control target using the physical quantity detection device.
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Abstract
Description
この種の電動パワーステアリング装置では、トルクセンサで検出した操舵トルクに基づいて電動モータに供給する電流を制御する関係で、トルクセンサの異常検出を行うようにしている。
また、回転軸に装備され当該回転軸に加わるトルクに対応して所定の電気信号を出力するトルクセンサと、このトルクセンサから出力される所定の電気信号をセンサ回路信号として出力するセンサ回路と、このセンサ回路の出力を信号処理しトルク検出信号として出力信号処理回路とを備えたトルク検出装置において、前記信号処理回路に、前記センサ回路信号に基づいて作動し前記センサ回路からの信号出力の異常動作発生の有無を監視する異常状態監視回路を並設し、この異常状態監視回路で、センサ回路信号にかかる信号が発振状態であると判定したときにハイレベル又はローレベルの異常発生信号をパワーステアリングコントローラに出力するようにしたトルク検出装置が提案されている(例えば、特許文献2参照)。
しかしながら、上記両従来例にあっては、トルクセンサあるいはトルク検出装置の内部で算出されたトルクの異常を検出するようにしており、トルクセンサあるいはトルク検出装置のトルク検出信号を制御装置に供給する伝送路の異常については検出することができないという未解決の課題がある。
そこで、本発明は上記従来例の未解決の課題に着目してなされたものであり、物理量検出部と制御部との間の信号伝送系の異常を検出することが可能な物理量検出装置及びこれを使用し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している。
また、本発明に係る物理量検出装置の第2の態様は、前記物理量検出部が、物理量検出信号と前記診断信号とを切り換える信号切換部を備えている。
また、本発明に係る物理量検出装置の第3の態様は、前記物理量検出部が、電源投入時に所定期間前記診断信号を出力するようにしている。
また、本発明に係る物理量検出装置の第5の態様は、前記物理量検出部は、前記診断信号として前記物理量検出信号に対して識別可能な信号としている。
また、本発明に係る物理量検出装置の第6の態様は、前記制御部が、前記物理量検出部に対して診断信号出力要求を出力するように構成され、前記物理量検出部が、前記診断信号出力要求を受信したときに前記診断信号を前記伝送路に出力する。
また、本発明に係る物理量検出装置の第8の態様は、前記物理量検出部が、前記物理量検出信号をノイズフィルタを介して前記制御部に出力し、前記異常判定部は、受信した前記診断信号の立ち上がり及び立ち下がりの少なくとも一方の変化状態を検出することにより、前記ノイズフィルタの異常を判断する。
図1は、本発明の第1の実施形態を示す電動パワーステアリング装置の一例を示す全体構成図である。
この電動パワーステアリング装置では、ステアリングホイール1に運転者から作用される操舵力が入力軸2aと出力軸2bとを有するステアリングシャフト2に伝達される。このステアリングシャフト2は、入力軸2aの一端がステアリングホイール1に連結され、他端は物理量検出装置の検出部としてのトルクセンサ3を介して出力軸2bの一端に連結されている。
トルクセンサ3は、ステアリングホイール1に付与されて入力軸2aに伝達された操舵トルクを検出するもので、例えばパルス幅変調(PWM)出力型のセンサユニット3aを備えている。このセンサユニット3aは、トルクセンサ部3bと、演算部3cと、信号出力部3dと、電源回路3eとを備えている。
また、演算部3cでは、電源回路3eから電源電圧が供給開始されてから所定期間の間トルク検出信号となるパルス幅変調信号に代えて診断信号Sdを形成する。この診断信号Sdは、トルク検出信号となるパルス幅変調信号の有効範囲外となる1~4%のデューティ比又は96~99%のデューティ比に設定されており、トルク検出信号となるパルス幅変調信号Stに対して識別可能な信号とされている。
この演算部3cでは、電源が投入されると図3に示す信号切換処理を実行する。この信号切換処理は、先ず、ステップS1の初期化処理で電源投入後の所定期間の診断期間であることを表す診断期間フラグF1を“1”にセットするとともに、診断期間を計数する変数Nを“0”にクリアする。
