JP6235940B2 - ELECTRIC POWER STEERING DEVICE, CONTROL DEVICE AND PROGRAM FOR ELECTRIC POWER STEERING DEVICE - Google Patents

Description

  The present invention relates to an electric power steering device, a control device for an electric power steering device, and a program.

2. Description of the Related Art In recent years, there has been proposed an electric power steering device that includes an electric motor in a steering system of a vehicle, and assists a driver's steering force with the power of the electric motor to steer wheels.
The drive of the electric motor of this electric power steering device is controlled by a control device. In order to control the drive of the electric motor, the control device first sets a target current to be supplied to the electric motor according to the steering torque, the vehicle speed, and the like.

  For example, Patent Document 1 discloses torque detection means for detecting torque of a shaft that transmits the output of an automobile engine to a tire, rotation speed detection means for detecting the rotation speed of the shaft, and detection signals from the torque detection means. , Calculating means for calculating horsepower based on a detection signal from the rotation speed detecting means, storage means for storing the horsepower calculated by the calculating means and torque detected by the torque detecting means, and calculating by the calculating means An automobile power meter is disclosed that includes first display means for displaying the generated horsepower in units of (PS) and (kW).

JP 2005-37163 A

Here, when the control device sets a target current to be supplied to the electric motor in accordance with a vehicle speed pulse signal that is a signal representing the speed of the vehicle, a vehicle speed pulse rate that converts the vehicle speed pulse signal into a vehicle speed is required.
However, this vehicle speed pulse rate is usually different for each vehicle type, and there has been a problem that software for determining the target current must be created for each vehicle type in the control device.
The present invention solves the problem that software for determining a target current must be created for each vehicle type.

  For this purpose, the present invention provides an electric motor that gives an assisting force for turning a wheel in response to an operation of a steering wheel, a vehicle speed sensor that outputs a vehicle speed pulse signal based on a moving speed of the vehicle, and a vehicle speed pulse signal. An electric power steering apparatus comprising: motor control means for determining a vehicle speed pulse rate necessary for calculating the vehicle speed, and controlling driving of the electric motor based on the determined vehicle speed pulse rate and the vehicle speed pulse signal. It is.

Here, the motor control means can acquire setting information of each vehicle and determine a vehicle speed pulse rate from the setting information.
Further, the motor control means can acquire the vehicle identification information and / or the state of the potential of the terminal provided in the harness as the setting information.

  Furthermore, the present invention provides a setting information acquisition unit that acquires setting information of individual vehicles for determining a vehicle speed pulse rate necessary for calculating a vehicle speed from a vehicle speed pulse signal based on the moving speed of the vehicle, and the acquired setting information A vehicle speed pulse rate determination unit that determines a vehicle speed pulse rate from the vehicle speed pulse rate and a target current calculation unit that calculates a target current required for the assist force by the electric motor based on the determined vehicle speed pulse rate and the vehicle speed pulse signal. A control device for an electric power steering device.

  Here, a confirmation unit for confirming whether the determined vehicle speed pulse rate is correct or not can be further provided.

  Still further, the present invention acquires, in a computer used for an electric power steering apparatus, setting information for each vehicle for determining a vehicle speed pulse rate necessary for calculating a vehicle speed from a vehicle speed pulse signal based on the moving speed of the vehicle. And a function for determining the vehicle speed pulse rate from the acquired setting information, and a function for calculating the target current required by the electric motor based on the determined vehicle speed pulse rate and the vehicle speed pulse signal. is there.

  The present invention can solve the problem that software for determining the target current must be created for each vehicle type by determining the vehicle speed pulse rate with the control device.

It is a figure which shows schematic structure of the electric power steering apparatus which concerns on this Embodiment. It is a schematic block diagram of the control apparatus of a steering device. It is a schematic block diagram of a target current calculation part and a control part. It is a sequence diagram showing exchange of information performed between a setting information acquisition unit of a control device and an engine control device when acquiring vehicle identification information. (A)-(d) is the figure explaining the terminal for detecting the vehicle speed pulse rate provided in a harness. It is a flowchart explaining operation | movement of the control apparatus which concerns on this Embodiment.

