Power steering apparatus

Abstract: The power steering apparatus for assisting the return of a steering wheel by the rotating force of a motor (8) for assisting steering force wherein noting the fact that the steering torque when the steering wheel is being returned is within the dead zone, whether the steering wheel is being returned is judged on the basis of the steering torque (T) detected by a torque sensor (6) and the terminal voltage (Vm) of the motor, and the direction and magnitude of a driving current for the motor when the steering wheel is being returned are determined corresponding to the vehicle speed (V). Accordingly, the steering wheel is returned to the neutral position without using a steering angle sensor. A power steering apparatus to drive a motor for assisting steering force without any time delay by adjusting a temporary control value obtained corresponding to the detected signal of a torque sensor with a differentiated value of the detected signal wherein the effective detection width of the steering torque to obtain the differentiated value is wider than the effective detection width of the steering torque to obtain the temporary control value.

Description: The present invention relates to an electric power steering apparatus assisting steering force of a steering wheel with the rotating force of a motor. GB 2188891 A discloses an electric power steering apparatus for assisting steering force by driving a motor based on the torque detected by steering torque detecting means and the steering speed detected by steering rotation detecting means. When the return detecting means detects that the steering mechanism is being returned to the neutral position, the compensating means outputs a restricting signal smaller than the maximum motor return rotation control signal based on the vehicle speed detected by the vehicle speed detecting means to the motor controlling means so as to drive the motor. That is, the motor return rotation control signal which decreases according to the increase of the vehicle speed is restricted by the restricting signal so that the return performance to the neutral position at a low speed is improved and thus the return stability at a high speed is also improved. A further electric power steering apparatus has been developed which provides a driver a comfortable steering feeling by driving a motor for assisting steering force on the basis of a detected result of a steering torque exerted on a steering wheel and by assisting force required for steering a vehicle with turning force of the motor. Such conventional electric power steering apparatus has a problem that when the steering wheel is returning to the neutral position upon receipt of an input from a tyre, the returning movement is hindered by a moment of inertia of a rotor of a motor and frictional resistance of a reduction gear coupled to an output shaft of the motor. Therefore, a detector for detecting a steering angle, e.g., a rotary sensor or stroke sensor, etc. is installed on a rack shaft, steering shaft or motor to overcome the problem by driving the motor with a current corresponding to the detected steering angle, and the steering wheel is returned to the neutral position by the torque of the motor. According to the above-mentioned arrangement, however, the installation of the steering angle detector makes the power steering apparatus expensive. Moreover, a power steering apparatus to solve such problems as the poor response due to the inertia of the motor, friction of the reduction gear disposed between the motor and the steering mechanism, and phase delay in an electric circuit by differentiating a detected signal of a torque sensor thereby to adjust the driving current of the motor is disclosed in Japanese Patent Application Laid-Open No. 61-115771 (115771-1986). More specifically, in the above disclosure, by differentiating the detected signal of the torque sensor and adding it to a temporary control value obtained corresponding to the detected signal of the torque sensor, the steering mechanism is driven in correspondence to the steering torque detected by the torque sensor without a time delay. According to the conventional apparatus, the relation between the torque and the temporary control value of the driving current of the motor is preliminarily set as a function. The temporary control value of the driving current for the motor is set from the detected signal of the torque sensor by use of the function, and the differentiated signal of the detected signal is added to the temporary control value to determine the final control value of the driving current. The driving current for the motor is controlled by the determined control value thereby to assist steering force. The detected signal to be differentiated is the same as the detected signal for determining the temporary control value of the driving current. A voltage of the detected signal for determining the temporary control value is corresponding to the detected value of the steering torque. Fig. 3 is a graph showing an example of the relation between the steering torque and signal voltage, in which the vertical axis represents the signal voltage and the horizontal axis represents the steering torque. When the detected steering torque is out of the range necessary to assist steering force under the normal cruising condition, the responsive voltage is saturated. In other words, the range necessary to assist steering force under the normal cruising condition is an effective detection width