RUN-TIME STABILITY MONITORING OF A STEERING ANGLE SENSOR BASED ON NONIUS PRINCIPLE

Abstract

A method for determining a risk of instability of a calculation of an angle of a steering shaft of a motor vehicle can be employed where a first gear wheel is fixed to the steering shaft and cooperates with a second gear wheel and a third gear wheel, which are smaller than the first gear wheel. The number of teeth of the first gear wheel is n. The number of teeth of the second gear wheel is m. And the number of teeth of the third gear wheel is m+1. The angles and of the two smaller gear wheels are determined and the angular position of the steering shaft is calculated by evaluating the equation

[00001]$=\frac{m*+\left(m+1\right)*-\left(2.Math.m+1\right)*k*}{2.Math.n},$

with being an angle of the sensor range and a whole number k given by

[00002]$k=\mathrm{round}\left(\frac{\left(m+1\right)*-m*}{}\right),$ wherein the risk of instability is determined by calculation of a stability margin t according to

[00003]$t=k-\left(\frac{\left(m+1\right)*-m*}{}\right).$

Claims

1.-13. (canceled)

14. A method for determining a risk of instability of a calculation of an angle of a steering shaft of a motor vehicle, wherein a first gear wheel is fixed to the steering shaft and cooperates with at least a second gear wheel and a third gear wheel, wherein the second and third gear wheels are smaller than the first gear wheel, wherein a number of teeth of the first gear wheel is n, a number of teeth of the second gear wheel is m, and a number of teeth of the third gear wheel is m+1, the method comprising: determining angles and of the second and third gear wheels and the angle of the steering shaft according to an equation $=\frac{m*+\left(m+1\right)*-\left(2.Math.m+1\right)*k*}{2.Math.n},$ with being an angle of a sensor range and with a whole number k given by $k=\mathrm{round}\left(\frac{\left(m+1\right)*-m*}{}\right);$ and determining the risk of instability by calculating a stability margin t according to $t=k-\left(\frac{\left(m+1\right)*-m*}{}\right).$

15. The method of claim 14 wherein a threshold thr for the stability margin t is set according to $\mathrm{abs}\left[\mathrm{fraction}\left(\frac{\left(m+1\right)*-m*}{}\right)\right]\mathrm{thr},$ wherein exceeding the threshold thr indicates an instable calculation of the angle of the steering shaft.

16. The method of claim 15 wherein the threshold thr is between 0.3 and 0.45.

17. The method of claim 15 wherein the threshold thr is between 0.4.

18. The method of claim 14 comprising: analyzing symmetry of the stability margin t; and if an asymmetry that exceeds a preset threshold thr.sub.a is detected, fine-adjusting angle measuring the second and third gear wheels by $.Math.=-\frac{\left(\max \left(t\right)+\min \left(t\right)\right).Math.}{4.Math.\left(m+1\right)}$ $\mathrm{and}$ $=\frac{\left(\max \left(t\right)+\min \left(t\right)\right).Math.}{4.Math.m}$ wherein the angle of the steering shaft is calculated by $=\frac{m*\left(+.Math.\right)+\left(m+1\right)*\left(+.Math.\right)-\left(2.Math.m+1\right)*k*}{2.Math.n}.$

19. The method of claim 18 comprising saving fine-adjusted values in a non-volatile memory so that the fine-adjusted values can be queried after a system restart.

20. The method of claim 14 wherein upon a missing sensor calibration of the second and third gear wheels, the method comprises: performing a self-calibration wherein in a first step the stability margin t is calculated based on first sensor readings after system startup; and calibrating gear angle sensors of the second and third gear wheels to have a common zero output, wherein angle offsets of the second and third gear wheels are calculated by $.Math.=-\frac{t.Math.}{2.Math.\left(m+1\right)}.Math..Math.\mathrm{and}.Math..Math.=\frac{t.Math.}{2.Math.m}$ and applied as constants in the calculation of the angle of the steering shaft.