  Embodiments of the present invention will be described below in detail with reference to the accompanying drawings.

<Description of the entire electric power steering device>
FIG. 1 is a diagram showing a schematic configuration of an electric power steering apparatus 100 according to the present embodiment. In FIG. 1, although not constituting the electric power steering apparatus 100 according to the present embodiment, an engine control apparatus 200 that controls the engine of the vehicle is also illustrated.
An electric power steering device 100 (hereinafter, also simply referred to as “steering device 100”) is a steering device for arbitrarily changing the traveling direction of a vehicle. In the present embodiment, the configuration applied to a vehicle is used. Illustrated.

  The steering device 100 includes a wheel-like steering wheel (handle) 101 operated by a driver, and a steering shaft 102 provided integrally with the steering wheel 101. The steering shaft 102 and the upper connection shaft 103 are connected via a universal joint 103a, and the upper connection shaft 103 and the lower connection shaft 108 are connected via a universal joint 103b.

  The steering device 100 includes a tie rod 104 connected to each of the left and right wheels 150 as rolling wheels, and a rack shaft 105 connected to the tie rod 104. Further, the steering device 100 includes a pinion 106 a that constitutes a rack and pinion mechanism together with rack teeth 105 a formed on the rack shaft 105. The pinion 106 a is formed at the lower end portion of the pinion shaft 106.

  The steering device 100 also has a steering gear box 107 that houses the pinion shaft 106. The pinion shaft 106 is connected to the lower connection shaft 108 via a torsion bar in a steering gear box 107. A torque sensor 109 that detects the steering torque T of the steering wheel 101 based on the relative angle between the lower connecting shaft 108 and the pinion shaft 106 is provided inside the steering gear box 107.

The steering device 100 includes an electric motor 110 supported by the steering gear box 107, and a speed reducing mechanism 111 that decelerates the driving force of the electric motor 110 and transmits it to the pinion shaft 106. Electric motor 110 according to the present embodiment is a three-phase brushless motor. The magnitude and direction of the actual current that actually flows through the electric motor 110 is detected by the motor current detector 33 (see FIG. 3).
The steering device 100 includes a control device 10 that controls the operation of the electric motor 110. The control device 10 receives a torque signal Td that is an output value of the torque sensor 109 and a vehicle speed signal v that is an output value of a vehicle speed sensor 170 that detects a vehicle speed Vc that is a moving speed of the vehicle. That is, the vehicle speed signal v is a signal representing the vehicle speed. Although details will be described later, vehicle identification information or the like is input to the control device 10 from the engine control device 200 or the like. The control device 10 and the engine control device 200 include, for example, an electronic control unit. In the present embodiment, the control device 10 functions as a motor control unit that controls the driving of the electric motor 110.

  The steering device 100 configured as described above detects the steering torque T applied to the steering wheel 101 by the torque sensor 109, drives the electric motor 110 in accordance with the detected torque, and generates torque generated by the electric motor 110. Is transmitted to the pinion shaft 106. Thereby, the torque generated by the electric motor 110 assists the user's steering force applied to the steering wheel 101. In other words, the electric motor 110 gives an assist force for turning the wheel 150 in response to the operation of the steering wheel 101.

