CN101357648B - Vehicle steering control apparatus - Google Patents
Vehicle steering control apparatus Download PDFInfo
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- CN101357648B CN101357648B CN2008101354120A CN200810135412A CN101357648B CN 101357648 B CN101357648 B CN 101357648B CN 2008101354120 A CN2008101354120 A CN 2008101354120A CN 200810135412 A CN200810135412 A CN 200810135412A CN 101357648 B CN101357648 B CN 101357648B
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Abstract
A vehicle steering control apparatus includes an actuator to vary a steering gear ratio of a vehicle wheel steer angle of a steerable wheel to a steering wheel angle. A controller controls the actuator to produce an actuator torque in a steering direction at a start of a driver's steering operation.
Description
Technical field
The present invention relates to the Vehicular turn control technology (device and/or method) of steering gear ratio of the wheel turning angle of a kind of steering wheel angle that is used to change vehicle and wheel flutter.
Background technology
TOHKEMY 2005-170129 communique discloses a kind of servo gain that is configured to increase the angle input actuator, has turned near the center position the vehicle steering control system that turns to rigidity with what the deviation of the actual rotational angle that improves actuator and target rotation angle diminished.
Summary of the invention
Yet, by actuator (or rotating element of actuator) is rotated in the operation that steering gear ratio is set to slow side along the inverse direction opposite with the steering direction of bearing circle, actuator is tending towards producing actuator torque along the inverse direction opposite with steering direction when steering operation begins, thereby, make chaufeur produce the factitious sensation that steering reaction force reduces or reduces.
Therefore, an object of the present invention is to provide a kind of device that reduces or reduce and/or method of not expecting that is used for when steering operation begins, preventing steering reaction force.
According to an aspect of the present invention, a kind of Vehicular steering control apparatus comprises: actuator is used for by making from the angle of bearing circle input add the angle input of actuator or changing the steering gear ratio of the wheel turning angle and the steering wheel angle of wheel flutter from the angle input that the angle input from bearing circle deducts actuator; And controller, produce actuator torque along steering direction when being used to control actuator and beginning with steering operation at chaufeur, controller is formed under the situation of the actuator operated that operate actuator reduces with the deflection angle that deducts the corner that is produced by actuator from turning to of chaufeur the input, utilizes actuator to produce actuator torque along steering direction.
According to a further aspect in the invention, a kind of Vehicular turn control method comprises: thus produce control signal changes the steering gear ratio of the wheel turning angle of wheel flutter and steering wheel angle with the control actuator the first method element; And only under situation, revise and prevent when this control signal begins with the steering operation at chaufeur that actuator from producing torque along the inverse direction opposite with steering direction with the subtraction mode control actuator of the corner that from turn to input, deducts actuator.
According to a further aspect in the invention, a kind of Vehicular steering control apparatus comprises: actuator, and it is arranged in the mechanical steering connecting rod, and is arranged to change the steering gear ratio of the wheel turning angle and the steering wheel angle of vehicle; And controller, be used to control actuator with the actual rotational angle that reduces actuator and the deviation of target rotation angle, thereby realize the desired destination steering gear ratio, and revise the inverse direction generation torque that prevents when deviation begins with the steering operation at chaufeur that the actuator edge is opposite with steering direction; Actuator is positioned in such a way that the corner that is produced by actuator adds that the addition pattern that turns to input of chaufeur changes to fast side with steering gear ratio, and with the subtraction mode of the corner that deducts actuator from turn to input steering gear ratio is changed to slow side; Controller only is configured to revise described deviation when the steering operation of chaufeur begins when with subtraction mode control actuator.
Description of drawings
Fig. 1 is the scheme drawing that illustrates according to the vehicle steering control system of the first embodiment of the present invention.
Fig. 2 is the block scheme that ratio controller shown in Figure 1 10 is shown.
Fig. 3 be illustrated in that angle that steering gear ratio changes actuator reduces or the situation of subtraction (or returning) operation under, the diagram of circuit of the steering gear ratio control process that is undertaken by controller according to first embodiment.
Fig. 4 and Fig. 5 are the scheme drawings that is used to illustrate groundwork of the present invention.Fig. 4 illustrates the state that produces actuator torque (motor torque) along the direction identical with steering direction.Fig. 5 illustrates the state that produces actuator torque (motor torque) along the direction opposite with steering direction.
Fig. 6 illustrates the cutaway view of using ratio changing actuator 6 in the above-described embodiments.
Fig. 7 (7A, 7B, 7C and 7D) is the figure relevant with the time that the angle that is illustrated in actuator increases the operational situation in (addition) operation.
Fig. 8 (8A, 8B, 8C and 8D) is the figure relevant with the time that the angle that is illustrated in actuator reduces the operational situation in (deducting) operation.
Fig. 9 is illustrated in the figure that changes according to the steering gear ratio in the transmitting ratio control of first embodiment.
Figure 10 (10A, 10B, 10C and 10D) is the figure relevant with the time that is illustrated in according to the operational situation in the transmitting ratio control of first embodiment (with second embodiment).
Figure 11 is the diagram of circuit that the steering gear ratio control process that the controller by a third embodiment in accordance with the invention carries out is shown.
