WO2016072143A1 - 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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- WO2016072143A1 WO2016072143A1 PCT/JP2015/075035 JP2015075035W WO2016072143A1 WO 2016072143 A1 WO2016072143 A1 WO 2016072143A1 JP 2015075035 W JP2015075035 W JP 2015075035W WO 2016072143 A1 WO2016072143 A1 WO 2016072143A1
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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
- B62D15/00—Steering not otherwise provided for
- B62D15/02—Steering position indicators ; Steering position determination; Steering aids
- B62D15/021—Determination of steering angle
- B62D15/0215—Determination of steering angle by measuring on the steering column
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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
- B62D5/0409—Electric motor acting on the steering column
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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
- B62D6/002—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels
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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 relates to an electric power steering apparatus in which a steering assist force by a motor is applied to a steering system of a vehicle, and in particular, the steering angle and vehicle information are not affected by variations in manufacturing of the vehicle and the steering system, aging, etc.
- the present invention relates to an electric power steering apparatus capable of realizing a desired steering torque according to the above.
- An electric power steering apparatus that assists the steering system of a vehicle with the rotational force of a motor is a steering assist force applied to a steering shaft or a rack shaft by a transmission mechanism such as a gear or a belt via a reduction gear. Is supposed to be granted.
- Such a conventional electric power steering apparatus performs feedback control of motor current in order to accurately generate assist control torque.
- the motor applied voltage is adjusted so that the difference between the steering assist command value (current command value) and the motor current detection value becomes small. -It is done by adjusting the tee.
- a column shaft (steering shaft, handle shaft) 2 of a handle 1 is a reduction gear 3, universal joints 4a and 4b, a pinion rack mechanism 5, a tie rod 6a, 6b is further connected to the steering wheels 8L and 8R via hub units 7a and 7b.
- the column shaft 2 is provided with a torque sensor 10 that detects the steering torque of the handle 1 as the torsion torque of the torsion bar, and a motor 20 that assists the steering force of the handle 1 is connected to the column shaft via the reduction gear 3. 2 is connected.
- the control unit (ECU) 30 that controls the electric power steering apparatus is supplied with electric power from the battery 13 and also receives an ignition key signal via the ignition key 11.
- the control unit 30 calculates a current command value serving as an assist command based on the steering torque Th detected by the torque sensor 10 and the vehicle speed Vel detected by the vehicle speed sensor 12, and compensates for the calculated current command value.
- the current supplied to the motor 20 is controlled by the voltage control value Vref subjected to the above.
- the steering angle sensor 14 for detecting the steering angle is not essential and may not be provided, and may be obtained from a rotation sensor such as a resolver connected to the motor 20.
- the control unit 30 is connected to a CAN (Controller Area Network) 40 that transmits and receives various types of vehicle information, and the vehicle speed Vel can also be received from the CAN 40.
- the control unit 30 can be connected to a non-CAN 41 that exchanges communications, analog / digital signals, radio waves, and the like other than the CAN 40.
- control unit 30 is mainly composed of a CPU (including an MPU and MCU). General functions executed by a program inside the CPU are shown in FIG. The structure is
- the function and operation of the control unit 30 will be described with reference to FIG. 2.
- the steering torque Th from the torque sensor 10 and the vehicle speed Vel from the vehicle speed sensor 12 are input to the current command value calculation unit 31 and the current command value calculation unit 31.
- the calculated current command value Iref1 is added by the adding unit 32A and the compensation signal CM from the compensating unit 34 for improving the characteristics, and the added current command value Iref2 is limited to the maximum value by the current limiting unit 33.
- the current command value Irefm whose maximum value is limited is input to the subtraction unit 32B and subtracted from the motor current detection value Im.
- the duty is calculated in synchronization with the CF, and the motor 20 is PWM driven via the inverter 37 with a PWM signal.
- the motor current value Im of the motor 20 is detected by the motor current detector 38, and is input to the subtraction unit 32B and fed back.
- the compensation unit 34 adds the detected or estimated self-aligning torque (SAT) 343 to the inertia compensation value 342 by the addition unit 344, and further adds the convergence control value 341 to the addition result by the addition unit 345.
- the addition result is input as a compensation signal CM to the adding unit 32A, and the characteristics of the current command value are improved.