<Description of Control Device 10>
Next, the control device 10 will be described.
FIG. 2 is a schematic configuration diagram of the control device 10 of the steering device 100.
The control device 10 is an arithmetic and logic circuit composed of a CPU, ROM, RAM, backup RAM, and the like.
The control device 10 outputs the torque signal Td obtained by converting the steering torque T detected by the torque sensor 109 described above into an output signal and the vehicle speed Vc detected by the vehicle speed sensor 170 according to the vehicle speed as an output signal. The vehicle speed signal v converted into is input.
The control device 10 calculates a target torque based on the torque signal Td, and calculates a target current required for the electric motor 110 to supply the target torque, and a target current calculation unit. And a control unit 30 that performs feedback control or the like based on the target current calculated by 20.
As will be described in detail later, the control device 10 further includes a setting information acquisition unit 70, a vehicle speed pulse rate determination unit 80, a storage unit 85, and a confirmation unit 90.

<Description of Target Current Calculation Unit 20 and Control Unit 30>
Next, the target current calculation unit 20 and the control unit 30 will be described in detail.
FIG. 3 is a schematic configuration diagram of the target current calculation unit 20 and the control unit 30.
The target current calculation unit 20 calculates a base current calculation unit 21 that calculates a base current Ib that serves as a reference in setting the target current, and an inertia compensation current calculation that calculates an inertia compensation current for canceling the inertia moment of the electric motor 110. And a damper compensation current calculator 23 for calculating a damper compensation current for limiting the rotation of the motor. The target current calculation unit 20 includes a base current calculation unit 21, an inertia compensation current calculation unit 22, and a target current determination unit 25 that determines a target current based on values calculated by the damper compensation current calculation unit 23. ing.

  The target current calculation unit 20 receives a torque signal Td, a vehicle speed signal v, a rotation speed signal Nms obtained by converting the rotation speed Nm of the electric motor 110 into an output signal, a vehicle speed pulse rate r, and the like. The rotational speed signal Nms is, for example, a sensor configured to detect a rotational position of a rotor (rotor) of the electric motor 110 that is a three-phase brushless motor (for example, a rotor configured by a resolver, a rotary encoder, or the like that detects the rotational position of the rotor) It can be exemplified that the value obtained by differentiating the rotation angle of the electric motor 110 detected by the position detection circuit) is converted into an output signal.

  The base current calculation unit 21 calculates a base current Ib based on the torque signal Td, the vehicle speed signal v from the vehicle speed sensor 170, and the vehicle speed pulse rate r, and outputs a base current signal Imb including information on the base current Ib. The base current calculation unit 21 is, for example, a map indicating the correspondence between the torque signal Td, the vehicle speed signal v, the vehicle speed pulse rate r, and the base current Ib that has been created based on an empirical rule and stored in the ROM in advance. The base current Ib is calculated by substituting the torque signal Td, the vehicle speed signal v, and the vehicle speed pulse rate r.

  The inertia compensation current calculation unit 22 calculates an inertia compensation current for canceling the moment of inertia of the electric motor 110 and the system based on the torque signal Td, the vehicle speed signal v, and the vehicle speed pulse rate r, and an inertia compensation including information on this current. The current signal Is is output. The inertia compensation current calculation unit 22 is a map showing the correspondence between the torque signal Td, the vehicle speed signal v, the vehicle speed pulse rate r, and the inertia compensation current, which is created based on an empirical rule and stored in the ROM, for example. The inertia compensation current is calculated by substituting the torque signal Td, the vehicle speed signal v, and the vehicle speed pulse rate r.

  The damper compensation current calculation unit 23 calculates a damper compensation current for limiting the rotation of the electric motor 110 based on the torque signal Td, the vehicle speed signal v, the vehicle speed pulse rate r, and the rotation speed signal Nms of the electric motor 110. A damper compensation current signal Id including current information is output. Note that the damper compensation current calculation unit 23 generates, for example, a torque signal Td, a vehicle speed signal v, a vehicle speed pulse rate r, a rotation speed signal Nms, and a damper compensation current, which are previously created based on empirical rules and stored in the ROM. The damper compensation current is calculated by substituting the torque signal Td, the vehicle speed signal v, the vehicle speed pulse rate r, and the rotational speed signal Nms into a map showing the correspondence between the

  The target current determination unit 25 is calculated by the base current signal Imb calculated by the base current calculation unit 21, the inertia compensation current signal Is calculated by the inertia compensation current calculation unit 22, and the damper compensation current calculation unit 23. A target current is determined based on the damper compensation current signal Id, and a target current signal IT including information on this current is output. The target current determination unit 25, for example, previously created a compensation current obtained by adding the inertia compensation current to the base current Ib and subtracting the damper compensation current based on an empirical rule, and stored it in the ROM. The target current is calculated by substituting it into a map showing the correspondence between the compensation current and the target current.