このステップS4では、診断期間を計数する変数Nを“1”だけインクリメントしてからステップS5に移行し、変数Nが予め設定した所定数Nsに達したか否かを判定する。この判定結果が、N<Nsであるときには前記ステップS2に戻り、N≧NsであるときにはステップS6に移行して、診断期間フラグF1を“0”にリセットしてからステップS2に戻る。
このステップS8では、読込んだディジタル電圧信号の差分信号を演算し、差分信号を全波整流してから平均化するとともに中立電圧を調整してトルク検出値を算出するトルク検出値算出処理を行う。
次いで、ステップS9に移行して、算出したトルク検出値を基に例えばデューティ比算出マップを参照してデューティ比を算出し、算出したデューティ比のパルス幅変調信号Stを信号出力部3dに出力してから前記ステップS2に戻る。
信号出力部3dは、演算部3cから出力されるパルス信号幅変調信号をトルク検出信号としてノイズフィルタ3fを介して出力端子tsoに出力する。
電源回路3eは、後述する制御部としての操舵補助制御装置20からノイズフィルタ3gを介して供給される電源電圧を演算部3c及び信号出力部3dで使用する電圧に変換して、演算部3c及び信号出力部3dに出力する。
このトルクセンサ3から出力されるトルク検出信号Tは操舵補助制御装置20に入力される。
この操舵補助制御装置20は、例えばマイクロコンピュータで構成される制御部としてのマイクロコントロールユニット(MCU)31と、モータ駆動回路32と、FETゲート駆動回路33と、モータ電流検出回路34とを備えている。
モータ駆動回路32は、電動モータ12を駆動する電界効果トランジスタ(FET)で構成されている。
FETゲート駆動回路33は、マイクロコントロールユニット31から出力されるPWM制御信号に基づいてモータ駆動回路32の電界効果トランジスタのゲート電圧を制御する。
このモータ電流検出回路34は、モータ駆動回路32を構成するインバータ回路のU相アーム、V相アーム及びW相アームの負極側に介挿されたモータ電流検出用抵抗の両端電圧からU相、V相及びW相のモータ電流を検出する。
また、操舵補助制御装置20は、バッテリ21からの電力をモータ駆動回路32に供給する電源リレー35を有し、この電源リレー35の導通/非導通がマイクロコントロールユニット31によって制御される。また、操舵補助制御装置20は、車両CAN25とのインタフェース処理を行って車速検出値Vsを受信するCANインタフェース回路36を備えている。
この電源回路37から出力される内部電圧はマイクロコントロールユニット31、FETゲート駆動回路33、モータ電流検出回路34、CANインタフェース回路36等に内部電源として供給されるとともに、電源出力端子tpoを介してトルクセンサ3に供給される。
この操舵補助制御処理は、イグニッションスイッチ22がオン状態となって、電源回路27からマイクロコントロールユニット31に電源が投入されたときに実行開始される。
すなわち、先ず、ステップS11で初期化処理を行って、診断状態フラグF2を“1”にセットするとともに、診断信号受診回数を計数する変数N2を“0”にクリアし、さらにタイマをセットして診断期間の計時を開始させると共に、電源リレー25を導通状態に制御する。
このステップS13では、前述したトルクセンサ3の演算部3cから出力される所定デューティ比の診断信号を受診したか否かを判定し、診断信号を受診したときには、ステップS14に移行して診断信号受診回数を表す変数N2を“1”だけインクリメントしてからステップS15に移行し、診断信号を受診していないときには直接ステップS15へ移行する。
このステップS16の判定結果が、N2≧N2sであるときにはトルクセンサ3とマイクロコントロールユニット31との間の信号伝送路が正常であると判断して診断状態フラグF2を“0”にリセットしてからステップS12へ戻る。
このステップS18では、トルクセンサ異常警報信号を警報回路40へ出力して、警報回路40から音、光、画像情報等でなるトルクセンサ異常警報を報知してから操舵補助制御処理を終了する。ここで、トルクセンサ異常と判断した場合には、公知のトルク代替値を制御値に切換えて、アシスト継続させてもよい。