21. The method of claim 14 wherein m=14 and n=44.

22. The method of claim 14 wherein the angle of a sensor range =360.

23. A device for detecting an angle of a steering shaft by way of the method of claim 14, the device comprising: sensors for detecting the angles and ; and an evaluating circuit for determining the angle of the steering shaft.

24. The device of claim 23 wherein the angles and are detected by way of one sensor each.

25. An electric power steering apparatus for assisting steering of a motor vehicle by conferring a support torque generated by an electric motor to a steering mechanism, the electric power steering apparatus comprising: a steering column with an upper steering shaft and a lower steering shaft linked by a torsion bar; and a device according to claim 23 for detecting an angular position of the upper steering shaft.

26. The electric power steering apparatus of claim 25 wherein the sensors that detect the angles and of the second and third gear wheels are GMR angle sensors that scan magnets connected to the second and third gear wheels.

Description

[0019] A preferred embodiment of the present invention will be described with reference to the drawings.

[0020] FIG. 1: is a schematic illustration of an electromechanical power steering system of a motor vehicle with a multi-turn steering wheel angle sensor;

[0021] FIG. 2: is an illustration of the multi-turn steering wheel angle sensor with two sub-gears;

[0022] FIG. 3: is a schematic illustration of a steering controller and

[0023] FIG. 4: is a graph of the signals measured by the multi-turn steering wheel angle sensor.

[0024] FIG. 1 is a schematic drawing of an electric power steering system 1. A steering wheel 2 is fixed to an upper steering shaft 3, the steering movement of the driver is transmitted via a torsion bar to a lower steering shaft 4. The lower steering shaft 4 is coupled to a rack 6 via a rack-and-pinion mechanism 5. Rotation of the upper and lower steering shaft 3, 4 accompanying a steering operation is converted into a reciprocating linear motion of the toothed rack 6 by the rack-and-pinion mechanism 5. The linear motion of the rack 6 changes the steering angle of the steered road wheels 7. To provide steering assistance, the electric motor 8 can be mounted to the side of the rack 6. The steering assistance is provided by transferring the assist torque from the motor 8 to the rack 6. A steering controller 9 receives signals representative of the vehicle state and the torque applied to the steering wheel by the vehicle operator and determines the target motor torque which is send to a motor controller.

[0025] The electric power steering system 1 according to FIG. 1 is equipped with a multi-turn steering wheel angle sensor 10. The operation of the multi-turn steering wheel angle sensor 10 is explained in FIG. 2.

[0026] An angle sensor 10 comprises a first gear wheel 11 having an outwardly directed first toothing 12 with n teeth. The first gear 11 is fixed to the steering shaft. Two smaller gear wheels 13, 14 rotate on the toothing of the first gear 12. The sub-gear wheels 13, 14 rotate around gear wheel axis, wherein the gear wheel axis is parallel and shifted to the steering shaft axis. These smaller gears 13, 14 have gear ratios higher than one and they differ by one or more teeth, so that one gear wheel turns faster than the other. In the shown example the gear wheels 13, 14 have m and m+1 teeth. With this called nonius principle it is possible to determine an unambiguous steering angle over for example four full turns of the steering shaft or the steering wheel. In a preferred embodiment m=14 and n=44. The angles and of the two smaller gear wheels are measured with the aid of two periodic angle sensors. The periodicity of these angle sensors will be identified by . Usually is 360, however, other angle values are also possible.

[0027] As shown in FIG. 3, electric power assist is provided through the steering controller 9 and a power assist actuator 80 comprising the electric motor 8 and a motor controller 81. The steering controller 9 in the example receives signals 15 representative of the vehicle velocity v and the torque T.sub.TS applied to the steering wheel 2 by the vehicle operator. In response to the vehicle velocity v, the operator torque T.sub.TS and the rotor position signal , the controller 9 determines the target motor torque T.sub.d and provides the signal through to the motor controller 81, where the motor currents I1 are calculated via PWM (pulse-width modulation).