  In the above-described example, the torque sensor 109 is provided, the steering torque T of the steering wheel 101 is detected by the torque sensor 109, and the target current is determined based on the steering torque T. However, the present invention is limited to this. It is not a thing. For example, instead of the torque sensor 109 or a steering angle sensor that detects the steering angle S of the steering wheel 101 together with the torque sensor 109 is provided, the target current is determined based on the steering angle S instead of the steering torque T or the steering torque T. May be.

The control unit 30 detects a motor drive control unit 31 that controls the operation of the electric motor 110, a motor drive unit 32 that drives the electric motor 110, an actual current that actually flows through the electric motor 110, and an actual current detection signal Im. Is output to the motor drive control unit 31.
The motor drive control unit 31 is supplied to the target current finally determined by the target current calculation unit 20 (value indicated by the target current signal IT) and the electric motor 110 detected by the motor current detection unit 33. A feedback (F / B) control unit 40 that performs feedback control based on a deviation from the actual current (value indicated by the actual current detection signal Im), and a PWM (pulse width modulation) signal for PWM driving the electric motor 110 And a PWM signal generation unit 60 for generation.

  The feedback control unit 40 includes a deviation calculation unit 41 for obtaining a deviation between the target current finally determined by the target current calculation unit 20 and the actual current detected by the motor current detection unit 33, and the deviation is zero. A feedback (F / B) processing unit 42 for performing feedback processing.

The feedback (F / B) processing unit 42 performs feedback control so that the target current and the actual current coincide with each other. For example, the feedback (F / B) processing unit 42 is proportional to the deviation calculated by the deviation calculating unit 41 with a proportional factor. Then, integration processing is performed by the integration element, and these values are added by the addition operation unit.
The PWM signal generation unit 60 generates a PWM signal for driving the electric motor 110 by PWM (pulse width modulation) based on the output value from the feedback control unit 40, and outputs the generated PWM signal 60a.

The motor drive unit 32 is a so-called inverter, and includes, for example, six independent transistors (FETs) as switching elements. Three of the six transistors are a positive line of a power source, an electric coil of each phase, The other three transistors are connected to the electric coil of each phase and the negative side (ground) line of the power source. Then, the driving of the electric motor 110 is controlled by driving the gates of two transistors selected from the six and switching the transistors.
The motor current detection unit 33 detects the value of the actual current flowing through the electric motor 110 from the voltage generated at both ends of the shunt resistor connected to the motor drive unit 32.

<Description of the vehicle speed sensor 170>
The vehicle speed sensor 170 is usually attached to a drive shaft of the vehicle, and outputs the rotation speed of the drive shaft as a vehicle speed signal v that is an electric signal. The vehicle speed signal v is a pulse signal in the present embodiment, and is called a vehicle speed pulse signal.
This vehicle speed pulse signal consists of a pulse wave of about 0.5 V, for example, and has a frequency proportional to the number of sensors attached to the drive shaft. This frequency varies depending on the vehicle type, and is, for example, 4 pulses to 20 pulses per rotation of the drive shaft. Further, the distance traveled by the vehicle every time the drive shaft makes one rotation is different for each vehicle type because the size of the wheel 150 (see FIG. 1) is different for each vehicle type.
Therefore, in order to know the vehicle speed based on the vehicle speed pulse signal, it is necessary to convert the number of pulses of the vehicle speed pulse signal counted within a predetermined time using an appropriate vehicle speed pulse rate r that is different for each vehicle type. The vehicle speed pulse rate r is a coefficient necessary for calculating the vehicle speed from the vehicle speed pulse signal. For example, the vehicle speed is obtained by multiplying the count number of the vehicle speed pulse signal by the vehicle speed pulse rate r.