次いで、ステップS23に移行して、モータ電流指令値Iuref~Iwrefからモータ電流Iu~Iwを減算して電流偏差ΔIu~ΔIwを算出し、次いでステップS24に移行して、電流偏差ΔIu~ΔIwについてPI制御処理を行って電圧指令値Vuref~Vwrefを算出してからステップS25へ移行する。
この図4の処理において、ステップS11~ステップS18の処理が異常判定部31aに対応している。
なお、電源リレー35は、マイクロコントロールユニット31の各種制御処理が終了した状態で非通電状態に復帰される。
今、車両が停止していて、イグニッションスイッチ22がオフ状態であり、電源リレー35も非通電状態であるものとすると、この状態では、操舵補助制御装置20の電源回路37にバッテリ21からの電力が供給されておらず、電源回路37から内部電圧が出力されていない。このため、マイクロコントロールユニット31、モータ駆動回路32、FETゲート駆動回路33、モータ電流検出回路34、警報回路40等が非作動状態となっており、電動モータ12も回転停止状態にある。
この状態から運転者がイグニッションスイッチ22をオン状態としてエンジンを始動すると、バッテリ21からの電力がイグニッションスイッチ22を介して電源回路37に供給される。このため、電源回路37から例えば5Vの内部電圧がマイクロコントロールユニット31、FETゲート駆動回路33、モータ電流検出回路34、警報回路40等に供給され、これらが作動状態となる。
このとき、トルクセンサ3の演算部3cで前述した図3に示す信号切換処理が実行開始され、先ず、初期化処理を行って、診断期間フラグF1を“1”にセットすると共に、診断期間を計数する変数Nを“0”にクリアする(ステップS1)。
その後、診断期間を計数する変数Nを“1”だけインクリメントし(ステップS4)、次いで診断期間変数Nが所定数Nsに達したか否かを判定し(ステップS5)、診断期間変数Nが所定数に達するまで診断信号の出力を繰り返す。
次いで、診断状態フラグF2が“1”にセットされているので、ステップS12からステップS13に移行して、トルクセンサ3から所定デューティ比の診断信号を受信したか否かを判定する。このとき、診断信号を受信したときには診断信号受信回数を表す変数N2を“1”だけインクリメントしてからタイマがタイムアップしたか否かを判定し、タイマがセットされたばかりであるので、ステップS12に戻る。
そして、診断期間が経過すると、トルクセンサ3の演算部3cで実行しているトルク演算処理では、診断期間フラグF1が“0”にリセットされ(ステップS6)、これによりステップS2からステップS7に移行して、通常のトルクセンサ部3bからブリッジ回路の出力電圧を読込み、これら出力電圧の差分電圧を全波整流処理してから平均化すると共に、中立電圧を調整してトルク検出値を算出するトルク検出値演算処理を行う(ステップS8)。
同様に、操舵補助制御装置20のマイクロコントロールユニット31では、電源投入時から診断期間の間診断信号の受信処理を繰り返して、診断信号を受信する毎に診断信号受信回数を表す変数N2をインクリメントしている。このため、トルクセンサ3のセンサユニット3aと操舵補助制御装置20のマイクロコントロールユニット31との間の信号伝送系に異常がない場合には、診断信号受信回数を表す変数N2が所定値N2s以上となっている。したがって、タイマがタイムアップしたときにステップS15からステップS16を経てステップS17に移行して、診断状態フラグF2が“0”にリセットされる。
そして、算出した操舵補助電流指令値Irefに基づいてd-q軸指令値演算処理を行って、d軸電流指令値Idref及びq軸電流指令値Iqrefを算出し(ステップS22)、次いで、算出したd軸電流指令値Idref及びq軸電流指令値Iqrefを2相/3相変換処理して3相のモータ電流指令値Iuref~Iwrefを算出する(ステップS23)。
このため、タイマがタイムアップして診断期間が終了した時点でステップS16からステップS18に移行して、トルクセンサ異常警報信号を警報回路40に出力してから操舵補助制御処理を終了する。この警報回路40では、音、光、画像情報等による警報を発して運転者にトルク検出値伝送系の異常を運転者に報知する。トルクセンサ異常と判断した場合には、公知のトルク代替値を制御に切換えて、アシストを継続させてもよい。