Figure 12 (12A, 12B, 12C and 12D) is the figure relevant with the time that is illustrated in according to the operational situation in the transmitting ratio control of the 3rd embodiment.
The specific embodiment
Fig. 1 schematically shows according to the Vehicular steering control apparatus of the first embodiment of the present invention or system.Vehicle shown in Figure 1 comprises bearing circle 1, front-wheel (wheel flutter) 2 and steering hardware 3, and in this example, steering hardware 3 comprises and is used to wheel tooth stripe shape steering hardware that front-wheel 2 is turned to.Bearing circle 1 is connected with steering hardware 3 with pinion shaft 5 by axis of a cylinder (column shaft) 4.Axis of a cylinder 4 is connected by ratio changing actuator or variable-speed ratio actuator (angle input actuator) 6 with pinion shaft 5.In axis of a cylinder 4, be provided with the rotary angle transmitter 7 of the corner (steering wheel angle) that is used for sensing axis of a cylinder 4.Rotary angle transmitter 7 in this example uses pulse coder to come the sensing deflection angle.Ratio changing actuator 6 in this example comprises electrical motor 20 (as shown in figure 13).Sensor 8 is the electrical motor rotary angle transmitters that are used for the electrical motor corner of motor sensor (angle input motor) 20.
Fig. 6 illustrates the ratio changing actuator 6 that is used in this example in the mode of cutaway view.With axis of a cylinder 4 bonded assembly upper axis 21 and input shaft 22 assemblings.Input shaft 22 be by being assemblied in forcibly on the upper axis 21 and with upper axis 21 end to end hollow shafts.Guiding groove or guide slit 22a were formed in front portion whole of input shaft 22 in week.Output shaft 25 is connected with pinion shaft 5.Output shaft 25 is housed in the input shaft 22 and is arranged to and rotates with respect to input shaft 22.Output shaft 25 comprises the ball thread groove 30 that is formed in the outer peripheral face.
Sliding part 23 radial arrangement make to be formed with little gap between the outer peripheral face of the inner peripheral surface of sliding part 23 and output shaft 25, and sliding part 23 are arranged to and can move axially between input shaft 22 and output shaft 25.Sliding part 23 has and is inserted in the steering column 33 and comprises that thereby being formed with the outer peripheral face that extends axially guide protrusion that engages with the guiding groove 22a of input shaft 22 allows sliding part 23 with respect to input shaft 22 axially movable front portions.
Sliding part 23 comprises and is used to keep a plurality of balls 24, makes a plurality of ball retaining holes 29 that each ball all can roll.Each ball 24 is arranged between the ball thread groove 30 of the hole 29 of sliding part 23 and output shaft 25, makes each ball 24 all can roll betwixt.
Sliding part 23 is supported rotationally by travelling arm 28.Travelling arm 28 is threadingly attached on the guide screw axle 27, makes travelling arm 28 to move axially.Helical wheel 32 is fixed to an end of guide screw axle 27.This helical wheel 32 meshes with the miniature gears 31 of the rotating shaft that is connected to electrical motor 20.
Can following operation ratio changing actuator 6 of structure like this: when electrical motor 20 did not turn round, the application force that is input to bearing circle 1 was delivered to output shaft 25 by input shaft 22, sliding part 23 and ball 24 from upper axis 21.Therefore, under this state, ratio changing actuator 6 transmits motion to front-wheel 2 by pinion shaft 5 under the situation that does not produce the outer corner difference between the input and output.
When electrical motor 20 running, guide screw axle 27 rotates along a direction, so travelling arm 28 moves axially, and the edge of retaining hole 29 that utilizes sliding part 23 is along a direction promotion ball 24.Therefore, ball 24 rolls, and moves along ball thread groove 30 spiral fashions, thereby the rotational torque of predetermined speed is applied to output shaft 25.Therefore, output shaft 25 rotates the angular transposition bigger than the angular transposition of bearing circle 1 along a direction, and makes front-wheel 2 turn to bigger deflection angle by pinion shaft 5.Ratio controller 10 can come control motor 20 by supplying with instruction current, thereby realizes the transmitting ratio of expectation.
According to the signal that sensor provides, ratio controller 10 calculates the value of the instruction current of the transmitting ratio of realizing expectation, and control ratio changing actuator 6.In this example, the transmitting ratio that makes expectation is big and less in high speed of a motor vehicle district in low speed of a motor vehicle district, with realize turning performance in the low speed of a motor vehicle district and the vehicle stability in the high speed of a motor vehicle district the two.
Fig. 2 illustrates ratio controller 10 in this example with the form of controlling party block diagram.Ratio controller 10 comprises expectation target corner calculating section 10a and deflection angle servocontrol part 10b.
The speed of a motor vehicle that steering wheel angle that expectation target corner calculating section 10a provides according to rotary angle transmitter 7 and car speed sensor 11 provide is determined the expectation target vehicle yaw rate, set the desired destination transmitting ratio of realizing target yaw rate, and calculate the expectation target corner for ratio changing actuator 6, to realize the target transmitting ratio.
Deflection angle servocontrol part 10b controls to the instruction current of ratio changing actuator 6, with the deviation (deviation) of actual rotational angle with the target rotation angle of being determined by expectation target corner calculating section 10a of the actuator 6 that reduces to be sensed by electrical motor rotary angle transmitter 8.