of the steering torque. Since the signal to be differentiated is the same signal as the detected signal for determining the temporary control value of the driving current, the differentiating is significant within the range of the effective detection width. As is mentioned above, in the conventional apparatus, the detected signal of the steering torque to be differentiated is the same as the detected signal to determine the temporary control value of the driving current, and the voltage signal corresponding to the steering torque is saturated when the steering torque is out of the effective detection width. Therefore, the differential value becomes always 0 even if the steering torque is out of the effective detection width, the differentiating is not effective and the responding efficiency of the steering mechanism worsens. The present invention has been devised to solve the aforementioned problems. A first object of the present invention is to provide a inexpensive power steering apparatus capable of controlling a motor for assisting steering force without using a steering angle detector when a steering wheel is being returned. A second object of the present invention is to provide a power steering apparatus capable of differentiating the steering torque in a wider range, to control the driving current of an assisting motor, thereby achieving good responding efficiency of a steering mechanism to the steering torque in the wider range. The above and further objects and features of the invention will more fully be apparent from the following detailed description with accompanying drawings. Fig. 1 is a partially broken sectional view showing the structure of a power steering apparatus according to the present invention; Fig. 2 is an enlarged sectional view taken along the line II-II of Fig. 1; Fig. 3 is a graph of an example of the relation between the steering torque and a voltage of a signal for driving a motor; Fig. 4 is a block diagram showing the structure of an embodiment of a control system of the power steering apparatus of the present invention; Fig. 5 is a graph showing an example of the relation between the steering torque of a first and a second signals and a voltage of a signal for driving the motor according to the embodiment; Fig. 6 is a flowchart showing the controlling process of the driving current of the motor according to the embodiment; and Fig. 7 is a block diagram showing the structure of a second embodiment of a control system of the power steering apparatus of the present invention. The present invention will be described referring to drawings showing embodiments thereof. Fig. 1 is a partially broken sectional view of a power steering apparatus related to the invention. Fig. 2 is an enlarged sectional view along line II-II of Fig. 1. In the figures, reference numeral 1 designates a rack shaft inserted concentrically within a cylindrical rack shaft case 2 fixed at a part of a vehicle body with its longitudinal direction as right-left direction. Numeral 3 is a pinion shaft supported rotatably in the state that the shaft center thereof intersects obliquely against the rack shaft 1 at the inside of a pinion shaft case 4 connected following the vicinity of one end portion of the rack shaft 2. The pinion shaft 3, as shown in Fig. 2, consists of an upper shaft 3a and a lower shaft 3b connected coaxially with each other through a torsion bar 5, the upper shaft 3a being supported inside of the pinion shaft case 4 by a ball bearing 40 with its upper end portion interlockingly combined to a steering wheel through a universal joint not shown. And the lower shaft 3b at the neighborhood position of the upper end portion is supported inside of the pinion shaft case 4 by a four-point contact ball bearing 41 in the state that the proper length of the under portion thereof is projected from a downside opening of the pinion shaft case 4. The four-point contact ball bearing 41 is fitted from outside to the lower shaft 3b from lower end portion side, and is positioned outside of the lower shaft 3b in the axial direction with both sides of the inner ring being hold, by steps formed in the vicinity of the upper end portion of the lower shaft 3b and collar 42 fixed from outside from the lower end portion side and caulked to the peripheral surface. Then it is fitted into the pinion shaft case 4 together with the lower shaft 3b from aforementioned downside opening, and is positioned inside of the pinion shaft case 4 in the axial direction with both sides of the outer ring being held, by a circular shoulder part formed at the lower part of the case 4 and a lock nut 43 screwed to the case 4 from the opening, and loads radial load acting upon the lower shaft 3b and thrust load of both directions. At the middle portion of the lower shaft 3b projected from the pinion shaft case 4, pinion teeth 30 in an appropriate length are formed in the axial direction thereof. In the case where the pinion shaft case 4 is fixed at the upper side of aforesaid rack shaft case 2 by fixing bolt 44, the pinion teeth 30 engages with rack teeth 10 formed at a position a little closer to one end portion of the rack shaft 1 in the axial direction thereof in an appropriate length inside of the rack shaft case 2, making the lower shaft 3b with rack shaft 1 engage, with their shaft centers intersect obliquely with each other. The lower shaft 3b is extended downward further from the position of engagement with the rack shaft 1, a big bevel gear 31 with the teeth-formed face thereof tilting