BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a block diagram showing an example of the configuration (three-phase brushless motor) of the control device for an electric power steering apparatus according to the invention;
FIG. 2 is a wired diagram showing a part of an example of the configuration of a gate driving circuit according to the invention;
FIG. 3 is a wired diagram showing a part of an example of the configuration of a gate driving circuit of a related art;
FIG. 4 is a diagram for explaining the operable voltage range of an upper side FET;
FIG. 5 is a diagram for explaining the operable voltage range of a lower side FET;
FIG. 6 is a flow chart showing an example of the operation of the invention (first embodiment);
FIG. 7 is a timing chart showing the example of the operation of the invention (first embodiment);
FIG. 8 is a block diagram showing another example of the configuration (brush motor) of the control device for an electric power steering apparatus according to the invention;
FIG. 9 is a diagram for explaining the relation between the generation of kick back and an input torque of a driver;
FIG. 10 is a flow chart showing an example of the operation of the invention (second embodiment);
FIG. 11 is a timing chart showing the example of the operation of the invention (second embodiment);
FIG. 12 is a diagram for explaining the electromagnetic brake of a brushless motor;
FIG. 13 is a diagram for explaining the electromagnetic brake of the brushless motor;
FIG. 14 is a diagram for explaining the electromagnetic brake of a brush motor;
FIG. 15 is a diagram for explaining an example of the general configuration of an electric power steering apparatus; and
FIG. 16 is a diagram for explaining an example of the configuration of a control unit.
DETAILED DESCRIPTION OF EXEMPLARY EMBODIMENTS OF THE INVENTION EMBODIMENTS
Hereinafter, embodiments of the invention will be explained with reference to the drawings. The embodiments of the invention will be explained as to an example where a three-phase (U, V, W-phases) brushless motor is used as a steering assist motor.
FIG. 1 shows an example of the configuration of the control device for an electric power steering apparatus according to the invention. In the figure, a steering torque T from a torque sensor 101 and a vehicle speed V from a vehicle speed sensor 102 are inputted into a control calculation device 100 configured by a computer (CPU, MPU, MCU etc.). A steering assist command value calculated by the control calculation device 100 is inputted into a gate driving circuit 120. The gate driving circuit 120 controls on/off operation of each of FETs (Tr1 to Tr6) serving as driving elements of a motor driving bridge circuit 110 based on a steering assist command value, thereby driving a motor 130 in accordance with direction and magnitude of the steering assist command value. An interruption device 111 is disposed between the motor driving bridge circuit 110 and the motor 130. The motor 130 is coupled to a rotor position detection circuit 104 and the motor driving bridge circuit 110 is coupled to a current detection circuit 103 for detecting a motor current.
The control calculation device 100 monitors the power supply voltage. The control calculation device 100 detects that the power supply voltage exceeds a predetermined threshold value to reach an abnormally high voltage, and stores and controls a steering state just before the detection of the abnormally high voltage. The control calculation device 100 further includes an SAT estimation portion for estimating (or detecting) an SAT and compares the SAT value thus estimated with a prescribed value (about 10N of a steering torque, for example) to determine whether or not the electromagnetic brake is necessary to be operated. Further, in the embodiment, the FETs Tr1, Tr3 and Tr5 constitute the upper side driving elements (upper side FETs) of the bridge circuit and the FETs Tr2, Tr4 and Tr6 constitute the lower side driving elements (lower side FETs) of the bridge circuit. The interruption device 111 is configured by relays RLY1, RLY2, for example, and interrupts the U and V phases of the three phases in this embodiment.
As shown in FIG. 2, the gate driving circuit 120 is configured in a manner that the gate driving element 123 of the upper side FET Tr1 is supplied with a power supply voltage VB via a boost circuit 121. The gate driving element 124 of the lower side FET Tr2 is supplied with the power supply voltage VB via a voltage clamp circuit 122 having a voltage limit unit. As shown in FIG. 3, in the related art, a voltage clamp circuit is not provided at the gate driving element 124 of the lower side FET Tr2. The boost circuit 121 of FIGS. 2 and 3 has the maximum value of 32 V at the time of a three-times CP (charge pump), for example.