- the steering torque applied by the driver's manual input is detected by the torque sensor as the torsional torque of the torsion bar, and the feedforward is mainly performed according to the steering torque.
- the current command value for assist control is set. For this reason, it is difficult to maintain the same level of steering performance due to variations in manufacturing of the vehicle and the steering system, aging of the vehicle and the steering system, and the like.
- Patent Document 1 Japanese Patent No. 5208894 (Patent Document 1) has been proposed as a vehicle control device that solves this problem.
- the vehicle control device disclosed in Patent Document 1 includes a steering angle detecting unit that detects a steering angle of a steering by a driver and a steering angle or a steering when the steering is steered without switching the steering direction from the neutral state of the steering.
- the amount of response of the driver obtained based on the sense amount of the change rate of the steering torque with respect to the change of the steering angle and the sense amount of the steering torque is constant within a range where the steering torque is less than the predetermined value, and Detected based on a predetermined relationship between the steering angle or steering torque and the response amount, where the response amount monotonously increases as the steering angle or steering torque increases within a range where the steering angle or steering torque is equal to or greater than a predetermined value.
- Target setting means for setting the steering torque corresponding to the steering angle as a target value, and the target value of the steering torque set by the target setting means is realized
- a vehicle control device and a control for controlling means as.
- the present invention has been made under the circumstances as described above, and an object of the present invention is to follow the column angle to a value corresponding to the steering angle and vehicle information (vehicle speed, yaw rate, lateral acceleration (lateral G), etc.). It is an object of the present invention to provide an electric power steering device that realizes a desired steering feeling by being controlled so as to be unaffected by variations in manufacturing of vehicles and steering systems, aging, and the like.
- the present invention relates to an electric power steering apparatus configured to assist control of a steering system by calculating a current command value based on at least a steering torque and driving a motor based on the current command value.
- the above-described object is to provide a target column angle calculation unit that calculates a target column angle based on the steering angle and vehicle information, and a column angle control that calculates the current command value based on the target column angle and the detected actual column angle. This is achieved by controlling the column angle to a value corresponding to the steering angle and the vehicle information.
- the object of the present invention is that the vehicle information is at least vehicle speed, yaw rate, lateral acceleration, or the target column angle calculation unit sets a desired steering torque according to the steering angle.
- the column angle control unit calculates a target column angular velocity calculating unit that calculates a target column angular velocity based on a difference between the target column angle and the actual column angle, and calculates an actual column angular velocity based on the actual column angle.
- the target column angular velocity calculation unit includes a second subtraction unit that calculates an angular difference between the target column angle and the actual column angle, and a position control unit that calculates the target column angular velocity by multiplying the angular difference by a proportional constant.
- a third subtracting unit that obtains a speed difference between the target column angular velocity and the actual column angular velocity; an integrating unit that integrates the speed difference and multiplies an integral gain; A proportional control unit that multiplies the actual column angular velocity by a proportional gain, and a fourth subtraction unit that subtracts the output of the proportional control unit from the output of the integration unit to obtain the current command value, or
- the column angle control unit calculates a target column angular velocity based on the difference between the target column angle and the actual column angle, and an actual column angular velocity based on the actual column angle.
- a differential unit that calculates the target column angle, a speed feedforward control unit that performs speed feedforward control on the target column angle, and a final target column angular speed by adding a speed feedforward control value from the speed feedforward control unit to the target column angular speed. And an upper and lower limit value of the output of the speed control unit, or a speed control unit that calculates the current command value based on the final target column angular velocity and the actual column angular velocity. This is achieved more effectively by adding a limiter that outputs the current command value while limiting the current.
- a desired steering torque is realized by controlling the column angle so as to follow a value corresponding to the steering angle and vehicle information (vehicle speed, yaw rate, lateral acceleration, etc.). is doing.
- vehicle information vehicle speed, yaw rate, lateral acceleration, etc.
- the angle is controlled according to the deviation between the target column angle to achieve the desired steering torque and the detected actual column angle, it affects the manufacturing variations and aging of the vehicle and steering system. Instead, the same level of steering performance can be maintained.
- the electric power steering device of the present invention is not affected by variations in manufacturing of vehicles and steering systems, aging, etc., and realizes a desired steering torque according to the steering angle and vehicle information.