In the present embodiment, in high speed of a motor vehicle district, the expectation target transmitting ratio is set for less than register ratio (slow side), reduce in operation or the return in actuator angle along reverse directions (the counter rotational direction) drive actuator 6 opposite with steering direction, in case when near the position neutral steering position begins steering operation, the control system of present embodiment is carried out the transmitting ratio control and treatment, transmitting ratio is set to fast side, then transmitting ratio is little by little changed to the value littler (slow side) than register ratio.Slow side is the side of transmitting ratio less than register ratio, and fast side is the side of transmitting ratio greater than register ratio.Register ratio is that ratio changing actuator 6 did not turn round and axis of a cylinder 4 and pinion shaft 5 rotate transmitting ratio under the non-operative condition of (as one unit) with 1: 1 velocity ratio.Register ratio is determined by the specification data (specification data) of steering hardware 3.
Be the method for the computations electric current that in this example, adopted below.Target rotation angle calculating section 10a is at first by using following auto model to calculate vehicle parameter.
Usually, suppose the sulky vehicle model, can represent vehicle yaw rate and transverse acceleration by following mathematic(al) representation (1).
In these equatioies,
(
Be yaw angle, subscript ' expression differential), V
y=cross velocity, θ=front wheel steering angle, δ=rear-axle steering angle, I
zThe inertia torque of=vehicle, M=vehicle weight, L
fDistance between=front axle and the center of gravity, L
rDistance between=center of gravity and the rear axle, N=transmitting ratio, V
x=longitudinal velocity, K
f=front-wheel cornering stiffness (cornering power), K
r=trailing wheel cornering stiffness, C
f=Nose Wheel Steering power, C
r=trailing wheel lateral control force, the s=differentiating operator.
In order from this equation of state, to obtain the propagation function of yaw-rate and front wheel steering angle, the mathematic(al) representation (2) below obtaining.
In this equation, G (s)=s
2-(a
11+ a
22) s+ (a
11a
22-a
12a
21).
By expression formula (2), the yaw-rate propagation function is represented as:
In this equation,
Thereby, can determine vehicle parameter
Then, target rotation angle calculating section 10a determines the desired destination yaw-rate according to vehicle velocity V, vehicle parameter and target component (mentioning after a while)
By mathematic(al) representation (3), following acquisition desired destination yaw acceleration/accel
(expected value represented in asterisk):
Provide target yaw rate by following equation
(target) parameter.
In these equatioies, yrate_gain_map, yrate_omega_map, yrate_zeta_map, yrate_zero_map adjust (tuning) parameter.
Therefore, provide target yaw rate by following formula:
Provide target front wheel steering angle θ by following formula
*:
In order to obtain target front wheel steering angle θ
*, target rotation angle calculating section 10a calculates the target rotation angle θ of ratio changing actuator 6
h
Equation (8) below deflection angle servocontrol part 10b utilizes calculates the actual rotational angle θ of ratio changing actuator 6
aWith target rotation angle θ
hDeviation e, the equation (9) below utilizing then calculates current instruction value I according to deviation e, proportional gain P, differential gain D and storage gain I
θ
e＝θ
h-θ
a ...(8)
I
θ＝P×e+D×de/dt+I×∫edt ...(9)
Proportional gain P, differential gain D and storage gain I adjust constant.
Fig. 3 illustrates the transmitting ratio control process according to first embodiment in a flowchart.Under the situation of the return of ratio changing actuator 6 (or angle reduces or the subtraction operation), ratio controller 10 carries out this control process.
In step S1, controller 10 reads the steering wheel angle θ that is sensed by rotary angle transmitter 7 for target rotation angle calculating section 10a
wWith the speed of a motor vehicle that senses by car speed sensor 11 (body speed of vehicle) V.After step S1, controller 10 advances to step S2.
In step S2, controller 10 is by checking the steering wheel angle θ that obtains in step S1
wWhether greater than predetermined value-θ 1, this steering wheel angle θ simultaneously
wLess than predetermined value θ 1 (θ 1＜θ＜θ 1?) check that whether bearing circle 1 is in the neutralization zone (near center position or center position), as the function of target rotation angle calculating section 10a.According to step S2, when the answer of step S2 when being sure, controller 10 advances to step S7; When the steering wheel angle that senses when (not between-θ 1 and θ 1), advances to step S3 not in the neutralization zone.In this example, step S2 checks steering wheel angle θ
wAbsolute value whether less than (positive) predetermined first angle (θ 1).
In step S3, controller 10 checks whether the bearing circle running exceeds adjacent domain (adjacent zone), as the function of target rotation angle calculating section 10a.Adjacent domain is in order to change the zone of transmitting ratio gradually.In this example, controller 10 is checked the steering wheel angle θ that senses
wWhether less than predetermined value-θ 2 or steering wheel angle θ
wWhether greater than predetermined value θ 2.According to step S3, when the answer of step S3 when being sure, controller 10 advances to step S8; When steering wheel angle still when adjacent domain (between-θ 2 and θ 2, outside the neutralization zone), advance to step S4.In this example,
Step S3 checks steering wheel angle θ
wAbsolute value whether greater than (positive) bigger than predetermined first angle (θ 1) predetermined second angle (θ 2).