Although the gate driving circuit 120 is configured as shown in FIG. 2 in the invention, the gate driving circuit of the related art is configured as shown in FIG. 3 in a manner that the power supply voltage VB is used as a power supply of the output buffer of the lower side FET Tr2 as it is. Thus, when the power supply voltage VB becomes a high voltage, since this power supply voltage exceeds the resist voltage (for example, Vgs=±20 V) between the gate and the source of the FET Tr2, the FET Tr2 can not be driven any more. On the other hand, a voltage obtained by boosting the power supply voltage VB by the boost circuit 121 is supplied as the power supply for the output buffer for driving the gate of the upper side FET Tr1. The boost circuit 121 includes a voltage limit circuit for protecting from the overvoltage. Thus, when the power supply voltage VB becomes a high voltage, there arises a problem that the gate-source resist voltage necessary for driving the FET Tr1 can not be secured and so the PET Tr1 can not be driven. According to the invention, since the voltage clamp circuit 122 is provided at the lower side FET Tr2, the operation range of the lower side FET Tr2 can be expanded.
FIG. 4 is a diagram for explaining the operable voltage range of the upper side FET with respect to the power supply voltage VB. Supposing that the source voltage is same as the power supply voltage, the gate voltage is same as the voltage limit value and the on voltage of the FET is 5 V, the upper side FET can not be turned on when the power supply voltage VB is 27 V or more. That is, in the gate driving circuit of the related art shown in FIG. 3, each of the lower side FET and the upper side FET is placed in a state that the FET can not be driven when the power supply voltage VB has a high value. Vgs in FIG. 4 depicts a gate-source voltage.
As shown in FIG. 2, the gate driving circuit 120 of the invention is arranged in a manner that the voltage clamp circuit 122 for limiting a voltage is disposed between the power supply voltage VB and the power supply of the output buffer for driving the gate of the lower side FET Tr2. Thus, even when the power supply voltage VB increases to an abnormally high value, the gate-source voltage of the FET Tr2 does not exceed the resist voltage thereof and so the FET Tr2 can be driven continuously.
FIG. 5 is a diagram for explaining the operable voltage range of the lower side FET with respect to the power supply voltage VB. In this case, since the maximum voltage between the gate and the source does not become larger than a predetermined value even if the power supply voltage VB becomes a high value, the operation range of the lower side FET Tr2 can be expanded.
An example of the operation of such a configuration of the invention will be explained with reference to a flowchart shown in FIG. 6 and a time chart shown in FIG. 7. FIG. 7(A) shows the on/off state of the upper side FETs (Tr1, Tr3, Tr5), FIG. 7(B) shows the on/off state of the lower side FETs (Tr2, Tr4, Tr6), FIG. 7(C) shows the relation between the power supply voltage VB and a controllable threshold value and FIG. 7(D) shows the influence on a driver.
The control calculation device 100 always detects and stores the steering state (step S1) and determines by using the power supply voltage monitoring function thereof whether or not the power supply voltage VB is an abnormally high voltage exceeding the controllable threshold value (step S2). When the power supply voltage is not the abnormally high voltage but in a normal state (a period from a time point t0 to a time point t1 in FIG. 7), the control calculation device calculates the steering assist command value based on the steering torque T and the vehicle speed V (step S3) and further calculates the current command value based on the steering assist command value thus calculated, the motor current and the rotor position (step S4). Then, the control calculation device drives the motor 130 via the gate driving circuit 120 and the motor driving bridge circuit 110 based on the current command value thus calculated to execute the assist operation (step S5). Thereafter, the procedure is returned to step S1 and these steps are repeated.
On the other hand, when the power supply voltage VB is determined to be the abnormally high voltage exceeding the controllable threshold value in step S1 (the time point t1 in FIG. 7), for example, when the power supply voltage VB increases due to the load dump surge etc. resulted from the disconnection of the battery terminal etc. during the steering operation of a driver, the control calculation device 100 estimates the SAT as a reaction force from a tire based on the steering state (for example, the steering angle, the steering speed or the steering assist command value) just before the timing where the power supply voltage reaches the abnormally high voltage (step S10) and calculates a necessary braking amount of the electromagnetic brake based on the SAT thus estimated (step S11).
The estimation of the SAT may be made in accordance with a method disclosed in Japanese Patent Unexamined Publication JP-A-2002-369565, for example.
