MOTORIZED POWER STEERING APPARATUS

Abstract: A motorized power steering apparatus for a vehicle has a torque sensor 3 including a right turn potentiometer 3d and a left turn potentiometer 3e which generate output voltages corresponding to the steering torque during a right turn or a left turn, respectively. A motor controller 9 controls the output torque of a drive motor 7 which generates an auxiliary steering force corresponding to the output voltage of one of the potentiometers. A logic circuit (911, 913, 918, 919) prevents current from being supplied to the motor when both of the potentiometers generate an output voltage at the same time.

Description: BACKGROUND OF THE INVENTION This invention relates to a motorized power steering apparatus for automobiles or other vehicles. In the past, power steering apparatuses for automobiles were usually driven by hydraulic power generated by a pump. However, as hydraulic systems are bulky and heavy, in recent years, there has been a trend towards the use of electric motors to provide the drive force for power steering. A power steering apparatus which employs an electric motor to generate an auxiliary torque to assist the steering of the vehicle is referred to as a motorized power steering apparatus. In a motorized power steering apparatus, a torque sensor measures the steering torque applied by the driver to a steering wheel. An electric motor which is connected to a suitable portion of the steering gear is then controlled in accordance with the measured torque to impart an auxiliary steering force to the steering gear. The auxiliary steering force lessens the force which need be applied to the steering wheel by the driver. A conventional torque sensor has a torque-displacement converter which produces a displacement corresponding to the steering torque applied to the steering wheel. The torque sensor also includes a main potentiometer and an auxiliary potentiometer when generate output voltages which correspond to the displacement of the torque-displacement converter. Typically, each potentiometer generates a prescribed base voltage when the steering torque is zero. The output voltages of the potentiometers rise above the base voltage when a steering torque is applied to the steering wheel in one direction, and the output voltages fall below the base voltage when a steering torque is applied to the steering wheel in the opposite direction. The output voltages from the main potentiometer and the auxiliary potentiometer are compared with one another. If the difference between the two output voltages is within a prescribed range, it is determined that the torque sensor is functioning properly, and a voltage is applied to the motor which is proportional to the output voltage of the main potentiometer. If the difference between the two output voltages is outside the prescribed range, then it is determined that the torque sensor is malfunctioning, and no voltage is applied to the motor. GB-A-2 196 913 discloses an example of a prior art device and shows a power steering apparatus having redundant torque sensors, each comprising a potentiometer respectively, whereat an output voltage signal is produced indicating the torque imposed on a steering wheel, the two output signals being compared and upon detection of a deviation different from a prescribed range, reckoning a fail state. A mechanism for comparing the outputs of the two potentiometers functions as a fail-safe mechanism. Theoretically, it can prevent the motor from generating an auxiliary torque in the wrong direction should the torque sensor malfunction. However, if the time at which comparison of the output voltages takes place is too early, it is easy for the fail-safe mechanism to malfunction. On the other hand, if the time at which comparison takes place is too late, the danger is increased. SUMMARY OF THE INVENTION It is an object of the present invention to provide a motorized power steering apparatus for a vehicle which can prevent an auxiliary steering force from being generated in the wrong direction. It is yet another object of the present invention to provide a motorized power steering apparatus which is reliable, simple in structure, and inexpensive. A motorized power steering apparatus for a vehicle in accordance with the present invention has a torque sensor which generates two separate output signals corresponding to steering torque during a right turn and steering torque during a left turn. The torque sensor includes a right turn potentiometer which generates an output voltage proportional to the steering torque only when the steering torque is such as to steer the vehicle to the right and a separate left turn potentiometer which generates an output voltage proportional to the steering torque only when the steering torque is such as to steer the vehicle to the left. A motor controller controls the voltage which is applied to a drive motor for exerting an auxiliary steering force