In the conventional control device 10, the vehicle speed pulse rate r is set in advance, and is manufactured exclusively for each vehicle type in accordance with the set vehicle speed pulse rate r. In this case, software for operating the control device 10 needs to be created exclusively for each vehicle type.
However, in this method, even when the steering device 100 having the same mechanism is used, it is necessary to prepare different software for each vehicle type.
Further, when software set at a different vehicle speed pulse rate r is installed as the control device 10, it is difficult for the control device 10 to properly control the electric motor 110 because the correct vehicle speed cannot be obtained. .
Furthermore, when software set at a different vehicle speed pulse rate r is installed in the control device 10, it is difficult to detect and may be overlooked.
Therefore, in the control device 10 of the present embodiment, a setting information acquisition unit 70, a vehicle speed pulse rate determination unit 80, a storage unit 85, and a confirmation unit 90 are provided to solve this problem.

<Description of Setting Information Acquisition Unit 70, Vehicle Speed Pulse Rate Determination Unit 80, Storage Unit 85, and Confirmation Unit 90>
In the present embodiment, the setting information acquisition unit 70 acquires setting information of individual vehicles for determining the vehicle speed pulse rate r. Here, vehicle identification information is acquired as setting information. Here, the vehicle identification information is, for example, a vehicle type number assigned to each vehicle type.
The vehicle identification information can be acquired from the engine control device 200 and is acquired before the control device 10 starts control of the electric motor 110.
FIG. 4 is a sequence diagram showing exchange of information performed between setting information acquisition unit 70 of control device 10 and engine control device 200 when acquiring vehicle identification information.
Here, first, a connection request is made from the setting information acquisition unit 70 to the engine control device 200. Next, engine control device 200 permits connection to setting information acquisition unit 70 and requests connection from engine control device 200 to setting information acquisition unit 70. On the other hand, the setting information acquisition unit 70 performs connection permission, thereby establishing a link between the setting information acquisition unit 70 and the engine control device 200.

  After the link between the setting information acquisition unit 70 and the engine control device 200 is established, the setting information acquisition unit 70 requests vehicle identification information from the engine control device 200. The engine control device 200 that has received the request returns vehicle identification information.

  The setting information acquisition unit 70 that has acquired the vehicle identification information issues a disconnection request to the engine control apparatus 200, and the engine control apparatus 200 permits disconnection. Furthermore, engine control apparatus 200 issues a disconnection request to setting information acquisition unit 70, and setting information acquisition unit 70 permits disconnection. Thereby, the link between the setting information acquisition unit 70 and the engine control device 200 is disconnected.

In the present embodiment, the vehicle speed pulse rate determination unit 80 determines the vehicle speed pulse rate r from the setting information acquired by the setting information acquisition unit 70. Here, vehicle identification information is used as the setting information.
The storage unit 85 stores a correspondence relationship between the vehicle identification information and the vehicle speed pulse rate r.
The storage unit 85 stores the correspondence relationship between the vehicle identification information and the vehicle speed pulse rate r, for example, in the form of a correspondence table (correspondence table) that associates the two.
Therefore, the vehicle speed pulse rate determination unit 80 can determine the vehicle speed pulse rate r from the vehicle identification information by referring to the storage unit 85.

