JP2006337208A - Electric power steering device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an electric power steering device capable of detecting anomalies of a rotor position detector of a brushless DC motor for steering assist in an early stage. <P>SOLUTION: An angle detector 25 outputs sine-wave signals and cosine-wave signals according to the position of a rotor of the brushless DC motor 6. A torque detector 3 detects steering torque added to a steering member (not shown in Fig.). On the basis of the sine-wave signals and the cosine-wave signals each corrected by an each-offset correction means 62 and an each-amplitude correction means 62 and the steering torque, the electric power steering device drives the brushless DC motor 6 and assists steering. The electric power steering device is provided with both a first determination means 63 for determining whether each correction value of the each-offset correction means 62 lies within a first range or not and a second determination means 63 for determining whether each correction value of the each-amplitude correction means 62 lies within a second range or not and detects anomalies of the angle detector 25 when either the first determination means 63 or the second determination means 63 determines that it does not. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention includes an angle detector that outputs a sine wave signal and a cosine wave signal corresponding to a rotor position of a brushless DC motor, and a torque detector that detects a steering torque applied to a steering member, and is offset-corrected. The present invention relates to an electric power steering device that assists steering by driving a brushless DC motor based on amplitude-corrected sine wave signals and cosine wave signals and steering torque detected by a torque detector.

  An electric power steering device that drives a motor to assist steering and reduces the burden on the driver includes an input shaft that is connected to a steering member (steering wheel, steering wheel), and an output shaft that is connected to a steering wheel by a pinion, a rack, and the like. And a connecting shaft for connecting the input shaft and the output shaft, and a torque sensor detects a steering torque value applied to the input shaft by a twist angle generated in the connecting shaft, and interlocks with the output shaft based on the detected steering torque value. It drives and controls a steering assist motor.

In such an electric power steering apparatus, a brushless DC motor has recently been used. In a brushless DC motor of an electric power steering device, PWM (Pulse Width Modulation) control is performed on the current flowing through the stator so that a rotating magnetic field is generated according to the position where the rotor rotates. For detecting the rotor position, a detector that outputs a sine wave signal and a cosine wave signal, such as a resolver or an MR sensor, is used.
Patent Document 1 discloses that an analog signal of a magnetic detection element is converted into a digital signal, and an abnormality of the angle sensor is detected based on a difference value from the resolver signal.
Patent Document 2 discloses a method of storing a steering angle given at a predetermined period from an angle sensor, calculating a differential value of the steering angle, obtaining an absolute value of a difference between a previous detection value and a current detection value, and comparing it with a threshold value. Has been.

Patent Document 3 discloses that an arbitrary two output difference between outputs of three steering angle sensors is examined and it is determined that an abnormal sensor is included in a combination indicating a value far from zero. Has been.
Patent Document 4 discloses that a steering angle detected by a steering angle sensor is sampled a predetermined number of times within a predetermined time, an average / dispersion is calculated, and a failure is determined when the average or variance is outside a predetermined range. Has been.
JP 2002-81961 A JP-A-10-278826 Japanese Patent Laid-Open No. 10-258757 JP 10-197238 A

If a detector used to detect the rotor position fails and accurate rotational position data cannot be obtained, an appropriate current corresponding to the rotor position cannot be supplied, and the steering wheel (handle, steering member) May vibrate or lock. Therefore, there is a problem that it is necessary to detect the abnormality of the detector at an early stage.
The present invention has been made in view of the above-described circumstances, and an object thereof is to provide an electric power steering device capable of early detecting an abnormality of a rotor position detector of a brushless DC motor for steering assistance. To do.

  An electric power steering device according to a first aspect of the present invention includes an angle detector that outputs a sine wave signal and a cosine wave signal corresponding to a rotor position of a brushless DC motor, and neutral points of the sine wave signal and the cosine wave signal. Each offset correction means for correcting each deviation, each amplitude correction means for correcting each amplitude value of the sine wave signal and cosine wave signal, and a torque detector for detecting the steering torque applied to the steering member, Electric power steering for assisting steering by driving the brushless DC motor based on the sine wave signal and cosine wave signal corrected by the offset correction means and amplitude correction means and the steering torque detected by the torque detector. In the apparatus, each of the first determination means for determining whether or not each correction value of each of the offset correction means is within a first range, and each correction value of each of the amplitude correction means is Each of the second determination means for determining whether or not it falls within two ranges, and when any of the first determination means and each of the second determination means is determined to be abnormal, an abnormality of the angle detector is detected. It is comprised so that it may carry out.