so that the output torque of the motor is proportional to the output voltage of only one of the potentiometers at a given time. The motor controller includes a logic circuit which prevents the motor from operating when both of the potentiometers simultaneously generate an output voltage of above a prescribed level. As a result, the motor can be prevented from steering the wheels in a direction opposite to the direction desired by the driver of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a block diagram of an embodiment of a motorized power steering apparatus according to the present invention. Figure 2 is a circuit diagram of the control unit of the embodiment of Figure 1. Figure 3 is a graph showing the output of the torque sensor as a function of the steering torque applied to the steering wheel by the driver of the vehicle. Figure 4 is a graph showing the output of the triangular wave generator and the output of the torque sensor during a turn. DESCRIPTION OF THE PREFERRED EMBODIMENTS A preferred embodiment of a motorized power steering apparatus according to the present invention will now be described while referring to the accompanying drawings. As shown in Figure 1, which is a block diagram of this embodiment, a steering wheel 1 of an automotive vehicle is mounted on the upper end of a first steering shaft 2a. The lower end of the first steering shaft 2a is connected to the upper end of a second steering shaft 2b by a torque sensor 3. The torque sensor 3 includes a torque-displacement converter 3a which produces a displacement which is proportional to the steering torque applied to the steering wheel 1 by the driver of the vehicle. Any conventional torque-displacement converter can be employed, such as the torque-displacement converter disclosed in U.S. Patent No. 4,666,010 in which a torsion bar which connects two steering shafts undergoes angular displacement due to twisting which is proportional to the steering torque applied to a steering wheel. The torque sensor 3 also includes a right turn potentiometer 3d and a left turn potentiometer 3e. Each potentiometer has a wiper arm which is moved along a resistive element by the displacement of the torque-displacement converter 3a. The voltage at the wiper arm of each potentiometer constitutes an output voltage of the torque sensor 3 and is provided to a control unit 9 as an indication of the steering torque to the right or to the left, respectively. The lower end of the second steering shaft 2b is connected to the upper end of a third steering shaft 2c by a first universal joint 4a, and the lower end of the third steering shaft 2c is connected to the upper end of a drive shaft 5 by a second universal joint 4b. A pinion gear 5a is formed on the lower end of the drive shaft 5. The pinion gear 5a meshes with a rack 6 of the steering gear of the vehicle. An auxiliary torque can be applied to the drive shaft 5 by an electric motor 7 such as a shunt-wound or permanent magnet DC motor. The motor 7 is connected to the drive shaft 5 by a reduction gear 8 which reduces the rotational speed of the motor 7. The operation of the motor 7 is controlled by the control unit 9, which provides the motor 7 with a pulse width modulated drive signal. The control unit 9 is powered by the vehicle battery 10, which is typically a 12-volt battery. Portions of the control unit 9 are connected directly to the battery 10, while other portions are connected to the battery 10 via a key switch 11. Figure 2 is a circuit diagram of the control unit 9 of Figure 1. A first comparator 911 has a positive input terminal which is connected to the wiper arm of the right turn potentiometer 3d and a negative input terminal which is connected to the junction of two series resistors 924 and 925. A second comparator 912 has a positive input terminal which is connected to the wiper arm of the right turn potentiometer 3d and a negative input terminal which is connected to the output terminal of a triangular wave generator 915 which generates a triangular wave having the characteristics shown in Figure 4. A third comparator 913 has a positive input terminal which is connected to the wiper arm of the left turn potentiometer 3e and a negative input terminal which is connected to the junction of two series resistors 926 and 927. A fourth comparator 914 has a positive input terminal which is connected to the wiper arm of the left turn potentiometer 3e and a negative input terminal which is connected to the output terminal of the triangular wave generator 915. Resistors 924 and 925 are connected in series between the output terminal of a 5-volt voltage regulator 902 and ground. Resistors 926 and 927 are likewise connected in series between the output terminal of the voltage regulator 902 and ground. A terminal at one end of the resistive element of each potentiometer 3d and 3e is connected to the output terminal of the voltage regulator 902, while the terminal at the other end of