このように、上記第1の実施形態によると、トルクセンサ3の演算部3cで、少なくとも電源投入開始時に、操舵補助制御装置20の制御部となるマイクロコントロールユニット31に対する診断信号を生成して出力し、マイクロコントロールユニット31側で診断信号を正常に受信したか否かを判定するようにしている。このため、トルクセンサ3の演算部3cと、マイクロコントロールユニット31との間のノイズフィルタ3f及び14を含めた信号伝送系の異常を正確に検出することができ、電動パワーステアリング装置の信頼性を向上させることができる。
さらに、通常動作時にトルクセンサ3の演算部3cから誤って診断信号が出力されても、マイクロコントロールユニット31でトルク検出信号として認識することはなく、誤動作を生じるおそれを回避することができる。
なお、上記第1の実施形態においては、電源投入時にトルクセンサ3の演算部3cから診断信号を出力し、操舵補助制御装置20のマイクロコントロールユニット31で診断信号を受信する場合について説明したが、これに限定されるものではない。
そして、操舵補助制御装置20のマイクロコントロールユニット31で、電源投入後から演算部3cと同一の一定時間T1毎に診断状態フラグF2を“1”に設定するとともに、タイマをセットすることにより、所定期間診断信号の判定処理(ステップS12~S18)を行う。
この診断信号の判定処理で、診断信号の受信状態に基づいてトルクセンサ3の演算部3cと操舵補助制御装置20のマイクロコントロールユニット31との間の信号伝送系の異常の有無を判定するようにしてもよい。この場合の診断信号の出力期間は、連続的に出力されるトルク検出信号による操舵補助制御に与える影響を少なくする短い期間に設定することが好ましい。
この第2の実施形態では、操舵補助制御装置20側からトルクセンサ3に対して診断信号の送出を要求することができるようにしたものである。
すなわち、第2の実施形態では、図5に示すように、操舵補助制御装置20のマイクロコントロールユニット31とトルクセンサ3の演算部3cとの間に診断信号送出要求信号を送信する信号伝送路41が設けられている。
そして、ステップS31の判定結果が診断信号送出要求信号を受信していないときには前記ステップS2に戻り、診断信号送出要求信号を受信したときにはステップS32に移行して、診断期間フラグF1を“1”にセットしてから前記ステップS2に戻るように変更されている。
このステップS41の判定結果が、操舵トルク検出値が零又はその近傍の不感帯以外の値であるときにはステップS42に移行して、後述する変数N3を“0”にクリアしてから前記ステップS19に戻る。一方、操舵トルク検出値が“0”又はその近傍の不感帯内の値であるときには、中立位置での保舵状態であると判断してステップS43に移行し、保舵状態の継続時間を計時する変数N3を“1”だけインクリメントしてからステップS44に移行する。
このため、操舵補助制御装置20の作動中にトルクセンサ3の演算部3cと操舵補助制御装置20のマイクロコントロールユニット31との間の信号伝達系の異常診断を行うことができ、電源投入後でも異常診断を行うことができ、より信頼性を向上させることができる。
すなわち、本発明では、ステアリングホイール1の操舵角を検出する操舵角センサを有する場合に、操舵角が直進状態を表す中立位置(=“0”)の状態を所定時間継続したときに診断信号送出要求信号を送信してもよく、要は補助操舵制御処理に影響を与えないときに診断信号送出要求信号を送信すればよい。また、一定時間毎に診断信号送出要求信号を送信してもよい。
この第3の実施形態では、トルクセンサ3のトルクセンサ部3aと操舵補助制御装置20のマイクロコントロールユニット31との間に介挿されているノイズフィルタ3f及び23の異常を検出するようにしたものである。
すなわち、第3の実施形態では、前述した第1の実施形態における図2のマイクロコントロールユニット31の異常判定部31aでノイズフィルタ3f及び23の異常を検出する。
すなわち、マイクロコントロールユニット31は、図8に示す操舵補助制御処理を実行する。
このステップS50の診断信号受信処理は、図9に示すように、まず、ステップS51で、受信信号が0Vから立ち上がったか否かを判定し、受信信号が立ち上がらない場合にはそのまま診断信号受信処理を終了して図8のステップS15に移行する。