  The electric power steering apparatus according to a second aspect of the present invention is configured to stop steering assistance by the brushless DC motor when an abnormality of the angle detector is detected.

  According to the electric power steering apparatus of the first invention, each first determination means determines whether or not each correction value of each offset correction means falls within the first range, and each second determination means determines each amplitude. Since it is determined whether or not each correction value of the correction means falls within the second range, and it is determined that any one of the first determination means and each of the second determination means is not, an abnormality of the angle detector is detected. In addition, it is possible to realize an electric power steering apparatus that can detect an abnormality in the rotor position detector of the brushless DC motor for assisting steering at an early stage.

According to the electric power steering apparatus according to the second aspect of the invention, when the abnormality of the angle detector is detected, the steering assistance by the brushless DC motor is stopped, so the abnormality of the rotor position detector of the steering assistance brushless DC motor is detected early. Thus, an electric power steering device that can be detected without any risk of locking the steering wheel can be realized.

Hereinafter, the present invention will be described with reference to the drawings illustrating embodiments thereof.
FIG. 1 is a schematic diagram showing a configuration of an embodiment of an electric power steering apparatus according to the present invention. This electric power steering apparatus includes, for example, a steering wheel 1 (steering wheel, steering member) for steering, a brushless DC motor 6 for assisting steering driven according to steering of the steering wheel 1, and a reduction gear for rotating the motor 6. A transmission means 13 for transmitting to the steering mechanisms 12 and 12 via the mechanism 7 and an ECU (controller) 5 for driving and controlling the motor 6 are provided. The ECU 5 is provided with a vehicle speed signal output from a vehicle speed sensor 4 that detects the traveling speed of the vehicle.

  The transmission means 13 includes an output shaft 8 connected to the input shaft 2 connected to the handle 1 via a torsion bar (not shown), a connecting shaft 9 connected to the output shaft 8 via a universal joint, and a connecting shaft 9 The rack is connected to the left and right steered wheels A and A via the steering mechanisms 12 and 12, and has a pinion shaft 10 connected to the pinion of the pinion shaft 10 via a universal joint. A shaft 11 is provided. The input shaft 2 and the transmission means 13 constitute a steering shaft 14.

Around the input shaft 2 is disposed a torque sensor 3 that detects a steering torque applied to the input shaft 2 by operating the handle 1 by a twist generated in the torsion bar, and the steering torque detected by the torque sensor 3 is detected. Based on this, the ECU 5 is configured to drive and control the motor 6.
The reduction gear mechanism 7 includes a worm connected to the output shaft of the motor 6 and a worm wheel fitted in the middle of the output shaft 8, and transmits the rotation of the motor 6 from the worm and worm wheel to the output shaft 8. It is constituted as follows.

  In the electric power steering apparatus having such a configuration, the steering operation force by the operation of the handle 1 is applied to the rack shaft 11 via the input shaft 2, the torsion bar (not shown), the output shaft 8, the connecting shaft 9, and the pinion shaft 10. , The rack shaft 11 is moved in the axial direction, and the steering mechanisms 12, 12 are operated. At the same time, the ECU 5 drives and controls the motor 6 based on the steering torque detected by the torque sensor 3, and transmits the driving force of the motor 6 to the output shaft 8, thereby assisting the steering operation force and for steering. Reduce the labor burden of the driver.

  FIG. 2 is a block diagram showing a main configuration of the electric power steering apparatus shown in FIG. In this electric power steering apparatus, the steering torque value Ts detected by the torque sensor 3 is given to the phase compensator 31, and the steering torque value phase-compensated by the phase compensator 31 is given to the torque-current table 33 of the ECU 5. It is done. Further, the vehicle speed value Vs detected by the vehicle speed sensor 4 is given to the torque-current table 33 and the convergence correction unit 27.