the resistive element of the potentiometer is grounded. The output terminals of the first comparator 911 and the third comparator 913 are connected to the output terminal of the voltage regulator 902 by pull-up resistors 928 and 929, respectively. The output terminals of the second comparator 912 and the fourth comparator 914 are connected to the output terminal of a 26-volt power supply 901 by pull-up resistors 930 and 931, respectively. The power supply 901 and the voltage regulator 902 are connected to the battery 10 by the key switch 11. The output terminal of the first comparator 911 is also connected to the input terminal of a first inverter 916 and to one of the input terminals of a first AND gate 918. The output terminal of the third comparator 913 is connected to the input terminal of a second inverter 917 and to one of the input terminals of a second AND gate 919. The output terminal of the first inverter 916 is connected to the other input terminal of the second AND gate 919, and the output terminal of the second inverter 917 is connected to the other input terminal of the first AND gate 918. The electric motor 7 is driven by first through fourth power MOSFET s 920 - 923. The gate of the first MOSFET 920 is connected to the output terminal of the second comparator 912, its drain is connected to the battery 10, and its source is connected to a first terminal 7a of the electric motor 7. The gate of the second MOSFET 921 is connected to the output terminal of the first AND gate 918, its drain is connected to a second terminal 7b of the motor 7, and its source is grounded. The gate of the third MOSFET 922 is connected to the output terminal of the fourth comparator 914, its drain is connected to the battery 10, and its source is connected to the second terminal 7b of the electric motor 7. The gate of the fourth MOSFET 923 is connected to the output terminal of the second AND gate 919, its drain is connected to the first terminal 7a of the electric motor 7, and its source is grounded. The first terminal 7a of the motor 7 receives a positive input voltage when the motor 7 is being driven so as to steer the wheels of the vehicle for a right turn, and the second terminal 7b receives a positive input voltage during a left turn. Figure 3 illustrates the output characteristics of the torque sensor 3 as a function of the steering torque applied to the steering wheel 1 by the driver. When no steering torque is applied to the steering wheel 1, the output of both potentiometers 3d and 3e is zero volts. When a rightward torque is applied to the steering wheel 1, the output of the right turn potentiometer 3d increases linearly with increasing torque until the steering torque reaches a value of approximately 7.84 Nm (0.8 kgf-m), at which the output voltage saturates at approximately 5 volts. When the right turn potentiometer 3d has a non-zero output, the output of the left turn potentiometer 3e remains at zero volts. Conversely, when a leftward steering torque is applied to the steering wheel 1, the output of the right turn potentiometer 3d is zero volts, while the output of the left turn potentiometer 3e increases linearly with increasing steering torque until the steering torque reaches approximately 7.84 Nm (0.8 kgf-m), upon which the output saturates at approximately 5 volts. When the unillustrated engine of the vehicle is started and the key switch 11 is closed, 12 volts are supplied by the battery 10 to the power supply 901 and the voltage regulator 902 and the control unit 9 begins to operate. If the driver then applies a steering torque to the steering wheel 1, the torque sensor 3 generates an output voltage corresponding to the magnitude and direction of the steering torque as shown in Figure 3. When the driver applies a steering torque to the steering wheel 1 to turn the wheels of the vehicle to the right, the voltage of the wiper arm of the right turn potentiometer 3d is input to the positive input terminals of the first and second comparators 911 and 912. If the output voltage of the right turn potentiometer 3d exceeds the voltage V N at the junction of resistors 924 and 925, the output of the first comparator 911 goes high. The output voltage of the left turn potentiometer 3e is 0 volts, so the outputs of the third and fourth comparators 913 and 914 are low. Therefore, the output of the first inverter 916 is low and the output of the second inverter 917 is high, so the output of the first AND gate 918 is high, the output of the second AND gate 919 is low, and the second MOSFET 921 is turned on. At this time, if the output voltage of triangular wave generator 915 is less than the output voltage of the right turn potentiometer 3d, the second comparator 912 generates a high output voltage and the first MOSFET 920 is turned on. Therefore, a voltage from the battery 10 is applied to the motor 7 through the first MOSFET 920, and the motor 7 begins to conduct. The motor continues to conduct