# US 12,110,068 B2 · Control for electric power steering

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- Number: US 12,110,068 B2
- Document ID: US12110068B2
- Status: Granted
- Kind: B2
- Application number: 17/053,871
- Filed: 2019-04-18
- Published: 2021-07-22
- Granted: 2024-10-08
- Earliest claimed: 2018-05-18
- Assignees: ZF Automotive UK Limited
- Applicants: Zf Automotive UK Limited
- Inventors: Maciej Kudanowski; Tamas Terdy
- Web page: https://patentgrep.com/patent/US12110068B2

## CPC

- B62D 5/0403: {characterised by constructional features, e.g. common housing for motor and gear box}
- B62D 5/0484: {for reaction to failures, e.g. limp home}
- B62D 5/0457: {characterised by control features of the drive means as such}
- B62D 5/046: {Controlling the motor}
- B62D 5/0496: {by using a temperature sensor}
- H02P 25/22: Multiple windings; Windings for more than three phases
- H02P 27/06: using DC to AC converters or inverters (H02P27/05 takes precedence)
- H02P 29/028: the motor continuing operation despite the fault condition, e.g. eliminating, compensating for or remedying the fault
- H02P 29/032: Preventing damage to the motor, e.g. setting individual current limits for different drive conditions
- H02P 29/68: based on the temperature of a drive component or a semiconductor component
- B62D 5/0487: {detecting motor faults (B62D5/0496 takes precedence)}
- B62D: MOTOR VEHICLES; TRAILERS (steering, or guiding on a desired track, of agricultural machines or implements A01B69/00; wheels, castors, axles, increasing wheel adhesion B60B; vehicle tyres, tyre inflation or tyre changing B60C; connections between vehicles of a train or the like B60D; vehicles for use on rail and road, amphibious or convertible vehicles B60F; suspension arrangements B60G; heating, cooling, ventilating or other air treating devices B60H; windows, windscreens, non-fixed roofs, doors or similar devices, protective coverings for vehicles not in use B60J; propulsion plant arrangements, auxiliary drives, transmissions, controls, instrumentation or dashboards B60K; electric equipment or propulsion of electrically-propelled vehicles B60L; power supply for electrically-propelled vehicles B60M; passenger accommodation not otherwise provided for B60N; adaptations for load transportation or to carry special loads or objects B60P; arrangement of signalling or lighting devices, the mounting or supporting thereof or circuits therefor, for vehicles in general B60Q; vehicles, vehicle fittings or vehicle parts not otherwise provided for B60R; servicing, cleaning, repairing, supporting, lifting, or manoeuvring, not otherwise provided for, B60S; brake arrangements, brake control systems or parts thereof B60T; air-cushion vehicles B60V; motor-cycles, accessories therefor B62J, B62K; testing of vehicles G01M)
- H02P: CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS

## Abstract

A method of controlling an electric power assisted steering (EPS) system includes the steps: During a first mode of operation of the EPS system driving a motor using two inverter bridges simultaneously, the nominal current that is applied to the motor at any time by each bridge being limited to a first value, and during a fault mode of operation driving the motor using only one of the two inverter bridges. The nominal current that is applied to the motor at any time in the fault mode is limited to a second value. The method varying the second value as a function of one or more operating parameters of the EPS system. The second value is set higher than the first value when it is deemed safe to do so.

## Claims

### Claim 1

A method of controlling an electric power assisted steering (EPS) system comprising at least two inverter bridges each connected to a multi-phase motor configured to provide power assist to steering of a vehicle, wherein each inverter bridge comprises a plurality of switching elements each associated with a phase of the motor, the method comprising:
during a first mode of operation of the EPS system driving the motor using both inverter bridges simultaneously, limiting the nominal current that is applied to the motor at any time by each bridge to a first value; and
during a fault mode of operation driving the motor using only one of the two inverter bridges, initially setting a second value of the non-faulty lane at 100 percent value of the applied nominal current of the EPS system, and limiting the nominal current that is applied to the motor at any time in the fault mode to the second value,
dynamically varying the second value higher than the first value as a function of one or more operating parameters of the EPS system by decreasing the second value in response to the one or more operating parameters indicating potential overheating of the EPS system and by increasing the second value in response to the one or more operating parameters of the EPS system indicating a decrease in temperature of the EPS system;
while controlling the EPS system in the first mode, driving the multi-phase motor using both of the lanes with the current limit for each lane set at the first value, upon the fault mode occurring, the EPS system disabling a lane that is found to be faulty, so that the drive of the motor is provided by the remaining non-faulty lane with a current limit uprated to the second value.

### Claim 2 (depends on 1)

The method according to claim 1 further comprising:
determining the operating parameters by monitoring one or more items of available information related to the operating conditions of the EPS system to determine the value that is to be set for the second limit value.