  In the torque-current table 33, when the steering torque value exceeds a predetermined dead zone, the target value of the motor current increases proportionally as the steering torque value increases, and when the steering torque value exceeds the predetermined value, the target value is saturated. Such a function is variably determined according to the vehicle speed value Vs. The function is determined so that the ratio of the target value of the motor current to the steering torque value becomes smaller and the saturation value of the target value becomes smaller as the vehicle speed value Vs becomes larger. The target value It of the motor current determined by the torque-current table 33 is given to the adding means 20 and the command current direction specifying unit 29.

The target value It of the motor current is a signed value indicating the target value of the d-axis current in the motor control using dq coordinate transformation, and the positive / negative indicates the steering assist direction.
The command current direction designating unit 29 creates a direction signal Sdir indicating the steering assist direction based on the sign of the given target value It of the motor current, and gives it to the convergence correction unit 27.

  A motor 6 that is a brushless DC motor for assisting steering incorporates a resolver 25 that is an angle detector for detecting the rotor position, and a sine wave signal and a cosine wave signal output from the resolver 25 are stored in the ECU 5. This is given to the rotor position detection unit 62 and the abnormality detection unit 63 that detects the abnormality of the resolver 25. The rotor position detector 62 performs each amplitude correction and each offset correction as shown in FIG. 6 for the given sine wave signal and cosine wave signal, and based on the sine wave signal and cosine wave signal subjected to each correction. The electrical angle θre is obtained and given to the sine wave ROM table 40 and the rotor angular velocity calculation unit 42. Further, the amplitude correction value and the offset correction value are calculated every time the ignition key is turned on or when a predetermined time elapses during driving of the vehicle, and the calculated value is given to the abnormality detection unit 63 each time it is calculated.

The rotor position detection unit 62 includes a table of electrical angles θre corresponding to the sin wave signal value and the cos wave signal value, and refers to the table based on the corrected sin wave signal value and the cos wave signal value. Thus, the electrical angle θre is obtained.
The sine wave ROM table 40 outputs a sine wave value sin θre according to the given electrical angle θre, and gives it to the three-phase AC / dq coordinate conversion unit 38 and the dq / three-phase AC conversion unit 32.

The rotor angular velocity calculation unit 42 calculates the rotor angular velocity ωre from the given electrical angle θre, and gives it to the convergence correction unit 27. The convergence correction unit 27 creates a compensation current value ic for ensuring vehicle convergence based on the given vehicle speed value Vs, direction signal Sdir, and rotor angular speed ωre, and supplies it to the adding means 20.
The adding means 20 adds the compensation current value ic to the target value It of the motor current, and gives the addition result to the subtracting means 24 as the q-axis current command value i ^* q.

A v-phase current detector 54 and a u-phase current detector 56 in the ECU 5 detect current values iv and iu flowing in the v-phase field coil and the u-phase field coil of the motor 6, respectively, and three-phase AC / dq coordinates. This is given to the conversion unit 38.
The three-phase AC / dq coordinate conversion unit 38 performs dq conversion to the q-axis current value iq and the d-axis current value id based on the given current values iv and iu and the sine wave value sin θre, and subtracts the q-axis current value iq. The d-axis current value id is supplied to the subtracting means 22 to the means 24, respectively.

The subtracting unit 24 calculates a deviation eq between the q-axis current command value i ^* q and the q-axis current value iq, and gives the deviation eq to the q-axis current PI control unit 28.
The subtracting means 22 calculates a deviation ed between the d-axis current command value i ^* d and d-axis current value id, which is 0 because it is not involved in the torque, and gives the deviation ed to the d-axis current PI control unit 26.
The q-axis current PI control unit 28 and the d-axis current PI control unit 26 calculate the q-axis voltage Vq and the d-axis voltage Vd for PI control based on the given deviation eq and deviation ed, and the limit processing unit 30.