In step S4, controller 10 as the function of target rotation angle calculating section 10a, then, advances to step S5 with the ratio G3 that target transmitting ratio G sets the centre between ratio G1 and G2 for.In this case, transmitting ratio is determined in controller 10 utilizations for example linear interpolation (liner interpolation) technology between G1 and G2 and θ 1 and θ 2, causes the factitious sensation of chaufeur to prevent transmitting ratio with respect to the variation of steering wheel angle.Transmitting ratio G finally be set at ratio G3 (G=G3) thereafter.The first ratio G1 is greater than register ratio, and the second ratio G2 is less than register ratio (as shown in Figure 9).Gear ratio value G3 is the value that is derived by G1 and G2.
In step S5, controller 10 calculates target rotation angle θ according to the target transmitting ratio G that determines in step S4, S7 or S8
h, as the function of target rotation angle calculating section 10a, advance to step S6 then, thereby in step S5, controller 10 is determined instruction θ
hTo realize target transmitting ratio G.
In step S6, controller 10 carries out the actual rotational angle θ of servo control operation to reduce to be sensed by rotary angle transmitter 8
aWith the target rotation angle θ that in step S5, determines
hBetween deviation, as the function of servocontrol part 10b, advance to the end (returning) of the process of Fig. 3 then.
In step S7, controller 10 is set at target transmitting ratio G the first ratio G1 of the fast side of register ratio, advances to step S5 then.In step S8, controller 10 is set at target transmitting ratio G the second ratio G2 of the slow side of register ratio, advances to step S5 then.
Following operation is the steering control system of structure so: in the steering control system of the TOHKEMY 2005-170129 communique of mentioning in the above, ratio changing actuator or variable-speed ratio actuator are set in the connection between bearing circle and front-wheel, and this actuating device is useful on that the steering wheel angle that makes direction of passage dish input adds or deducts the coaxial motor that corner changes steering gear ratio from the steering wheel angle of direction of passage dish input.This control system turns near the center position servo gain to increase by increase and turns to rigidity or rigidity.
This ratio changing actuator is according to the product output torque that obtains by the deviation that multiply by with servo gain between target rotation angle and the actual rotational angle.Yet, turning to center position or turn near the center position little steering wheel angle zone being arranged in, target rotation angle is little, and the deviation of actual rotational angle and target rotation angle is tending towards little, so that be difficult to produce actuator torque.Therefore, actuator torque is tending towards yielding to steering reaction force, and this steering reaction force is the load that is applied by the road surface, and the servo-actuated performance of ratio changing actuator or response are tending towards some deficiency.
Therefore, under near steering operation is positioned at center position the situation, the control system of Japanese documentation above-mentioned is arranged to increase servo gain, thereby also produces the bigger torque that turns to even deviation is very little, thereby makes actual rotational angle correctly follow target rotation angle.By utilizing bigger servo gain to increase actuator torque, this system can improve the response of ratio changing actuator and improvement and turn to and turn to the rigidity sense near the center position.
Yet in this system, the ratio changing actuator is arranged to produce actuator torque along the direction that reduces the deviation between actual rotational angle and the target rotation angle.Therefore, under the situation of the return that transmitting ratio is reduced to the actuator below the register ratio, when center position begins steering operation, actuator torque is along the directive effect opposite with steering direction, and is tending towards causing the reduction of not expecting of steering reaction force or reducing.
Steering reaction force reduces as follows or reduces.As shown in Figure 4, when the direction of motor torque (actuator torque) is identical with steering effort direction (steering direction), the directive effect that electrical motor antagonistic force (actuator antagonistic force) edge is opposite with the steering effort direction, thereby, for chaufeur provides enough response sense or resistance senses.On the other hand, as shown in Figure 5, when motor torque and steering effort are done the time spent in opposite direction, the electrical motor antagonistic force is along the directive effect identical with the steering effort direction, thereby, for chaufeur reduces response or resistance.When producing motor torque along the direction opposite with steering direction when turning to center position to begin steering operation, the ratio changing actuator can reduce or lose the sensation of response for chaufeur provides steering reaction force.
Usually, in variable-speed ratio control, as shown in Figure 6, in low speed of a motor vehicle district or medium speed of a motor vehicle district, add that by making the actuator corner deflection angle is set to fast side (increase or increase by the actuator angle) with transmitting ratio.In high speed of a motor vehicle district, transmitting ratio is set to slow side (reduce or deduct by the actuator angle) by from steering wheel angle, deducting the actuator corner.
Angle at the actuator that transmitting ratio is set to fast side increases under the situation of operation, and control system is determined target rotation angle by calculating, to drive the ratio changing actuator along the direction identical with steering direction.Therefore, shown in Fig. 7 A～7D, produce actuator torque along the direction identical with steering direction.From steering operation, actuator torque increases along steering direction.
Yet, shown in Fig. 8 A～8D, reducing or deduct under the situation of operation in the angle that transmitting ratio is set to the actuator of slow side, actuator torque shows in a different manner.Because the inside gearing friction in the ratio changing actuator, therefore, when steering operation began, because gearing friction, the ratio changing actuator rotated along steering direction together.