That is, torque transmission from steering wheel to a road surface is such that driver steers the steering wheel to generate the steering torque T and assist torque Tm in accordance with this steering torque T. As a result, wheels are rotated and steered and the SAT is generated as a reaction force. At this time, a torque acting as resistance to the steering operation of the steering wheel is generated by the inertia J and the friction (static friction) Fr of the motor. A dynamic equation shown by the following expression (1) can be obtained in view of the balance of these forces
J·ωa+Fr·sign(ω)+SAT=Tm+T (Expression 1)
Then, the expression (1) is subjected to the Laplace transformation supporting that the initial value is 0 so as to solve as to the SAT, the following expression (2) is obtained.
SAT(s)=Tm(s)+T(s)−J·ωa(s)−Fr·sign(ω(s)) (Expression 2)
As clear from the expression (2), when the inertia J and the friction Fr of the motor are obtained in advance as constants, the SAT can be estimated from a motor rotational angular speed ω, a rotational angular acceleration speed ωa, a steering assist force and a steering signal. It is possible to use a SAT value detected by a sensor in place of the estimation value of the SAT.
Thereafter, the estimated SAT value is compared with a rated value (for example) to determine whether or not it is necessary to operate the electromagnetic brake with respect to the motor 130 (step S12). That is,
- (1) when the SAT is larger than the rated value, it is determined that the electromagnetic brake is necessary, whilst
- (2) when the rated value is equal to or larger than the SAT, it is determined that the electromagnetic brake is not necessary and the assist operation is stopped immediately.
When it is determined that the electromagnetic brake is necessary in the aforesaid manner, as shown in FIGS. 7(A) and (B), all the upper side FETs (Tr1, Tr3, Tr5) are immediately turned off and all the lower side FETs (Tr2, Tr4, Tr6) are immediately turned on, and these states of the FETs are fixed (step S13). Accordingly, the electromagnetic brake is operated to suppress the kick back operation due to the torsion of the tire thereby to reduce the sense of incongruity affected on a driver. When all the lower side FETs (Tr2, Tr4, Tr6) are turned on, the motor 130 is placed in the electromagnetic lock state and so the abrupt returning of the steering wheel can be prevented. At this time, an alarm is given to notify a driver by means of visual or sound.
Thereafter (at a time point t2 in FIG. 7) as shown in FIG. 7(B), the lower side FETs (Tr2, Tr4, Tr6) are turned off gradually (step S15) and the electromagnetic braking state is shifted to a manual steering state smoothly and safely (step S21). In FIG. 7(D), the state has shifted to the manual steering state. In step S12, when it is determined that the electromagnetic brake is not necessary, both the upper side FETs (Tr1, Tr3, Tr5) and the lower side FETs (Tr2, Tr4, Tr6) are turned off to quickly shift to the manual steering state (step S20).
Although the explanation is made as to the configuration and operation in the case of performing the assisting operation by using the three-phase brushless motor, such the configuration and operation can also be realized by using a brush motor in the same manner. FIG. 8 shows an example of the configuration in the case of driving and controlling a two-phase brush motor 140, which is arranged so as to correspond to FIG. 1. In this case, a motor driving bridge circuit 110A is configured by an H bridge in correspondence to the two phases and an interruption device 111A of only single phase is disposed between the motor driving bridge circuit 110A and the brush motor 140. Further, since the brush motor 140 is employed, the rotor position detection circuit 104 is not necessary. According to this example, the control similar to the aforesaid embodiment can be made and the effect similar thereto can be obtained.
The main cause of a sense of incongruity felt by a driver in the steering operation is the kick back phenomenon. As shown in FIG. 9, according to the kick back phenomenon, the assist motor rotates in the opposite direction to the steering torque of the driver by the kick back from the road surface. That is, the driver receives a reaction force due to the kick back at the steering wheel 1. In order to remove the influence of the kick back, the electromagnetic brake control is performed in the case where the differential value of the output of the rotation sensor of the motor is in opposite in the direction to the steering torque T of the torque sensor 101. In contrast, an amount of the electromagnetic brake is set to 0, that is, the electromagnetic brake is not performed when these directions are the same. As a result, at the time of the occurrence of the abnormally high voltage, a driver's feeling of a sense of incongruity as to the steering operation with respect to the kick back operation can be reduced. Further, when the steering wheel rotates in the same direction as the input torque, the operation can be immediately shifted to the manual steering state.