The limit processing unit (limiter) 30 limits the supplied d-axis voltage Vd and q-axis voltage Vq so that the voltage command value of each phase is always a sine wave, and the d-axis voltage command values V ^* d and q A shaft voltage command value V ^* q is created and applied to the dq / three-phase AC converter 32.
The dq / three-phase AC conversion unit 32 performs dq reverse conversion (three-phase conversion) based on the given q-axis voltage command value V ^* q and d-axis voltage command value V ^* d to obtain a three-phase u-phase voltage. The command value V ^* u and the v-phase voltage command value V ^* v are calculated and supplied to the subtracting unit 34 and the three-phase PWM modulation unit 50.

The subtracting unit 34 calculates V ^* w = −V ^* u−V ^* v, and supplies the calculated w-phase voltage command value V ^* w to the three-phase PWM modulation unit 50.
The three-phase PWM modulation unit 50 performs pulse width modulation on the given three-phase voltage command values V ^* u, V ^* v, and V ^* w, and outputs the three-phase PWM signals Su, Sv, and Sw as motor drive circuits. 52.
The motor drive circuit 52 performs PWM drive of the motor 6 by switching between a field coil of each phase (not shown) and a power source and a ground terminal in accordance with the given PWM signals Su, Sv, Sw (pulse signals). The motor 6 outputs a torque Tm.

  The torque-current table 33, the convergence correction unit 27, the adding means 20, the command current direction designating unit 29, the abnormality detection unit 63, the rotor angular velocity calculation unit 42, the sine wave ROM table 40, the three-phase AC / dq coordinates described above. The conversion unit 38, the dq / three-phase AC conversion unit 32, the subtraction unit 24, the subtraction unit 22, the q-axis current PI control unit 28, the d-axis current PI control unit 26, the limit processing unit 30, and the subtraction unit 34 It is realized by.

3 and 4 are flowcharts showing the operation of calculating each amplitude correction value and each offset correction value for the sine wave signal and the cosine wave signal output from the resolver 25 (angle detector) of such an electric power steering apparatus. It is. The operation of calculating each correction value is executed after initializing the parameters, for example, when the ignition key is turned on or whenever a predetermined time elapses during vehicle operation.
In the ECU 5, the rotor position detection unit 62 first reads the sin wave signal sin θre output from the resolver 25 (S2), and then detects, for example, a value at which the read sin wave signal sin θre changes from increasing to decreasing. Processing for detecting the maximum value of the sin wave signal sin θre is executed (S4).

The rotor position detection unit 62 executes processing for detecting the maximum value of the sin wave signal sin θre (S4). As a result, when the maximum value is detected (S6), the detected maximum value is stored (S8), and the parameter 1 is added to T1 (S10).
Next, for example, the rotor position detection unit 62 detects a minimum value of the sin wave signal sin θre by detecting a value at which the read sin wave signal sin θre (S2) shifts from decrease to increase (S12). ). As a result, when the minimum value is detected (S14), the detected minimum value is stored (S16), and 1 is added to the parameter T2 (S18).

When the rotor position detection unit 62 does not detect the maximum value (S6), the rotor position detection unit 62 proceeds directly to the process of detecting the minimum value of the sin wave signal sin θre (S12). If the minimum value is not detected (S14), the process returns as it is.
After adding 1 to the parameter T2 (S18), the rotor position detector 62 determines whether or not the parameters T1 and T2 are both n (n is a positive integer) or more (S20). If there is, return as it is.
If the parameters T1 and T2 are both n or more (S20), the rotor position detector 62 calculates each average value of the stored maximum value (S8) and the stored minimum value (S16). (FIG. 4 S22), parameters T1 and T2 are initialized (S24).

Next, the rotor position detection unit 62 uses the average value of the calculated local maximum value and the average value of the local minimum value (S22), and the offset correction value = 0− (average value of local maximum value + average value of local minimum value). / 2 is calculated (S26), and the calculated offset correction value is stored (S28). Next, amplitude correction value = (average value of maximum value−average value of minimum value) / 2 is calculated (S30), the calculated amplitude correction value is stored (S32), and the process returns.
The rotor position detection unit 62 stores the offset correction value (S28), and after storing the amplitude correction value (S32), next stores the offset correction value until the offset correction value and the amplitude correction value are stored and updated. Each correction is performed on the read sine wave signal sin θre according to the value and the amplitude correction value.