- a target column angle calculation unit that calculates a target column angle based on the target column angle
- a column angle control unit that calculates a current command value based on the target column angle and the detected actual column angle. The angle is controlled to a value according to the information.
- FIG. 3 shows an example of an embodiment of the present invention.
- the steering angle ⁇ h which is the steering wheel angle on the steering wheel side with respect to the torsion bar, is input to the target column angle calculation unit 110 and the vehicle speed, yaw rate, lateral acceleration, etc.
- Information VI is also input to the target column angle calculation unit 110.
- the target column angle ⁇ ref calculated by the target column angle calculation unit 110 is input to the column angle control unit 120, and the EPS steering system 100 is driven and controlled by the current command value Iref calculated by the column angle control unit 120.
- the column angle control unit 120 calculates a current command value Iref such that the column angle follows the target column angle ⁇ ref.
- the EPS steering system 100 is provided with a sensor for detecting a column angle that is a column side angle with respect to the torsion bar, and the detected actual column angle ⁇ is input to the column angle control unit 120. .
- the target column angle calculation unit 110 is configured as shown in FIG. 4, for example. That is, the steering angle ⁇ h is input to the steering torque setting unit 111 and the subtraction unit 113, and the steering torque setting unit 111 outputs a desired steering torque corresponding to the steering torque ⁇ h according to a predetermined function.
- the desired steering torque is divided by the spring constant Kt of the torsion bar in the dividing unit 112, and the target twist angle ⁇ ref as a result of the division is subtracted and input to the subtracting unit 113.
- the target column angle ⁇ ref calculated by the target column angle calculation unit 110 in this way is input to the column angle control unit 120.
- the actual column angle ⁇ is also input to the column angle control unit 120.
- the column angle control unit 120 has a configuration as shown in FIG. That is, the target column angle ⁇ ref is added to the subtractor 121 and the actual column angle ⁇ is subtracted to the subtractor 121 and input to the differentiator 123 that performs time differentiation.
- the subtraction unit 121 and the position control unit 122 constitute a target column angular velocity calculation unit.
- the target column angular velocity ⁇ 2 is added to the subtraction unit 131 in the speed control unit 130 that performs the IP control. Further, the actual column angular velocity ⁇ 1 calculated by the differentiating unit 123 is subtracted and input to the subtracting unit 131 in the speed control unit 130 and also input to the proportional control unit 133.
- a current command value Iref is output.
- the speed control unit 130 calculates a current command value Ir such that the actual column angular speed ⁇ 1 follows the target column angular speed ⁇ 2.
- the steering angle ⁇ h and the vehicle information VI are input (step S10), and the target column angle calculation unit 110 calculates the target column angle ⁇ ref (step S20).
- the target column angle ⁇ ref is input to the column angle control unit 120, and the actual column angle ⁇ from the EPS steering system 100 is also input to the column angle control unit 120 (step S30).
- the column angle control unit 120 performs angle control based on the target column angle ⁇ ref and the actual column angle ⁇ (step S40), drives and controls the EPS steering system 100 with the current command value Iref obtained by calculation (step S70), and ends. The above operation is repeated until it becomes (step S71).
- FIG. 7 shows an example of the operation of the column angle control unit 120.
- the actual column angle ⁇ is input to the position controller 122, and the actual column angle ⁇ is input to the differentiator 123 (step S42).
- the position control unit 122 calculates the target column angular velocity ⁇ 2 based on the angle difference (step S43), and the differentiation unit 123 calculates the actual column angular velocity ⁇ 1 by time differentiation (step S44).
- the calculated angular velocity difference is input to the integration unit 132 and subjected to integration control (step S46), and the actual column angular velocity ⁇ 1 is input to the proportional control unit 133 and proportionally controlled (step S47).
- the current command value Iref is output (step S51).
- FIG. 8 shows another configuration example of the column angle control unit 120, and a speed feedforward control unit 140 that multiplies the differential value of the target column angle ⁇ ref by the gain Kvf and adds it to the target column angular speed ⁇ 2.
- a value added to the target column angular velocity ⁇ 2 is set as a final target column angular velocity ⁇ 3, and the final target column angular velocity ⁇ 3 is input to the speed control unit 130.
- the speed feedforward control unit 140 improves the followability (immediate response) of the column angle ⁇ with respect to the target column angle ⁇ ref.