Thereafter, the actuator torque of ratio changing actuator begins to postpone to follow target rotation angle with one.In this case, the direction of actuator torque depends on the direction of the deviation of actual rotational angle and target rotation angle, and produces this torque along the direction that reduces deviation.As a result, initial along the direction generation actuator torque opposite with steering direction.Because in the starting stage of steering operation, come transmission power by actuator in-to-in gearing friction, thereby shown in Fig. 8 B, the rotation of actuator is delayed.Shown in Fig. 8 C, because the delay of this rotation produces torque along the direction opposite with steering effort direction (steering direction).Therefore, shown in Fig. 8 D, with the reduction of putting forth effort, steering effort may temporarily reduce.
Because the direction of actuator torque is determined by the direction of deviation, therefore, TOHKEMY 2005-170129 communique as mentioned above is disclosed only be arranged to turn near the system that increases servo gain the center position can not avoid between actuator torque direction and the steering direction oppositely, therefore can not prevent the initial reduction of not expecting of steering reaction force.
On the contrary, can prevent the reduction of steering reaction force as follows in the starting stage of steering operation according to the vehicle steering control system of first embodiment.As shown in Figure 9, in order to improve the initial reduction at the starting stage of steering operation steering reaction force, (θ 1＜θ＜θ 1) is set to fast side (G1) (S1 → S2 → S7 → S5 → S6) with transmitting ratio G only in the neutralization zone.
Therefore, when with near the rotated position of bearing circle 1 center position, control system can begin just to increase actuator torque along steering direction from steering operation, thereby prevents the reduction of not expecting of steering reaction force, shown in Figure 10 A～10D.
Then, along with increasing, steering wheel angle (absolute value of steering wheel angle) surpasses neutralization zone (θ 1＜θ＜θ 1), control system changes to slow side in the progressive mode of the factitious sensation that prevents chaufeur with transmitting ratio G, (S1 → S2 → S3 → S4 → S5 → S6).
(when θ 2＞θ or θ 2＜θ), control system is set to slow side (G2) (S1 → S2 → S3 → S8 → S5 → S6) with transmitting ratio G when steering wheel angle (absolute value at bearing circle angle) further increases.Even if transmitting ratio still remains on fast side in than general orientation dish corner area, then produce the yaw-rate of the vehicle that yaw response keeps higher, generation surpasses target yaw rate and the possibility that vehicle stability descends.Therefore, when steering wheel angle increased to a certain degree, the steering control system of present embodiment reduced yaw response by steering gear ratio G being changed to the cooresponding slow side of target yaw rate, and improved stability.
According to the steering control system of present embodiment only the angle of ratio changing actuator 6 reduce or the situation of the actuator operated returned under just advance the operation that produces the actuator torque row along steering direction.If transmitting ratio G is adjusted to fast side in the actuator operated that angle increases, then there is yaw response too high, the vehicle behavior unsettled possibility that becomes that becomes.Therefore, the steering control system of present embodiment is by keeping the constant stability that improves yaw response of transmitting ratio G when the actuator operated that deflection angle increases.
First embodiment can provide following beneficial effect at least.
(1) at first, in the starting stage of the steering operation of chaufeur, ratio controller 10 produces the actuator torque of ratio changing actuator 6 along the direction identical with steering direction.Therefore, can actuator torque direction and steering direction be complementary to prevent the reduction of not expecting of steering reaction force by the steering operation of response chaufeur according to the control system of first embodiment.
(2) secondly, at steering wheel angle θ
wThe neutralization zone or little deflection angle zone of absolute value little (less than predetermined value θ 1) in, when steering operation began, ratio controller 10 produced actuator torque along the direction identical with steering direction.Therefore, in the starting stage of steering operation, the control system of first embodiment can prevent the reduction of not expecting of steering reaction force under the situation that vehicle behavior or target vehicle behavior (as yaw-rate or target yaw rate etc.) is not applied the influence of not expecting.
(3) ratio controller 10 only produces actuator torque along the direction identical with steering direction when actuator deducts corner and changes transmitting ratio from turn to input.Therefore, in the starting stage of steering operation, the control system of first embodiment can prevent the reduction of not expecting of steering reaction force under the situation that vehicle behavior or target vehicle behavior (as yaw-rate or target yaw rate etc.) is not applied the influence of not expecting.
(4) ratio controller 10 by making actuator corner or the angle input of actuator add that the deflection angle input of chaufeur comes to produce actuator torque along the direction identical with steering direction.Therefore, control system can keep the actual rotational angle θ of actuator
aWith target rotation angle θ
hDeviation e always be on the occasion of, thereby actuator torque direction and steering direction are mated.
In vehicle steering control system according to a second embodiment of the present invention, control system adds target rotation angle θ by making with the cooresponding correction angle of transmitting ratio
hOffset operation and make the direction of actuator torque identical with steering direction.The structure of the steering control system of second embodiment is substantially the same with control system illustrated in figures 1 and 2, thereby has omitted repeat specification.
In first embodiment, according to steering wheel angle θ
wWhen changing transmitting ratio G, increase or the offset target rotational angle theta by the cooresponding correction angle of variation of increase with transmitting ratio
hUtilize this offset operation, in the starting stage from the steering operation of center position, control system is carried out the actuator operated that the deflection angle identical with first embodiment increases.