The rotor position detecting unit 62 performs offset correction by adding an offset correction value to the read sin wave signal sin θre, and performs amplitude correction by multiplying the offset sin wave signal sin θre by the amplitude correction value. .
In the arithmetic operation described above, the sin wave signal sin θre has been described. However, the same applies to the cosine wave signal cos θre, and the rotor position detection unit 62 performs each correction operation on the sin wave signal sin θre and the cos wave signal cos θre in parallel. And running.

Hereinafter, an operation of detecting an abnormality of the resolver 25 (angle detector) of such an electric power steering apparatus will be described with reference to the flowchart of FIG.
The abnormality determination unit 63 of the ECU 5 determines that the offset correction value (S28 in FIG. 4) of the sin wave signal sin θre or the cos wave signal cos θre calculated and stored by the rotor position detection unit 62 is within a predetermined range of the offset correction value (first range). (S34). If the amplitude correction value is within the predetermined range, the amplitude correction value (S32 in FIG. 4) of the sin wave signal sin θre or the cos wave signal cos θre calculated and stored by the rotor position detection unit 62 is then within the predetermined range of the amplitude correction value. It is determined whether or not it is within (the second range) (S36). If it is within the predetermined range, the process returns as it is.

If the offset correction value does not fall within the predetermined range (S34) or if the amplitude correction value does not fall within the predetermined range (S36), the abnormality determination unit 63 outputs an abnormality detection signal of the angle detector. (S38) Return.
When the abnormality determination unit 63 outputs the angle detector abnormality signal, the ECU 5 sets each output voltage Vu, Vv, Vw of the motor drive circuit 52 to 0, stops the drive control of the motor 6, and stops the motor 6 Can be freely rotated in accordance with the rotation of the handle 1.

1 is a schematic diagram showing a configuration of an embodiment of an electric power steering apparatus according to the present invention. It is a block diagram which shows the principal part structure of the electric power steering apparatus shown in FIG. It is a flowchart which shows the operation | movement which calculates each amplitude correction value and each offset correction value about the sine wave signal and cosine wave signal which the resolver output. It is a flowchart which shows the operation | movement which calculates each amplitude correction value and each offset correction value about the sine wave signal and cosine wave signal which the resolver output. It is a flowchart which shows the operation | movement which detects the abnormality of the resolver of the electric power steering apparatus which concerns on this invention. It is explanatory drawing for demonstrating each amplitude correction and each offset correction about the sine wave signal and cos wave signal which the resolver output.

Explanation of symbols

1 Handle (steering member, steering wheel)
3 Torque sensor (torque detector)
5 ECU (controller)
6 (Brushless DC) motor 25 Resolver (detector, angle detector)
32 dq / three-phase AC converter 33 torque-current table 38 three-phase AC / dq coordinate converter 52 motor drive circuit 54 v-phase current detector 56 u-phase current detector 62 rotor position detector (offset correction means, amplitude correction) means)
63 Abnormality detection unit (first determination means, second determination means)

Claims (2)

An angle detector that outputs a sine wave signal and a cosine wave signal corresponding to the rotor position of the brushless DC motor, and each offset correction means for correcting each deviation of the neutral point of the sine wave signal and the cosine wave signal; Each of the amplitude correction means for correcting the amplitude values of the sine wave signal and the cosine wave signal, and a torque detector for detecting the steering torque applied to the steering member, each of the offset correction means and each amplitude correction means. In the electric power steering device for assisting steering by driving the brushless DC motor based on each corrected sine wave signal and cosine wave signal and the steering torque detected by the torque detector,
Each first determination unit that determines whether or not each correction value of each of the offset correction units falls within the first range, and each of whether or not each correction value of each of the amplitude correction units falls within the second range And a second determination unit, wherein an abnormality of the angle detector is detected when it is determined that any one of the first determination unit and the second determination unit is not. Electric power steering device.   The electric power steering apparatus according to claim 1, wherein the steering assist by the brushless DC motor is stopped when an abnormality of the angle detector is detected.

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