- a target column angle ⁇ ref that provides a desired steering torque according to the steering angle ⁇ h is output from the target column angle table, and the current for causing the column angle ⁇ to follow the target column angle ⁇ ref by angle control.
- a target column angle ⁇ ref for realizing a desired steering torque is calculated, and the column angle ⁇ follows this.
- the actual twist angle ⁇ becomes a thin line with respect to the desired twist angle ⁇ ref (thick line) shown in FIG. 9B.
- the difference between the desired twist angle ⁇ ref (thick line) and the actual twist angle ⁇ (thin line) is a slight difference, and is the same in a region where the steering angle ⁇ h does not vary.
- the steering torque appearing in the hand feeling is as shown in FIG. 9C (desired steering torque is omitted).
- FIG. 10A shows a change in the steering angle ⁇ h.
- FIG. 10B the second embodiment (broken line) is more effective than the twist angle ⁇ (thin line) in the first embodiment with respect to the desired twist angle ⁇ ref (thick line). )
- the desired twist angle ⁇ ref followss the desired twist angle ⁇ ref.
- the desired torsion angle ⁇ ref (thick line) and the actual torsion angle ⁇ (dashed line) almost overlap each other, and the desired torsion angle ⁇ ref (thick line) does not vary in the steering angle ⁇ h.
- the twist angle ⁇ (thin line) in the first embodiment and the desired twist angle ⁇ ref (broken line) in the second embodiment are the same.
- the steering torque that appears in the hand feeling is as shown in FIG.
- the current command value of the SAT estimated value may be added to the current command value of the angle control in a direction to suppress the current command value.
- the speed control unit is not limited to the above-described IP control, and for example, PI control, P control, PID control, and PI-D control may be used.
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Abstract
Description
2 コラム軸(ステアリングシャフト、ハンドル軸)
10 トルクセンサ
12 車速センサ
13 バッテリ
20 モータ
100 EPS操舵系
110 目標コラム角演算部
111 操舵トルク設定部
120 コラム角制御部
122 位置制御部
123 微分部
124 リミッタ
130 速度制御部
140 速度フィードフォワード制御部
Claims (8)
- 少なくとも操舵トルクに基づいて電流指令値を演算し、前記電流指令値に基づいてモータを駆動することにより、操舵系をアシスト制御するようになっている電動パワーステアリング装置において、
操舵角及び車両情報に基づいて目標コラム角を演算する目標コラム角演算部と、前記目標コラム角及び検出された実コラム角に基づいて前記電流指令値を演算するコラム角制御部と、
を具備し、コラム角を前記操舵角及び前記車両情報に応じた値に角度制御するようになっていることを特徴とする電動パワーステアリング装置。 - 前記車両情報が、少なくとも車速、ヨーレート、横加速度である請求項1に記載の電動パワーステアリング装置。
- 前記目標コラム角演算部が、
前記操舵角に応じて所望の操舵トルクを設定する操舵トルク設定部と、前記所望の操舵トルクをトーションバーのバネ定数で除算して目標捩れ角を算出する除算部と、前記操舵角から前記目標捩れ角を減算する第1減算部とで構成されている請求項1又は2に記載の電動パワーステアリング装置。 - 前記コラム角制御部が、
前記目標コラム角及び前記実コラム角の差に基づいて目標コラム角速度を演算する目標コラム角速度演算部と、前記実コラム角に基づいて実コラム角速度を演算する微分部と、前記目標コラム角速度及び前記実コラム角速度に基づいて前記電流指令値を演算する速度制御部とで構成されている請求項1乃至3のいずれかに記載の電動パワーステアリング装置。 - 前記目標コラム角速度演算部が、
前記目標コラム角及び前記実コラム角の角度差を求める第2減算部と、前記角度差に比例定数を乗算して前記目標コラム角速度を演算する位置制御部とで構成されている請求項4に記載の電動パワーステアリング装置。 - 前記速度制御部が、