until the output voltage of the triangular wave generator 915 exceeds the output voltage of the right turn potentiometer 3d, upon which the output of the second comparator 912 goes low and the supply of current to the motor 7 is cut off. The motor 7 remains off until the output voltage of the triangular wave generator 915 falls below the output voltage of the right turn potentiometer 3d, upon which the output of the second comparator 912 again goes high, causing a voltage to be applied to the motor 7. In this manner, the second comparator 912 is repeatedly turned on and off, and a series of pulses having a pulse width which is modulated by the output voltage of the right turn potentiometer 3d is applied to the motor 7. A current which is determined by the supply voltage and the counter emf corresponding to the rotational speed of the motor 7 flows through the motor 7. The motor 7 generates an auxiliary torque to turn the wheels of the vehicle to the right, and the steering torque which need be exerted by the driver of the vehicle is reduced. As can be seen from Figure 4, the width of the pulses which are supplied to the motor 7 is dependent on the output voltage of the potentiometer 3d. The greater the output voltage of the potentiometer 3d, the longer is the pulse width. When the driver exerts a steering torque to turn the vehicle to the left, the third and fourth comparators 913 and 914 are controlled in a manner similar to that described above with respect to the first and second comparators 911 and 912, and a voltage is supplied to the motor 7 to steer the wheels of the vehicle to the left. The AND gates 918 and 919 prevent the motor 7 from operating unless the output of either the first comparator 911 or the third comparator 913 is high. This state occurs when the output voltage of the right turn potentiometer 3d exceeds the voltage V N at the junction of resistors 924 and 925, or when the output voltage of the left turn potentiometer 3e exceeds the voltage V N at the junction of resistors 926 and 927. If the driver exerts only a very low torque of less than T1 on the steering wheel 1, the outputs of the potentiometers 3d and 3e will not exceed V N , so the motor 7 will not be turned on. Accordingly, there is a dead band of steering torque on either side of a neutral torque in which power steering is not performed. Normally, only one of the potentiometers generates an output voltage at a time. If the potentiometers should malfunction and both generate an output voltage of greater than V N at the same time (due, for example, to noise generated by the torque sensor itself, bad electrical contacts, broken wires, or short circuits), the outputs of both AND gates 918 and 919 will go low and prevent MOSFET S 921 and 923 from conducting. Therefore, the motor 7 will not be able to operate, and there will be no possibility of the motor 7 exerting an auxiliary torque in a direction opposite to the direction in which the driver wishes to steer the vehicle. Although the steering will feel heavy in the absence of an auxiliary torque from the motor 7, as the steering wheel is mechanically linked to the rack 6, the driver will still be able to safely steer the vehicle.

Claims: A motorized power steering apparatus for a vehicle comsprising: a torque sensor (3) comprising two potentiometers (3d, 3e) for generating an output signal depending on the steering torque, a motor (7) for generating an auxiliary steering force; and motor control means (9) for controlling the motor torque in accordance with the output voltage of one of the potentiometers; characterised in that one of the potentiometers is a right turn potentiometer (3d) for generating an output voltage corresponding to a steering torque exerted by a driver of the vehicle only when the steering torque is in a direction to turn the vehicle to the right and in that the other of the potentiometers is a left turn potentiometer (3e) for generating an output voltage corresponding to a steering torque exerted by the driver only when the steering torque is in a direction to turn the vehicle to the left, and means (911, 913, 918, 919) for preventing the motor from operating when both of the potentiometers (3a, 3d) generate an output voltage of above a prescribed level at the same time. A power steering apparatus as claimed in Claim 1, wherein: the torque sensor includes a torque-displacement converter (3a) for generating a displacement proportional to a steering torque exerted thereon; and each of the potentiometers (3d, 3e) has a resistive element and a wiper arm which is linked to the torque-displacement converter so as to be moved along the resistive element by the displacement of the torque sensor, the output voltage of each potentiometer being the voltage at its wiper arm.

Inventors: MORISHITA, MITSUHARU C/O HIMEJI SEISAKUSHO
Applicants: MITSUBISHI DENKI KABUSHIKI KAISHA
Application year: 1989
Main classification: B62D5
IPC codes: B62D6, B62D119, B62D5