Therefore, in the control system of second embodiment, when bearing circle when center position turns to, shown in Figure 10 B, target rotation angle θ
hIncrease along steering direction, and actual rotational angle θ
aWith target rotation angle θ
hBetween deviation always remain on the occasion of.Thereby the control system of second embodiment can make actuator torque direction and steering direction coupling.
Except first, second and the 3rd beneficial effect (1)～(3) of first embodiment, second embodiment can also provide following beneficial effect.
Revise the target rotation angle θ of ratio changing actuator 6 according near the ratio controller 10 of second embodiment center position (or-θ 1＜θ＜θ 1 neutralization zone)
h, make target rotation angle θ
hInitial along the direction increase identical with steering direction.Therefore, the control system of second embodiment can keep the actual rotational angle θ of actuator
aWith target rotation angle θ
hDeviation e be always on the occasion of, thereby make actuator torque direction and steering direction coupling.
Figure 11 is the figure that is used to illustrate according to the steering control system of the 3rd embodiment.In the 3rd embodiment, control system is arranged to by revising actual rotational angle θ
aWith target rotation angle θ
hDeviation make actuator torque direction and steering direction coupling.The structure of the steering control system of the 3rd embodiment is substantially the same with control system illustrated in figures 1 and 2, so omitted repeat specification.Carry out as shown in figure 11 transmitting ratio control process according to the ratio controller 10 of the 3rd embodiment.
In step S11, controller 10 is determined target rotation angle θ
hWith actual rotational angle θ
a, the function as deflection angle servocontrol part 10b advances to next step S12 then.In step S12, controller 10 is according to equation (8) (e=θ
h-θ
a) by target rotation angle θ
hWith actual rotational angle θ
aCalculate deviation e, then, advance to step S13.
In step S13, controller 10 detects steering direction, advances to step S14 then.Can detect steering direction by checking the direction that turns to torque that for example produces or the direction of deflection angle speed.
In step S14, controller 10 checks whether the direction of deviation e is consistent with the steering direction of determining in step S13.According to step S14, when the direction of deviation e was identical with steering direction, controller 10 advanced to step S16; When the direction of deviation e was opposite with steering direction, controller 10 advanced to step S15.
In step S15, controller 10 is revised deviation e towards the bias direction zone identical with steering direction.Then, controller 10 advances to step S16 from step S15.
In step S16, controller 10 calculates current instruction value I according to equation (9) by deviation e that determine or that revise in step S12 in step S15
θ, finish the process of Figure 11 then.
If bias direction is opposite with steering direction, then the steering control system of the structure like this of the 3rd embodiment is revised actual rotational angle (θ by carrying out the process of S11 → S12 → S13 → S14 → S15 → S16
a) and target rotation angle (θ
h) deviation e, changing the direction of deviation e towards steering direction, thereby prevent from producing actuator torque along the direction opposite when center position begins steering operation with steering direction.Like this, control system can prevent to produce actuator torque along the direction opposite with steering direction, thereby prevents reducing of steering reaction force or reduce in the starting stage of steering operation, shown in Figure 12 A, Figure 12 B, Figure 12 C and Figure 12 D.
Except first, second and the 3rd beneficial effect (1)～(3) of first embodiment, the 3rd embodiment can also provide following beneficial effect.
The invention is not restricted to first, second and the 3rd embodiment.Can carry out various changes and modifications within the scope of the invention.For example, replace utilizing the actual rotational angle of electrical motor rotation sensor 8 sensing ratio changing actuators 6, for example can adopt corner according to pinion shaft to come the front wheel steering angle of sensing reality and calculate the configuration of the actual rotational angle of ratio changing actuator according to the front wheel steering angle of reality.
According to first, second and the 3rd embodiment, a kind of Vehicular steering control apparatus comprises: actuator, and it is used to change the steering gear ratio of the wheel turning angle and the steering wheel angle of vehicle; And controller, it is used to control actuator with the actual rotational angle that reduces actuator and the deviation of target rotation angle, thereby realize the desired destination steering gear ratio, and be used to revise the inverse direction generation torque that prevents when this deviation begins with the steering operation at chaufeur that the actuator edge is opposite with steering direction.Controller can be configured to revise deviation, thereby only when steering wheel angle (absolute value) during less than predetermined angle (as θ 2 or θ 1 etc.), prevents that actuator from producing torque along the inverse direction opposite with steering direction.This steering controlling device can also comprise vehicle condition sensor (as sensor 7 and/or sensor 11 etc.), is used for the senses vehicle operational situation; This controller can be configured to determine target rotation angle according to the vehicle operation situation.
According to first, second and the 3rd embodiment, a kind of Vehicular turn control method comprises: produce control signal, thereby change the steering gear ratio of wheel turning angle and steering wheel angle with the control actuator; And revise this control signal, prevent when beginning that actuator from producing torque along the inverse direction opposite with steering direction with steering operation at chaufeur.Thereby producing control signal can comprise with the method element that the control actuator changes steering gear ratio: the target rotation angle of (i) determining actuator according to the vehicle operation situation, the actual rotational angle of (ii) determining actuator and the deviation of target rotation angle and (iii) with feedback mode control generation control signal to reduce deviation; The method element of Correction and Control signal can comprise the inverse direction generation torque that prevents when revising deviation begins with the steering operation at chaufeur that the actuator edge is opposite with steering direction.