[0028] The absolute steering wheel angle is calculated to influence the assist needed for the steering operation.

[0029] The calculation of the angle of rotation takes place in accordance with the method present in U.S. Pat. No. 5,930,905; In a first step, the expression

[00011]$k=\mathrm{round}\left(\frac{\left(m+1\right)*-m*}{}\right)$

[0030] is calculated, wherein the angles and had been previously measured. In step two, the angle is then calculated, wherein the following applies:

[00012]$=\frac{m*+\left(m+1\right)*-\left(2.Math.m+1\right)*k*}{2.Math.n}$

[0031] A check is made in step three, whether the previously detected angle is negative. If this is the case, the full angle period is added in step four.

[0032] The software continuously monitors the calculated k-value. A stability margin t is defined as the rounded fractional part of k:

[00013]$t=k-\left(\frac{\left(m+1\right)*-m*}{}\right),$

with tin the range of (0.5 . . . 0.5).

[0033] For every sensor reading, the stability margin t is calculated. The minimum and maximum of t over the sensor range is calculated. An ideal error-free sensor has t=0.0 over the complete sensor range . Output instability occurs when t is getting close to 0.5 and wrapping around 0.5 or vice versa. In case of inaccurate sensor calibration, t is getting asymmetric to 0.0, resulting in a sub-optimal stability margin.

[0034] The risk of instability is determined by setting a threshold e.g. 0.4:

[00014]$\mathrm{abs}\left[\mathrm{fraction}\left(\frac{\left(m+1\right)*-m*}{}\right)\right]0.4$

[0035] If this threshold is exceeded instability occurs and a warning occurs. The stability threshold is a piece-to-piece variable constant. The proposed threshold presents an easy way to monitor the stability of the steering wheel angle calculation. An increase of stability margin, pre-indicating various sensor errors can be detected so that instability can be avoided.

[0036] If steering is carried out over a steering range, being at least one sub-gear rotation, the symmetry of t is analysed. If asymmetry over a preset threshold is detected, fine-adjusting sensor calibration values are determined by:

[00015]$.Math.=-\frac{\left(\max \left(t\right)+\min \left(t\right)\right).Math.}{4.Math.\left(m+1\right)}.Math..Math..Math.=\frac{\left(\max \left(t\right)+\min \left(t\right)\right).Math.}{4.Math.m}$

[0037] The angle is then calculated by:

[00016]$=\frac{m*\left(+.Math.\right)+\left(m+1\right)*\left(+.Math.\right)-\left(2.Math.m+1\right)*k*}{2.Math.n}$

[0038] The fine-adjusted values are saved in a non-volatile memory so that they can be used on next system start-up. This way the sub-gear angles are run-time self-adjusted so that t is ideally symmetric and that the stability threshold is being maximized as much as possible.

[0039] Further in case of missing end-of-line sensor calibration, a self-calibration is carried out. In a first step t is calculated based on the first sensor readings after system start-up. The sub-gear angle sensors are calibrated to have a common zero output. The initial sub-gear angle offsets are calculated

[00017]$.Math.=-\frac{t.Math.}{2.Math.\left(m+1\right)}.Math..Math..Math.=\frac{t.Math.}{2.Math.m}$

[0040] and applied as constants in the calculation of the angle of rotation .

[0041] FIG. 4 shows an example of measured sensor output instability. The angle error of the angle of the steering shaft is plotted against a reference angle. From top to bottom the first two lines 100, 101 represent the calculated angle errors over the sensor range with a 0 offset of a first sub-gear. The calculated angle errors are symmetric to 0.0. The following two lines 102, 103 represent the calculated angle errors over the sensor range with a 6 offset of the first sub-gear. The calculated angle errors are highly asymmetric with respect to 0.0. The bottom line 104 shows the calculated angle errors with an offset of 12 of the first sub-gear.