The confirmation unit 90 confirms the correctness of the determined vehicle speed pulse rate r.
Specifically, the confirmation unit 90 communicates with the engine control device 200 again, and confirms whether or not the control can be started at the determined vehicle speed pulse rate r. When permission is obtained from the engine control device 200, information on the vehicle speed pulse rate r is sent to the target current calculation unit 20. As described with reference to FIG. 3, the target current calculation unit 20 calculates the target current required for the assist force by the electric motor 110 based on the vehicle speed pulse rate r.
When permission is not obtained from the engine control device 200, the confirmation unit 90 sets an error flag. In this case, it is preferable that the control device 10 stops the control of the electric motor 110. Further, warning information may be issued based on this error flag.

In the above-described example, the setting information acquisition unit 70 acquires the vehicle identification information from the engine control device 200 as the setting information, but is not limited thereto.
For example, a terminal for detecting the vehicle speed pulse rate r can be provided on a harness provided in the vehicle, and setting information can be obtained therefrom. This harness is connected to the control device 10, for example.

FIGS. 5A to 5D are diagrams illustrating terminals for detecting a vehicle speed pulse rate r provided in the harness.
In the illustrated example, two terminals are used as the harness terminals, and up to four types of setting information are acquired.
Among these, in FIG. 5A, the connection state of the two terminals to GND (ground) is shown in the table. Here, the two terminals are (1) and (2), and the four connection states that each terminal can take are shown as connection states (I) to (IV). The relationship between these connection states and the vehicle speed pulse rate r is shown.

Specifically, in the connection state (I), neither the terminal (1) nor the terminal (2) is connected to GND. Here, the corresponding vehicle speed pulse rate r is not set and is unused.
In connection state (II), as shown in FIG. 5B, terminal (1) is connected to GND, and terminal (2) is not connected to GND. In the connection state (II), the vehicle speed pulse rate r corresponds to the vehicle speed pulse rate A.
Further, in the connection state (III), as shown in FIG. 5C, the terminal (1) is not connected to GND, and the terminal (2) is connected to GND. In the connection state (III), the vehicle speed pulse rate r corresponds to the vehicle speed pulse rate B.
Furthermore, in the connection state (IV), as shown in FIG. 5D, both the terminal (1) and the terminal (2) are connected to GND. In the connection state (IV), the vehicle speed pulse rate r corresponds to the vehicle speed pulse rate C.

And the setting information acquisition part 70 acquires the state of these terminals (1) and terminals (2) as setting information, and, thereby, the vehicle speed pulse rate determination part 80 determines the vehicle speed pulse rate r.
In the above-described example, the state of the terminal of the harness is determined by whether or not it is connected to GND. However, the present invention is not limited to this, and is not particularly limited as long as it is a method for detecting the state of the terminal potential. It is not something that can be done. In other words, in the present embodiment, the setting information acquisition unit 70 acquires the potential state of the terminal provided in the harness as the setting information, and the vehicle speed pulse rate determination unit 80 determines the vehicle speed pulse rate r based on this. decide.

<Description of Operation of Control Device 10>
Next, the operation of the control device 10 will be described.
FIG. 6 is a flowchart illustrating the operation of the control device 10 according to the present embodiment.
First, when the user starts the engine to operate the vehicle, the setting information acquisition unit 70 acquires, for example, vehicle identification information from the engine control device 200 as setting information for determining the vehicle speed pulse rate r ( Step 101).
Then, the vehicle speed pulse rate determination unit 80 refers to the storage unit 85 and determines the vehicle speed pulse rate r from the vehicle identification information or the like (step 102).

Then, the confirmation unit 90 sends information on the determined vehicle speed pulse rate r to the engine control apparatus 200, and confirms whether or not the engine control apparatus 200 may start control at the determined vehicle speed pulse rate r. (Step 103).
If the determined vehicle speed pulse rate r is correct and permission is obtained from the engine control device 200 (Yes in step 103), the confirmation unit 90 sends information on the vehicle speed pulse rate r to the target current calculation unit 20 to Control of the motor 110 is started (step 104). On the other hand, when the vehicle speed pulse rate r is not correct and permission is not obtained from the engine control device 200 (No in step 103), an error flag is set and the control is stopped (step 105).