また、ステップS51の判定結果が、受信信号が立ち上がった場合には、ステップS52に移行して、ソフトウェアカウンタで構成される立ち上がりカウンタを起動して受信信号の立ち上がり時間より短い一定周期でカウントを開始させる。
このステップS54では、立ち上がりカウンタのカウント値Tn1を読込み、次いでステップS55に移行して、読込んだカウント値Tn1がノイズフィルタ3f及び23が共に正常な状態でのカウント値より小さい値に予め設定された設定カウント値Tnsより小さいか否かを判定する。
そして、ステップS55の判定結果がTn1<Tnsであるときには、ノイズフィルタ3f及び23の何れか一方に異常が生じたものと判断してステップS56に移行して、ノイズフィルタ3f及び23が異常であることを表すフィルタ異常フラグFNA1を“1”にセットしてからステップS58に移行し、Tn1≧Tnsであるときにはノイズフィルタ3f及び23が正常であると判断してステップS57に移行して、フィルタ異常フラグFNA1を“0”にリセットしてからステップS58に移行する。
このステップS59では、ソフトウェアカウンタで構成される立ち下がりカウンタを起動して、受信信号の立ち上がり時間より短い一定周期でカウントを開始させ、次いでステップS60に移行して、立ち上がりカウンタのカウントを停止させてからステップS61に移行する。この受信信号の立ち下がり時点で立ち上がりカウンタのカウントを停止させることにより、立ち上がりカウンタのカウント値が受信信号のオン区間の時間Tonを表すことになる。
このステップS62では、立ち下がりカウンタのカウント値Tn2を読込み、次いでステップS63に移行して、読込んだカウント値Tn2がノイズフィルタ3f及び23が共に正常な状態でのカウント値より小さい値に予め設定された設定カウント値Tnsより小さいか否かを判定する。
したがって、受信信号が電源電圧である5Vから0Vまで立ち下がる時間を立ち下がりカウンタで計時することにより、そのカウント値からノイズフィルタ3f及び23の良否を判定することができる。
ステップS67では、立ち下がりカウンタを停止させてからステップS68に移行する。このときの立ち下がりカウンタのカウント値Tn2が受信信号のオフ区間の継続時間Toffを表す。
D=Ton/(Ton+Toff) …………(1)
ステップS69では、算出したデューティ比Dが設定された診断信号Sdのデューティ比に該当するか否かを判定することにより、受信信号が診断信号であるか否かを判定し、受信信号ではないときにはそのまま診断信号受信処理を終了して図8のステップS15に移行する。
この第3の実施形態によると、電源投入時に、図9に示す診断信号受信処理で、ステップS51~S54で受信信号の立ち上がり時間Tn1を測定すると共に、ステップS58~S62で受信信号の立ち下がり時間Tn2を測定するようにしている。
これら立ち上がり時間Tn1及び立ち下がり時間Tn2は、受信信号の立ち上がり及び立ち下がりの変化率すなわち傾きを表している。したがって、ノイズフィルタ3f及び23が正常であるときには、図10で点線図示のように、診断信号を受信したときに、診断信号の立ち上がり及び立ち下がりが緩やかで変化率が小さく、立ち上がり時間Tn1及び立ち下がり時間Tn2が設定時間Tnsより長くなり、ノイズフィルタ3f及び23が正常であると判断することができる。
そして、その後に、受信信号が再度立ち上がると、ステップS66からステップS67に移行して、立ち上がりカウンタを停止させ、ステップS68で停止している立ち上がりカウンタのカウント値Tn1すなわちオン時間Tonと停止している立ち上がりカウンタのカウント値Tn2すなわちオフ時間Toffとに基づいて前記(1)式の演算を行ってデューティ比Dを算出する。
一方、図11で実線図示のように、受信信号が0Vとから立ち上がらない場合には、ステップS51からそのまま診断信号受信処理を終了することになる。このため、受信信号が立ち上がらない状態が継続した場合には、診断信号の受信回数を表す変数N2が“0”を維持するので、受信トルクセンサ部3aと操舵補助制御装置20のマイクロコントロールユニット31との間が断線状態であると判断することができる。
また、上記第1~第3の実施形態においては、トルクセンサ3の演算部3cからトルク検出値をパルス幅変調(PWM)信号形式で出力する場合について説明したが、これに限定されるものではない。