### Claim 3 (depends on 1)

The method according to claim 1 in which the second limit value is based on at least one of:
the measured or calculated ambient temperature of the non-faulty inverter bridge(s) of the EPS system;
the measured or calculated EPS subsystem temperature, the inverter bridge(s) or parts thereof,
the battery voltage(s) supplying the inverter bridges,
the motor rotor speed,
the instantaneous torque demand of the motor(s) of the EPS system,
the instantaneous current demand of the motors(s) of the EPS system,
an average torque demand over a predefined period of time prior to the instant of time; and
an average torque demand over a predefined period of time prior to the instant of time.

### Claim 4 (depends on 1)

The method according to claim 1 further comprising:
setting a first value that is equal to 50 percent of a nominal second value, and the controlling the EPS system varies or de-rates the second value in use by reducing it towards or to equal the first value when the operating parameters indicate that one or more components of the EPS system are overheating and increases the second value back to the peak value when safe to do so at a later time.

### Claim 5 (depends on 1)

The method according to claim 1 further comprising:
setting a second value that has a value in a range from 0 to 100 percent full rated current depending on the operating parameters of the EPS system.

### Claim 6 (depends on 1)

A method according to claim 1, wherein in the event that the controlling the EPS system reduces the second value because an operating parameter indicates that a part of the lane is overheating or may be at risk of overheating, the second value is subsequently increased when the part stops to be at risk of overheating or is no longer overheating.

### Claim 7 (depends on 1)

The method according to claim 1, wherein each of the at least two inverter bridges is connected to one of a respective at least two multi-phase motors.

### Claim 8 (depends on 1)

The method according to claim 1, wherein the one or more operating parameters of the EPS system comprises a temperature of the EPS system.

### Claim 9

A system for an electric power assisted steering (EPS) apparatus comprising at least two inverter bridges each connected to a multi-phase motor configured to provide power assist to steering of a vehicle, wherein each inverter bridge comprises a plurality of switching elements each associated with a phase of the motor, the system further comprising a controller which is arranged such that:
during a first mode of operation of the EPS system the controller drives the motor using both inverter bridges simultaneously, the nominal current that is applied to the motor at any time by each bridge being limited to a first value, and
during a fault mode of operation the controller drives the motor using only one of the two inverter bridges whereby the nominal current that is applied to the motor at any time in the fault mode is limited to a second value, the second value of a non-faulty bridge of the inverter bridges initially being set at a 100 percent value of the applied nominal current of the EPS system,
the controller dynamically varying the second value throughout the duration of the fault mode of operation as a function of one or more operating parameters of the EPS system by decreasing the second value in response to the one or more operating parameters indicating potential overheating of the EPS system and by increasing the second value in response to the one or more operating parameters of the EPS system indicating a decrease in temperature of the EPS system.

### Claim 10 (depends on 9)

The system according to claim 9, wherein each of the at least two inverter bridges is connected to one of a respective at least two multi-phase motors.

### Claim 11 (depends on 9)

The system according to claim 9, wherein the one or more operating parameters of the EPS system comprises a temperature of the EPS system.

### Claim 12

A method of controlling an electric power assisted steering (EPS) system comprising a first lane and a second lane, each of the first and second lanes comprising an inverter bridge that is electrically coupled to at least one motor, the method comprising:
generating a driving current having a nominal amplitude;
providing a first portion of the driving current through the first lane at a first amplitude and a second portion of the driving current through the second lane at the first amplitude to drive the at least one motor in a normal mode of operation of the EPS system;
in response to a fault of the first lane, disabling the first lane and providing the second portion of the driving current through the second lane to drive the at least one motor in a fault mode of operation;
initially setting a current limit of the second portion of the driving current to the nominal amplitude in the fault mode of operation;
monitoring operating parameters of the EPS system in the fault mode of operation; and
dynamically varying the current limit by decreasing the current limit to a second amplitude that is greater than the first amplitude in response to the operating parameters indicating potential overheating of the EPS system, and by increasing the current limit from the second amplitude in response to the operating parameters indicating a decrease in temperature of the EPS system in the fault mode of operation.

### Claim 13 (depends on 12)

The method of claim 12, wherein monitoring the operating parameters of the EPS system comprises monitoring at least one of:
an ambient temperature of the second lane;
a temperature of the inverter bridge of the second lane;
a battery voltage;
a rotation speed of the at least one motor;
an instantaneous torque demand of the at least one motor;
an instantaneous current demand of the at least one motors; and
an average torque demand over a predefined period of time.

### Claim 14 (depends on 12)

The method of claim 12, wherein dynamically varying the current limit comprises increasing the current limit from the second amplitude to the nominal amplitude in response to the temperature of the EPS system remaining less than an unsafe threshold for the EPS system.

### Claim 15 (depends on 12)

The method of claim 12, wherein the at least one motor comprises:
a first motor electrically coupled to the first lane; and
a second motor electrically coupled to the second lane.