Since the control device 10 described in detail above has a function of determining the vehicle speed pulse rate r, it is not necessary to create software exclusively for each vehicle type, and the software can be used universally regardless of the vehicle type.
In addition, software set at an incorrect vehicle speed pulse rate r is not installed in the control device 10.
Furthermore, even when an incorrect vehicle speed pulse rate r is determined, it can be detected by providing the confirmation unit 90.

In the above-described example, the setting information acquisition unit 70 has acquired the vehicle identification information or the state of the potential of the terminal provided in the harness as the setting information. It may be setting information.
The vehicle identification information is acquired from the engine control apparatus 200, but is not limited to this, and may be acquired from another.

<Description of the program>
Note that the processing performed by the control device 10 in the present embodiment can be realized by cooperation of software and hardware resources. In this case, a CPU (not shown) inside the control computer provided in the control device 10 executes a program for realizing each function of the control device 10 to realize each of these functions.

  Therefore, the processing performed by the control device 10 is an individual vehicle for determining the vehicle speed pulse rate r necessary for calculating the vehicle speed from the vehicle speed pulse signal based on the moving speed of the vehicle in the computer used in the electric power steering device 100. The target current required by the electric motor 110 is calculated based on the function of acquiring the setting information, the function of determining the vehicle speed pulse rate r from the acquired setting information, and the determined vehicle speed pulse rate r and the vehicle speed pulse signal. It can also be understood as a program that realizes functions.

  The program for realizing the present embodiment can be provided not only by communication means but also by storing it in a recording medium such as a CD-ROM.

DESCRIPTION OF SYMBOLS 10 ... Control apparatus, 20 ... Target electric current calculation part, 30 ... Control part, 70 ... Setting information acquisition part, 80 ... Vehicle speed pulse rate determination part, 85 ... Memory | storage part, 90 ... Confirmation part, 100 ... Electric power steering apparatus, 101 ... Steering wheel (handle), 109 ... Torque sensor, 110 ... Electric motor, 150 ... Wheel, 170 ... Vehicle speed sensor

Claims (4)

An electric motor for providing an assisting force to steer the wheel in response to the operation of the steering wheel;
A vehicle speed sensor that outputs a vehicle speed pulse signal based on the moving speed of the vehicle;
Motor control means for determining a vehicle speed pulse rate necessary for calculating the vehicle speed from the vehicle speed pulse signal, and controlling the driving of the electric motor based on the determined vehicle speed pulse rate and the vehicle speed pulse signal;
Equipped with a,
The electric power steering apparatus characterized in that the motor control means acquires a state of a potential of a terminal provided in a harness as setting information of each vehicle, and determines the vehicle speed pulse rate from the setting information . A setting information acquisition unit that acquires the state of the potential of a terminal provided in the harness as setting information of each vehicle for determining a vehicle speed pulse rate necessary to calculate a vehicle speed from a vehicle speed pulse signal based on the moving speed of the vehicle When,
A vehicle speed pulse rate determining unit for determining the vehicle speed pulse rate from the acquired setting information;
A target current calculation unit that calculates a target current required for assist force by the electric motor based on the determined vehicle speed pulse rate and the vehicle speed pulse signal;
A control device for an electric power steering device. The control device for an electric power steering apparatus according to claim 2 , further comprising a confirmation unit for confirming whether the determined vehicle speed pulse rate is correct or incorrect. In the computer used for the electric power steering device,
A function of acquiring a potential state of a terminal provided in the harness as setting information of each vehicle for determining a vehicle speed pulse rate necessary for calculating a vehicle speed from a vehicle speed pulse signal based on a moving speed of the vehicle;
A function of determining the vehicle speed pulse rate from the acquired setting information;
A function of calculating a target current required by the electric motor based on the determined vehicle speed pulse rate and the vehicle speed pulse signal;
A program that realizes

Images