JTEKT Patente

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An interior permanent magnet rotor includes a cylindrical rotor core having an axial hole extending in an axial direction, and a resin magnet that is formed to fill the axial hole by injection molding and that has a pair of axial end faces. The resin magnet includes a linear portion that has a linear shape in section perpendicular to the axial direction of the rotor core. The linear portion has a first end and a second end located closer to an outer periphery of the rotor core than the first end is. A gate mark is located on the second end of the linear portion on at least one of the axial end faces of the resin magnet.

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A torque sensor includes a first resolver (1) that outputs a signal corresponding to a rotation angle of a first rotor (10) fitted on an outer periphery of a first rotary shaft (S1), and a second resolver (2) that outputs a signal corresponding to a rotation angle of a second rotor (20) fitted on an outer periphery of a second rotary shaft (S2) coupled to the first rotary shaft (S1) via a torsion bar (3). The torque sensor detects a torque exerted on the first rotary shaft (S1) or the second rotary shaft (S2) based on the signals output from the first resolver (1) and the second resolver (2). A first junction between the first rotary shaft (S1) and the first rotor (10), and a second junction between the second rotary shaft (S2) and the second rotor (20) are formed so as to have different shapes or different sizes.

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An electric power steering system is provided that allows an actual assist force to follow a target assist force more quickly. An assist command value calculation circuit 33 includes a torque shift control circuit 50, a phase lag compensation control circuit 51, a basic assist control circuit 52, and a phase lead compensation control circuit 53. A determination circuit 38 determines whether a motor 20 has been continuously under high load or not based on a current command value Ia* and a current limit value Ilim. The determination circuit 38 determines whether the motor 20 has been continuously under high load or not by comparing the current command value Ia* with the current limit value Ilim and comparing a basic assist controlled variable Tas* with the current limit value Ilim, and outputs a phase compensation restriction flag. The phase lag compensation control circuit 51 and the phase lead compensation control circuit 53 restrict phase restriction when the phase compensation restriction flag is ON, and continues phase compensation when the phase compensation restriction flag is OFF.

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A steering system includes: an upper bracket that supports a column jacket so that the column jacket is pivotable about a central shaft; a pair of first tooth rows (71) that are supported by the upper bracket and are arranged side by side in an axial direction; and a tooth member (66) that is pivotable together with the column jacket and is movable in a right-and-left direction. The tooth member (66) has second teeth rows (75) that are formed in two locations spaced apart from each other in the axial direction and that can mesh with the pair of the first tooth rows (71). The tooth tip angle (±) of first teeth (72) in one first tooth row (71A) of the pair of the first tooth rows (71) is different from the tooth tip angle (²) of the first teeth (72) in the other first tooth row (71B) that is more distant from the central shaft than the one first tooth row (71A).

A vehicle control device 30 controls torque of a drive motor 11 such that rotation of the drive motor 11 is transferred to rear drive wheels 15 of a vehicle via a drive unit 20 that includes a speed reducer 12 including a plurality of gears rotatably supported by bearings. The vehicle control device 30 sets different values as torque restriction values for torque to be generated by the drive motor 11 when the vehicle is driven forward and when the vehicle is driven rearward.

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A telescopic shaft (1) includes: an inner shaft (10) where a pair of recessed grooves (11) that face each other in a direction (R) perpendicular to an axis and extend in an axial direction (X) are formed; an outer shaft (20) where a pair of recessed grooves (21) that face each other in the direction (R) perpendicular to the axis and extend in the axial direction (X) are formed; a plurality of rolling bodies (30) that are disposed between each of the recessed grooves (11) and the corresponding recessed groove (21) so as to form a line in the axial direction (X); a pair of stoppers (41); and a buffer body unit (50). Each of the stoppers (41) restricts falling of a rolling body (30e) at an end portion of the corresponding line from the corresponding recessed groove (11) of the inner shaft (10). The buffer body unit (50) integrally includes a pair of buffer bodies (51), and a connection portion (52) that connects the pair of buffer bodies (51).

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An electric power steering apparatus is provided which can suppress the difference in steering feel between before and after it is allowed to compute an absolute steering angle and which can improve the steering feel. A basic assist control unit (41) sets a basic assist current value (Ia). An assist gain setting unit (55) sets assist gain (Ga). The assist gain (Ga) is fixed to a lower limit value less than one before it is allowed to compute the absolute steering angle, and is gradually increased from the lower limit value to one and is then fixed to one after it is allowed to compute the absolute steering angle. An assist gain multiplication unit (42) corrects the basic assist current value (Ia) by multiplying the basic assist current value (Ia) by the assist gain (Ga).

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A F/B gain control unit (47) computes a first change component (d¸Ä) by executing torque feedback control based on a torque deviation (T) using a feedback gain that is computed by a F/B gain variable control unit (80). The F/B gain variable control unit (80) computes one of two different feedback gains (K1, K2) that correspond to a "first computation mode" in which the first change component (d¸Ä) is used as an addition angle (¸a) and a "second computation mode" in which a value obtained by correcting the first change component (d¸Ä) by an estimated motor rotation angular velocity (Ém_e) is used as the addition angle (¸a), respectively. A feedback gain (K1) used in the first computation mode is set such that a response at the feedback gain (K1) is higher than that at a feedback gain (K2) used in the second computation mode.