An example of the operation in the case of removing the aforesaid influence of the kick back will be explained with reference to a flowchart shown in FIG. 10 and a time chart shown in FIG. 11. FIG. 11A) shows the steering torque T outputted from the torque sensor 101, FIG. 11(B) shows the motor angular speed, FIG. 11(C) shows the on/off state of the upper side FETs (Tr1, Tr3, Tr5), FIG. 11(D) shows the on/off state of the lower side FETs (Tr2, Tr4, Tr6), FIG. 11(E) shows the relation between the power supply voltage VB and a controllable threshold value and FIG. 11(F) shows the influence on a driver.
When the control calculation device 100 determines by using the power supply voltage monitoring function thereof that the power supply voltage VB reaches an abnormally high voltage (step S30, a time point t11), the control calculation device obtains the rotation angle of the motor 130 (or 140) (step S31), and calculates the rotation speed from the rotation angle (step S32) and also calculates the input torque (step S33). Thereafter, it is determined whether or not the rotation direction of the motor coincides with the direction of the input torque (step S34). When it is determined that the rotation direction of the motor does not coincide with the direction of the input torque, an amount of the electromagnetic brake is calculated in accordance with the rotation speed and the input value (steering torque T) from the torque sensor like the aforesaid manner and instructs the value (step S36).
Thereafter, the control calculation device instructs a duty ratio of the lower side FETs (Tr2, Tr4, Tr6) of the motor driving bridge circuit 110 (step S37) and returns the operation to step S31. In step S34, when it is determined that the rotation direction of the motor coincides with the direction of the input torque, the control calculation device instructs the tuning-off of the lower side FETs (Tr2, Tr4, Tr6) of the motor driving bridge circuit 110 (step S35) and proceeds the operation to step S37.
In the example of FIG. 11, an amount of the electromagnetic brake is reduced gradually in accordance with the rotation direction of the motor and the direction of the input torque during a time period from the time point t11 to a time point t12. Then, since the rotation direction of the motor coincides with the direction of the input torque at the time point t12, the electromagnetic brake is not operated any longer. In FIG. 11(B), since the rotation direction of the motor coincides with the direction of the input torque at a time period after the time point t12, the electromagnetic brake is placed in an off state thereafter. A dotted line in FIG. 11(A) represents the characteristics of a manual input torque (kick back) in the case of no electromagnetic brake. If the assist operation is turned off when the manual input is constant such as the case of a steering holding states since the steering wheel acts to restore abruptly, the manual input signal is considered to be large relatively.
The method of operating the electromagnetic brake will be explained with reference to the accompanying drawings.
FIG. 12 shows a case where the electromagnetic brake is operated only for the clockwise rotation by the three-phase brushless motor 130. In the U-phase induction voltage of FIG. 12, a hatched area represents that since the FET Tr2 is turned on during the electric angles of 0 to 180 degrees where the induction voltage is positive in the clockwise rotation, the brake current flows only at the time of the clockwise rotation. A white area in the figure represents that since the FET Tr2 is turned off during the electric angles of 180 to 360 degrees where the induction voltage is negative in the clockwise rotation the brake current does not flows at the time of the counterclockwise rotation. These are the same as to each of the V- and W-phases. FIG. 13 shows waveforms (phases) at the time of the clockwise rotation and the counterclockwise rotation of the U-phase, the waveforms are also in the opposite phases between the clockwise rotation and the counterclockwise rotation in each of the V- and W-phases.
FIG. 14 shows the relation between the electromagnetic braking direction and with respect to the brush motor 140 and the FETs Tr1 to Tr4 to be driven. It is required to flow a current I1 for generating a clockwise rotation torque in order to rotate the motor 140 clockwise. In this case, there flows a current I2 fro generating a braking force with respect to the clockwise rotation of the motor. Further, since the induction voltage at the time of the clockwise rotation is directed to a direction shown by A in the figure, the brake current flowing due to the induction voltage in response to the turning on of the FET Tr2 is directed to a direction shown by a dotted line B.
Although the explanation is made as an example of using the three-phase brushless motor, the invention is applicable in the case of using a multiphase motor of three or more phases or a brush motor.
While the invention has been described in connection with the exemplary embodiments, it will be obvious to those skilled in the art that various changes and modification may be made therein without departing from the present invention, and it is aimed, therefore, to cover in the appended claim all such changes and modifications as fall within the true spirit and scope of the present invention.
Patent Application
20080004773