According to an aspect of the present invention, a kind of Vehicular steering control apparatus comprises: control the parts of actuator with the steering gear ratio that changes wheel turning angle and steering wheel angle by producing control signal; When beginning with the steering operation at chaufeur, the Correction and Control signal prevents that with being used for actuator from producing the parts of torque along the inverse direction opposite with steering direction.This function unit can comprise be used for according to the vehicle operation situation determine the target rotation angle of actuator parts, be used for determining actuator actual rotational angle and the deviation of target rotation angle parts and be used for feedback mode control generation control signal to reduce the parts of deviation; This correcting part can comprise the parts that are used to revise the inverse direction generation torque that prevents when deviation begins with the steering operation at chaufeur that the actuator edge is opposite with steering direction.
The No.2007-201478 of Japanese patent application formerly that the application submitted to based on August 2nd, 2007.The full content of this Japanese patent application No.2007-201478 is contained in this by reference.
Although the present invention has been described above, has the invention is not restricted to the foregoing description with reference to some embodiment of the present invention.According to top teaching, those skilled in the art can carry out various changes and modifications to the foregoing description.Scope of the present invention limits with reference to appended claims.
Claims (18)
1. Vehicular steering control apparatus, it comprises:
Actuator (6) is used for by making from the angle of bearing circle (1) input add the angle input of the above actuator or changing the wheel turning angle of wheel flutter (2) and the steering gear ratio of steering wheel angle from the angle input that the angle input from described bearing circle deducts described actuator; And
Controller (10), produce actuator torque along steering direction when being used to control described actuator and beginning with steering operation at chaufeur, described controller is formed under the situation of the actuator operated that the described actuator of operation reduces with the deflection angle that deducts the corner that is produced by described actuator from turning to of chaufeur the input, utilizes described actuator to produce described actuator torque along described steering direction.
2. Vehicular steering control apparatus according to claim 1 is characterized in that, described controller is configured to utilize described actuator to produce described actuator torque along described steering direction when deflection angle during in less angular regions.
3. Vehicular steering control apparatus according to claim 1 and 2 is characterized in that, described controller is configured to by controlling described actuator so that corner adds turning to input and producing described actuator torque along described steering direction of chaufeur.
4. Vehicular steering control apparatus according to claim 1 and 2 is characterized in that, described controller is configured to described actuator revise goal transmitting ratio, makes described target transmitting ratio increase near turning to center position.
5. Vehicular steering control apparatus according to claim 1 and 2 is characterized in that, described controller is configured to described actuator revise goal corner (θ
h), make described target rotation angle near turning to center position, increase along described steering direction.
6. Vehicular steering control apparatus according to claim 1 and 2, it is characterized in that, described controller is configured to leave when turning to center position to rotate when bearing circle, and the controller excursion (e) of revising described actuator is to produce described actuator torque along described steering direction.
7. Vehicular steering control apparatus according to claim 1 and 2, it is characterized in that, described actuator (6) is set at mechanical steering connecting rod (4,5) in, make and rotate towards described wheel flutter (2) transmission by the described bearing circle (1) of described actuator from described vehicle, described controller is configured to when chaufeur begins to rotate described bearing circle (1), controls described actuator to produce described actuator torque along steering direction.
8. Vehicular steering control apparatus, it comprises:
Actuator (6), it is arranged in the mechanical steering connecting rod, and is arranged to change the steering gear ratio of the wheel turning angle and the steering wheel angle of vehicle; And
Controller (10), be used to control described actuator with the actual rotational angle that reduces described actuator and the deviation of target rotation angle, thereby realize desired destination steering gear ratio (G), and revise the inverse direction generation torque that prevents when described deviation (e) begins with the steering operation at chaufeur that the actuator edge is opposite with steering direction;
Described actuator is positioned in such a way that the corner that is produced by described actuator adds that the addition pattern that turns to input of chaufeur changes to fast side with steering gear ratio, and from the described subtraction mode of the described corner that deducts described actuator the input that turns to described steering gear ratio is changed to slow side; Described controller only is configured to revise described deviation when the steering operation of chaufeur begins when controlling described actuator with described subtraction mode.
9. Vehicular steering control apparatus according to claim 8, it is characterized in that described controller is configured to revise described deviation during less than predetermined angular when described deflection angle and produces torque to prevent described actuator along the inverse direction opposite with described steering direction.
10. Vehicular steering control apparatus according to claim 8 is characterized in that, described controller is configured to:
According to the vehicle operation situation, determine to add the described target rotation angle of the addition direction that turns to input and a direction from the described subtraction direction that turns to the corner that deducts described actuator the input of chaufeur along the corner that makes described actuator, and
Since make that internal friction in the described actuator that described actuator rotates along described steering direction causes along the increase of the described actual rotational angle of described subtraction direction with respect to delay along the increase of the described target rotation angle of described subtraction direction, revise described deviation and change to the direction that produces actuator torque along described inverse direction to prevent described deviation.
11. each described Vehicular steering control apparatus in 10 is characterized in that described controller is configured to revise described deviation and becomes negative to prevent described deviation according to Claim 8.