downward being fittedly mounted coaxially with the lower shaft 3b at the lower end portion thereof. The lower shaft 3b is supported by needle roller bearing 33 in a bevel gear housing 20 connected following the downside of the rack shaft case 2 in the state of surrounding the big bevel gear 31. Accordingly, the lower shaft 3b is supported at both sides of the position of engagement of the rack teeth 10 with the pinion teeth 30 by the four-point contact ball bearing 41 and needle roller bearing 33, whereby flexing quantity of the lower shaft 3b at the position of engagement is kept within the tolerance. Still more, at the position of engagement of the rack teeth 10 with the pinion teeth 30, a pressing piece 12 for pressing the rack shaft 1 by biasing force of a pressing spring 11 forward the pinion shaft 3 is provided so that the rack teeth 10 and the pinion teeth 30 can be engaged without any gap. The rack shaft 1 is, at the position of engagement, supported by the pressing piece 12 and the lower shaft 3b in the state that it is held from both sides of radial direction as well as it is supported by bearing bush 13 fitted into an end portion of the rack shaft case 2 opposite to the connected position of the pinion shaft case 4 with itself, it being movable freely in its axial direction inside of the rack shaft case 2. Both right and left end portions of the rack shaft 1 projected respectively at both sides of the rack shaft case 2 is connected to tie rods 15, 15 stretching respectively to the right and left wheels not shown through respective ball and socket joints 14, 14, the wheels being steered to right or left according to the movement of the rack shaft 1 in the axial direction thereof. In Fig. 2, reference numeral 6 designates a torque sensor for detecting steering torque exerted on the steering wheel. The torque sensor 6 uses a potentiometer comprising a resistance holding member 60 which is outfitted to the upper shaft 3a, rotates therewith, and at the downside end surface, forms a circular resistance with the shaft center of the upper shaft 3a being the center, and a detecting piece holding member 61 which is outfitted to the lower shaft 3b, rotates therewith and, at the upside end surface, forms a detecting piece which slidely-contacts to a point in a radial direction on the resistance. The upper shaft 3a of the pinion shaft 3 rotates around the axial shaft according to the rotation of the steering wheel, however, road surface resistance acting upon the wheels acts upon the lower shaft 3b through the rack shaft 1, thereby, torsion corresponding to the steering torque exerted on the steering wheel is produced at torsion bar 5 interposed between the two shafts. A torque sensor 6 outputs relative displacement in the circumferential direction created between the upper shaft 3a and the lower shaft 3b accompanying the torsion of the torsion bar 5, as a potential corresponding to slidely contact position of the detecting piece with the resistance and in the case where the torsion is not created at the torsion bar 5, in other words, in the case where the steering operation is not performed, it is initialized so as to output the specified reference potential. The output signal of the torque sensor 6 is inputted in a control unit 7 which compares the signal with the reference potential to recognize the direction and size of the steering torque, then generates a driving signal to a motor 8 for assisting steering force provided in such a way as described later. The motor 8 for assisting steering force is to transmit the turning force thereof to aforementioned lower shaft 3b through an electromagnetic clutch 16, epicycle reduction gear 9 and small bevel gear 32 which engages with the big bevel gear 31 and is smaller than the big bevel gear 31 in diameter. The electromagnetic clutch 16 consists of a coil unit 161 which is annular in shape and fixed to a middle case 81 of the motor 8, a moving unit 162 which is outfitted at one side of a rotation axis 80 of the motor 8 coaxially therewith and rotates with the rotation axis 80, and engaging part 163 which is discoid in shape, faces the moving unit 162 and engages with the moving unit 162 by electromagnetic force caused by power supply to the coil unit 161, performing engaging and disengaging of turning force of the motor 8. The epicycle reduction gear 9 consists of a sun shaft 90 which is fitted into the engaging part 163, rotates and has a sun gear supported at one end thereof by a bearing fitted into the moving unit 162, and supported at the other end by a bearing fitted into a planet carrier 93 to be described later, an outer ring 91 which is circular in shape and fixed to a casing end surface 82 of the motor 8 coaxially with the rotation axis 80, a plurality of planet gears 92, 92··· which rotatably contacts with the inner surface of the outer ring 91 and with the outer surface of the sun gear of the sun shaft 90 respectively, autorotate around the shaft center respectively as well as revolve around the shaft center of the sun gear, and the planet carrier 93 which supports rotatably respective planet gears 92, 92···. The epicycle reduction gear 9 has a smaller outer diameter than that of the motor 8 and is integrated with the motor 8 and electromagnetic clutch 16 at one side of the rotation axis 80. An output shaft 94 of the epicycle reduction gear 9 is fitted into and fixed at a position of the shaft center of the planet carrier 93 which is positioned coaxially with the rotation axis 80 of the motor 8, and is