前記目標コラム角速度及び前記実コラム角速度の速度差を求める第3減算部と、前記速度差を積分して積分ゲインを乗算する積分部と、実コラム角速度に比例ゲインを乗算する比例制御部と、前記積分部の出力から前記比例制御部の出力を減算して前記電流指令値を求める第4減算部とで構成されている請求項4又は5に記載の電動パワーステアリング装置。 - 前記コラム角制御部が、
前記目標コラム角及び前記実コラム角の差に基づいて目標コラム角速度を演算する目標コラム角速度演算部と、前記実コラム角に基づいて実コラム角速度を演算する微分部と、前記目標コラム角を速度フィードフォワード制御する速度フィードフォワード制御部と、前記目標コラム角速度に前記速度フィードフォワード制御部からの速度フィードフォワード制御値を加算して最終目標コラム角速度を求める加算部と、前記最終目標コラム角速度及び前記実コラム角速度に基づいて、前記電流指令値を演算する速度制御部とで構成されている請求項1乃至3のいずれかに記載の電動パワーステアリング装置。 - 前記速度制御部の出力の上下限値を制限して前記電流指令値を出力するリミッタが付加されている請求項4乃至7のいずれかに記載の電動パワーステアリング装置。
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
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US15/125,791 US9789901B2 (en) | 2014-11-07 | 2015-09-03 | Electric power steering apparatus |
JP2016541470A JP6098764B2 (ja) | 2014-11-07 | 2015-09-03 | 電動パワーステアリング装置 |
CN201580056962.1A CN107531275B (zh) | 2014-11-07 | 2015-09-03 | 电动助力转向装置 |
BR112017009527A BR112017009527A2 (pt) | 2014-11-07 | 2015-09-03 | aparelho de direção elétrica |
EP15856247.0A EP3184403B1 (en) | 2014-11-07 | 2015-09-03 | Electric power steering device |
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JP2014-227313 | 2014-11-07 | ||
JP2014227313 | 2014-11-07 |
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EP (1) | EP3184403B1 (ja) |
JP (1) | JP6098764B2 (ja) |
CN (1) | CN107531275B (ja) |
BR (1) | BR112017009527A2 (ja) |
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WO2018084190A1 (ja) * | 2016-11-07 | 2018-05-11 | 日本精工株式会社 | 電動パワーステアリング装置 |
WO2018147371A1 (ja) * | 2017-02-09 | 2018-08-16 | 日本精工株式会社 | 電動パワーステアリング装置 |
WO2018168891A1 (ja) * | 2017-03-16 | 2018-09-20 | 日本精工株式会社 | 電動パワーステアリング装置 |
WO2019082835A1 (ja) * | 2017-10-24 | 2019-05-02 | 日本精工株式会社 | 車両用操向装置 |
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JP2020132017A (ja) * | 2019-02-21 | 2020-08-31 | トヨタ自動車株式会社 | 電動パワーステアリング装置 |
JP2021133810A (ja) * | 2020-02-27 | 2021-09-13 | 日本精工株式会社 | 車両用操向装置 |
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KR101684513B1 (ko) * | 2015-04-28 | 2016-12-08 | 현대자동차 주식회사 | Mdps 시스템의 복원 제어장치 |
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EP3375696B1 (en) * | 2017-03-17 | 2019-11-20 | Volvo Car Corporation | Steer torque manager for an advanced driver assistance system of a road vehicle |
EP3378731B1 (en) | 2017-03-20 | 2020-01-15 | Volvo Car Corporation | Apparatus and method for driver activity dependent (adas) wheel angle controller |
EP3378733B1 (en) * | 2017-03-20 | 2020-01-15 | Volvo Car Corporation | Apparatus and method for situation dependent wheel angle control (had or adas) |
JP2020138605A (ja) * | 2019-02-27 | 2020-09-03 | 株式会社ジェイテクト | 転舵制御装置 |
CN114261442B (zh) * | 2022-03-03 | 2022-06-14 | 天津德科智控股份有限公司 | 一种线控转向***复合位置控制方法 |
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- 2015-09-03 WO PCT/JP2015/075035 patent/WO2016072143A1/ja active Application Filing