また、上記第1~第3の実施形態では、トルクセンサ3の演算部3c及び操舵補助制御装置20のマイクロコントロールユニット31でソフトウェア処理によって診断信号を生成し、生成した診断信号を受信することにより、信号伝送系の異常を検出する場合について説明した。
また、上記各実施形態においては、本発明における物理量検出装置を電動パワーステアリング装置に適用した場合について説明したが、これに限定されるものではなく、物量量を検出する検出部と検出部で検出した物理量に基づいて制御を行う制御部とを備えた物理量検出装置あるいはこの物理量検出装置を使用して任意の制御対象を制御する制御装置に本発明を適用することができる。
Claims (9)
- 物理量を検出して物量検出信号を出力する物理量検出部と、該物理量検出部から出力される物理量が伝送路を介して入力され、当該物量に基づいて制御を行う制御部とを備えた物理量検出装置であって、
前記物理量検出部は、前記制御部との間の伝送系の異常を検出する診断信号を出力し、前記制御部は診断信号を受信したときに、当該診断信号に基づいて前記伝送系の異常を判定する異常判定部を備えている
ことを特徴とする物理量検出装置。 - 前記物理量検出部は、物理量検出信号と前記診断信号とを切り換える信号切換部を備えていることを特徴とする請求項1に記載の物理量検出装置。
- 前記物理量検出部は、電源投入時に所定期間前記診断信号を出力することを特徴とする請求項1又は2に記載の物理量検出装置。
- 前記物理量検出部は、一定時間毎に所定期間前記診断信号を出力することを特徴とする請求項1又は2に記載の物量検出装置。
- 前記物理量検出部は、前記診断信号として前記物理量検出信号に対して識別可能な信号としていることを特徴とする請求項1から4のいずれか1項に記載の物理量検出装置。
- 前記制御部は、前記物理量検出部に対して診断信号出力要求を出力するように構成され、前記物理量検出部は、前記診断信号出力要求を受信したときに前記診断信号を前記伝送路に出力することを特徴とする請求項1から5のいずれか1項に記載の物理量検出装置。
- 前記物量検出部は、物理量検出信号として物理量に応じたパルス幅のパルス幅変調信号を出力し、前記診断信号は前記パルス幅変調信号の有効範囲外のデューティ比に設定されていることを特徴とする請求項1から6のいずれか1項に記載の物理量検出装置。
- 前記物理量検出部は、前記物理量検出信号をノイズフィルタを介して前記制御部に出力し、前記異常判定部は、受信した前記診断信号の立ち上がり及び立ち下がりの少なくとも一方の変化状態を検出することにより、前記ノイズフィルタの異常を判断することを特徴とする請求項7に記載の物理量検出装置。
- 請求項1から請求項8のいずれか1項に記載された物理量検出装置を備え、当該物理量検出装置は、操舵トルク指令値を算出するために必要とする少なくとも1つの物理量を検出して物理量検出信号出力するとともに、前記診断信号を出力し、前記制御部は、前記物理量検出装置の物量検出信号に基づいて操舵トルク指令値を算出し、算出した操舵トルク指令値に基づいて操舵補助力を発生する電動モータを制御するとともに、診断信号を受信したときに前記伝送系の異常を判定する異常判定部を備えていることを特徴とする電動パワーステアリング装置。
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Also Published As
Publication number | Publication date |
---|---|
JPWO2014057671A1 (ja) | 2016-08-25 |
EP2907727B1 (en) | 2017-05-31 |
EP2907727A4 (en) | 2016-06-15 |
JP5858169B2 (ja) | 2016-02-10 |
US20150239494A1 (en) | 2015-08-27 |
CN104271430A (zh) | 2015-01-07 |
CN104271430B (zh) | 2016-06-29 |
US9573619B2 (en) | 2017-02-21 |
EP2907727A1 (en) | 2015-08-19 |
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