projected in an appropriate length outside of the casing. At the tip portion of the output shaft 94, the small bevel gear 32 is fixedly mounted with its teeth-formed face turned toward the tip portion side, the small bevel gear 32 being constructed so as to rotate, together with the output shaft 94, corresponding to the revolution of the planet gears 92, 92···. The motor 8, electromagnetic clutch 16 and epicycle reduction gear 9 are fixed onto a blacket 2a provided outside of the rack shaft case 2, in the state that these shaft centers are approximately parallel to the shaft center of the rack shaft 1 and are fitted into the bevel gear housing 20 with the small bevel gear 32 being inside. And at the inside of the aforesaid housing 20, the small bevel gear 32 is engaged with the big bevel gear 31 fixedly mounted at the lower end portion of aforesaid lower shaft 3b. Backlash adjustment between the big bevel gear 31 and the small bevel gear 32, in fitting the epicycle reduction gear 9 into the bevel gear housing 20, can be performed easily by changing thickness and/or number of shims to be interposed at the abutting portion of the casing of the epicycle reduction gear 9 with the bevel gear housing 20. To the control unit 7 is inputted an output signal from a vehicle speed sensor 18 besides the aforementioned output signal from the torque sensor, whereby a driving signal for driving the motor 8 is outputted in a manner as will be described later. The operation of the control unit 7 will be depicted hereinafter. Fig. 4 is a block diagram showing the structure of an embodiment of a control system of the power steering apparatus of the invention. In Fig. 4 to 6, the control unit is designated by the numeral 17a. A detected signal of a first torque sensor 21a which detects the rotating force exerted onto the steering wheel, interlockingly coupled via a shaft to a steering mechanism (not shown), is inputted to an input port a₁ of the control unit 17a as a first detected signal T₁ of the steering torque through an amplifying circuit 4 which sets the gain and the upper and lower limits of the signal. A detected signal of the first torque sensor 21a is inputted to an input port a₂, without passing through the amplifying circuit 4, as a second detected signal T₂. Furthermore, a detected signal of a second torque sensor 22a which, similar to the first torque sensor 21a, detects the rotating force applied to the steering wheel, interlockingly coupled via a shaft to the steering mechanism (not shown), is inputted to an input port a₃. To an input port a₄ is inputted an output signal from the vehicle speed sensor 18. A current detected signal Is which is an output from a motor current detecting circuit 19 for detecting a driving current for a motor 8 is inputted to an input port a₅. In the meantime, a motor driving circuit 23 for driving the motor 8 for assisting steering force is connected to an output port b₁ of the control unit 17a. The first detected signal T₁ inputted to the input port a₁ of the control unit 17a is inputted to a phase compensator 171, so that the phase of the first detected signal T₁ is advanced. The compensated first detected signal T₁ is inputted to a function generating unit 173 outputting a target current I which is a temporary control value of the motor driving current. In the function generating unit 173, such variable functions are set that increase the target current I in proportion to an increase in amplitude of the first detected signal T₁ in accordance with the vehicle speed V (V₁<V₂<V₃) inputted to the input port a₄ when the signal T₁ is out of a predetermined dead zone and finally saturate the target current when the first detected signal T₁ exceeds a predetermined value. These variable functions are set so that the ratio of the target current I to the first detected signal T₁ becomes smaller as the vehicle speed V₁,V₂,V₃ becomes faster, and at the same time, the saturating value of the target current I becomes smaller. The function generating unit 173 determines the target current I in accordance with the first detected signal T1 from the phase compensator 171, and inputs the same to an adder 174a. The second detected signal T₂ inputted to the input port a₂ is differentiated in a differentiating unit 175, the result of which is inputted to the adder 174a. The adder 174a adds the target current I from the function generating unit 173 and the differentiating result from the differentiating unit 175, and outputs the same to a subtracter 174b. The detected signal of the second torque sensor 22a inputted to the input port a₃ is used for the fail-safe process to interlock various kinds of controlling units when the first torque sensor 21a breaks down. The current detected signal Is inputted to the input port a₅ is outputted to the subtracter 174b. The subtracter 174b subtracts the current detected signal Is from the added result of the adder 174a. The subtracted result is outputted to the motor driving circuit 23 via an output port b₁. Fig. 5 shows a graph of the relation between the steering torque and the signal voltage of the first and second detected signals T₁ and T₂, the vertical axis showing the signal voltage and the horizontal axis showing the steering torque. It is to be noted here that the first detected signal T₁ is indicated by a chain line, and the second detected signal T₂ is indicated by a solid line in the graph. The voltage of the first detected signal T₁ is saturated by the amplifying circuit 4 when the detected steering torque