- 2015-09-03 BR BR112017009527A patent/BR112017009527A2/pt not_active Application Discontinuation
- 2015-09-03 CN CN201580056962.1A patent/CN107531275B/zh not_active Expired - Fee Related
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US10589780B2 (en) | 2016-11-07 | 2020-03-17 | Nsk Ltd. | Electric power steering apparatus |
EP3489114A4 (en) * | 2016-11-07 | 2019-08-28 | NSK Ltd. | STEERING APPARATUS WITH ELECTRICAL ASSISTANCE |
WO2018084190A1 (ja) * | 2016-11-07 | 2018-05-11 | 日本精工株式会社 | 電動パワーステアリング装置 |
JPWO2018084190A1 (ja) * | 2016-11-07 | 2019-03-14 | 日本精工株式会社 | 電動パワーステアリング装置 |
JPWO2018147371A1 (ja) * | 2017-02-09 | 2019-03-28 | 日本精工株式会社 | 電動パワーステアリング装置 |
US10562562B2 (en) | 2017-02-09 | 2020-02-18 | Nsk Ltd. | Electric power steering apparatus |
CN110248860B (zh) * | 2017-02-09 | 2021-11-23 | 日本精工株式会社 | 电动助力转向装置 |
CN110248860A (zh) * | 2017-02-09 | 2019-09-17 | 日本精工株式会社 | 电动助力转向装置 |
EP3511227A4 (en) * | 2017-02-09 | 2019-10-23 | NSK Ltd. | POWER ASSISTED STEERING DEVICE |
WO2018147371A1 (ja) * | 2017-02-09 | 2018-08-16 | 日本精工株式会社 | 電動パワーステアリング装置 |
JPWO2018168891A1 (ja) * | 2017-03-16 | 2019-06-27 | 日本精工株式会社 | 電動パワーステアリング装置 |
CN111406011A (zh) * | 2017-03-16 | 2020-07-10 | 日本精工株式会社 | 电动助力转向装置 |
WO2018168891A1 (ja) * | 2017-03-16 | 2018-09-20 | 日本精工株式会社 | 電動パワーステアリング装置 |
US10661825B2 (en) | 2017-03-16 | 2020-05-26 | Nsk Ltd. | Electric power steering apparatus |
CN111406012B (zh) * | 2017-10-24 | 2021-12-21 | 日本精工株式会社 | 车辆用转向装置 |
US11034382B2 (en) | 2017-10-24 | 2021-06-15 | Nsk Ltd. | Steering apparatus for vehicles |
WO2019082835A1 (ja) * | 2017-10-24 | 2019-05-02 | 日本精工株式会社 | 車両用操向装置 |
CN111406012A (zh) * | 2017-10-24 | 2020-07-10 | 日本精工株式会社 | 车辆用转向装置 |
JPWO2019082835A1 (ja) * | 2017-10-24 | 2020-04-02 | 日本精工株式会社 | 車両用操向装置 |
WO2019167661A1 (ja) * | 2018-02-27 | 2019-09-06 | 日本精工株式会社 | 車両用操向装置 |
JPWO2019167661A1 (ja) * | 2018-02-27 | 2021-03-25 | 日本精工株式会社 | 車両用操向装置 |
JP6628017B1 (ja) * | 2018-07-13 | 2020-01-08 | 日本精工株式会社 | 車両用操向装置 |
US10994776B1 (en) | 2018-07-13 | 2021-05-04 | Nsk Ltd. | Vehicle steering apparatus |
WO2020012689A1 (ja) * | 2018-07-13 | 2020-01-16 | 日本精工株式会社 | 車両用操向装置 |
JP2020132017A (ja) * | 2019-02-21 | 2020-08-31 | トヨタ自動車株式会社 | 電動パワーステアリング装置 |
JP7211149B2 (ja) | 2019-02-21 | 2023-01-24 | トヨタ自動車株式会社 | 電動パワーステアリング装置 |
JP2021133810A (ja) * | 2020-02-27 | 2021-09-13 | 日本精工株式会社 | 車両用操向装置 |
JP7378703B2 (ja) | 2020-02-27 | 2023-11-14 | 日本精工株式会社 | 車両用操向装置 |
Also Published As
Publication number | Publication date |
---|---|
JPWO2016072143A1 (ja) | 2017-04-27 |
EP3184403A4 (en) | 2018-02-21 |
CN107531275A (zh) | 2018-01-02 |
EP3184403B1 (en) | 2019-02-20 |
BR112017009527A2 (pt) | 2018-09-11 |
EP3184403A1 (en) | 2017-06-28 |
JP6098764B2 (ja) | 2017-03-29 |
CN107531275B (zh) | 2019-02-19 |
US9789901B2 (en) | 2017-10-17 |
US20170232997A1 (en) | 2017-08-17 |
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