exceeds the necessary range to assist steering force during the normal cruising. This range is the effective detection width of the first detected signal T₁. On the other hand, since the second detected signal T₂ is not amplified by the amplifying circuit 4, but is inputted directly from the first torque sensor 21a to the input port a₂, the gain is smaller than that of the first detected signal T₁. Therefore, the effective detection width of the second detected signal T₂ is wider than that of the first detected signal T₁, making it possible to obtain the information of the steering torque in the saturating range of the first detected signal T₁ from the second detected signal T₂. As a result, even the steering torque exceeding the effective detection width of the first detected signal T₁ an effective differentiated value can be obtained in the differentiating unit 175 to adjust the target current I. Next, the operation of the control unit 17a constructed in the above-mentioned manner will be discussed with reference to a flowchart of Fig. 6. The control unit 17a reads the first detected signal T₁ inputted to the input port a₁, second detected signal T₂ inputted to the input port a₂, detected signal of the vehicle speed V inputted to the input port a₄ and current detected signal Is inputted to the input port a₅ (S1). The phase compensator 171 compensates the phase of the first detected signal T₁ inputted through the input port a₁ (S2). The differentiating unit 175 differentiates the second detected signal T₂ inputted through the input port a₂ (S3). In consequence, the variation rate of the steering torque is obtained. The function generating unit 173 determines the target current I on the basis of the compensated first detected signal T₁ and vehicle speed V inputted to the input port a₄ (S4). After the target current I is determined, the adder 174a adds the differentiated result of the differentiating unit 175 to the target current I, thereby determining the final control current for driving the motor 8. The subtracter 174b subtracts the current detected signal Is inputted to the input port a5 from the control current. The subtracted result is controlled through PID control by the motor driving circuit 23, and the control voltage of the motor is determined (S5). The motor driving circuit 23 drives the motor 8 with this control voltage (S6), assisting steering force. Fig. 7 is a block diagram showing the structure of a modified embodiment of a control system of the power steering apparatus of the invention. In Fig. 7, the same parts are designated by the same reference numerals as in Fig. 4, the description of which is abbreviated here. According to the control system of the modified embodiment, the gain of the first detected signal T₁ which is the detected signal of the first torque sensor 21b is set larger than the gain of the second detected signal T₂ which is the detected signal of the second torque sensor 22b by adjusting the detecting circuit of the first or second torque sensors 21b or 22b. A detected signal of the steering torque is directly inputted to the input port a₁ of a control unit 17b from the first torque sensor 21b without passing through an amplifying circuit. Moreover, a detected signal from the second torque sensor 22b which is a sensor to detect the steering torque for the fail-safe purpose mentioned earlier is directly inputted to the input port a₂, which is in turn divided into a signal to be differentiated by the differentiating unit 175 and a signal subjected to the fail-safe process. Since the gain of the second detected signal T₂ differentiated by the differentiating unit 175 is smaller than that of the first detected signal T₁ for determining the target current I, the effective detection width of the second detected signal is wider, so that it is possible to control the steering torque in wider range by differentiating the detected signal than the first detected signal T₁. As described hereinabove, when the current value based on the differentiated value of the steering torque is added to the target current I, the final control current of the motor changes immediately, and accordingly the driving force of the motor 8 can be transmitted to the steering mechanism without a delay in responding to the rotation of the steering wheel detected by the torque sensor.

Claims: A power steering apparatus which comprises: a torque sensor (21a,21b) which detects a steering torque exerted onto a steering wheel; a motor (8) or assisting steering force of said steering wheel; and a control unit (17a,17b) for obtaining a current to drive said motor (8) by means of adjusting a first signal corresponding to a detected signal of the steering torque by said torque sensor (21a,21b) with a second signal obtained by differentiating said detected signal, characterized in that said second signal is set to have a wider range than said first signal in an effective detection width which is the range between the upper and lower limits of the steering torque where a voltage signal corresponding to the magnitude of the steering torque is outputted. A power steering apparatus as set forth in Claim 1, wherein said effective detection width of said second signal is made wider than that of said first signal by changing the gain to the detected signal of the steering torque by said torque sensor (21a,21b).

Inventors: NISHIMOTO MITSUHIKO, NISHIMOTO, MITSUHIKO
Applicants: KOYO SEIKO CO, KOYO SEIKO CO., LTD.
Application year: 1991
Main classification: B62D5
IPC codes: B62D5