12. each described Vehicular steering control apparatus in 10 is characterized in that described controller is configured to recently revise described deviation by revising described target transmission according to Claim 8.
13. Vehicular steering control apparatus according to claim 12, it is characterized in that, described controller is configured to described target transmitting ratio is set at higher ratio (G1) when described deflection angle during less than predetermined first angle (θ 1), when described deflection angle during, described target transmitting ratio is set at than the described higher low lower ratio (G2) of ratio greater than second angle bigger (θ 2) than described first angle.
14. Vehicular steering control apparatus according to claim 13, it is characterized in that, described controller is configured to along with described deflection angle is increased to described second angle (θ 2) from described first angle (θ 1) described target transmitting ratio be changed to described lower ratio (G2) gradually from described higher ratio (G1).
15. each described Vehicular steering control apparatus in 10 is characterized in that described controller is configured to revise described deviation by revising described target rotation angle according to Claim 8.
16. each described Vehicular steering control apparatus in 10 according to Claim 8, it is characterized in that, described controller is configured to control described actuator according to the direction of described deviation along described steering direction or along described inverse direction, and when the direction of described deviation is opposite with described steering direction, revises described deviation and produce torque along the inverse direction opposite with described steering direction to prevent described actuator.
17. each described Vehicular steering control apparatus in 10 according to Claim 8, it is characterized in that, described steering controlling device also comprises the rotary angle transmitter (8) of the actual rotational angle that is used for the described actuator of sensing and is used for the vehicle condition sensor (7,11) of senses vehicle operational situation; Described controller is configured to determine described target rotation angle according to the vehicle operation situation that is sensed by described vehicle condition sensor, and the definite described actual rotational angle that is sensed by described rotary angle transmitter and the deviation of described target rotation angle.
18. a Vehicular turn control method, it comprises:
Produce control signal with the control actuator, thereby change the wheel turning angle of wheel flutter and the steering gear ratio of steering wheel angle; And
Only control under the situation of described actuator, revise and prevent when described control signal begins with the steering operation at chaufeur that described actuator from producing torque along the inverse direction opposite with steering direction when subtraction mode with the corner that from turn to input, deducts described actuator.
Applications Claiming Priority (6)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2007-201478 | 2007-08-02 | ||
| JP2007201478 | 2007-08-02 | ||
| JP2007201478 | 2007-08-02 | ||
| JP2008-104243 | 2008-04-14 | ||
| JP2008104243A JP5446117B2 (en) | 2007-08-02 | 2008-04-14 | Vehicle steering control device |
| JP2008104243 | 2008-04-14 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN101357648A CN101357648A (en) | 2009-02-04 |
| CN101357648B true CN101357648B (en) | 2010-08-18 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN2008101354120A Active CN101357648B (en) | 2007-08-02 | 2008-08-01 | Vehicle steering control apparatus |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JP5446117B2 (en) |
| CN (1) | CN101357648B (en) |
Families Citing this family (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP6213233B2 (en) * | 2013-12-26 | 2017-10-18 | 日産自動車株式会社 | Steering control device |
| JP6711196B2 (en) * | 2016-08-02 | 2020-06-17 | いすゞ自動車株式会社 | Steering assist device and steering assist method |
| DE102017203456A1 (en) * | 2017-03-02 | 2018-09-06 | Volkswagen Aktiengesellschaft | Steer-by-wire steering system control system, steer-by-wire steering control unit, steer-by-wire steering system, and vehicle |
| KR102106294B1 (en) * | 2018-09-21 | 2020-05-04 | 주식회사 만도 | Vehicle Steering Apparatus |
| WO2020142668A1 (en) * | 2019-01-03 | 2020-07-09 | ClearMotion, Inc. | Slip control via active suspension for optimization of braking and accelerating of a vehicle |
| CN113753121A (en) * | 2020-06-05 | 2021-12-07 | 北京新能源汽车股份有限公司 | Wire-controlled steering system, control method and device thereof, control equipment and automobile |
| CN111674461B (en) * | 2020-06-23 | 2021-10-15 | 广州电力机车有限公司 | Control method for full hydraulic power steering system |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2001106107A (en) * | 1999-10-12 | 2001-04-17 | Denso Corp | Power steering control device |
| JP2003175843A (en) * | 2001-12-13 | 2003-06-24 | Nissan Motor Co Ltd | Steering angle ratio variable device |
| JP4061997B2 (en) * | 2002-07-16 | 2008-03-19 | マツダ株式会社 | Automobile steering ratio variable steering device |
| JP4400270B2 (en) * | 2004-03-19 | 2010-01-20 | 日産自動車株式会社 | Steering angle ratio control device for vehicle |
| JP4492230B2 (en) * | 2004-07-06 | 2010-06-30 | 日産自動車株式会社 | Vehicle steering control device |
| JP4577020B2 (en) * | 2005-01-18 | 2010-11-10 | トヨタ自動車株式会社 | Vehicle steering device |
-
2008
- 2008-04-14 JP JP2008104243A patent/JP5446117B2/en active Active
- 2008-08-01 CN CN2008101354120A patent/CN101357648B/en active Active
Also Published As
| Publication number | Publication date |
|---|---|
| JP2009051488A (en) | 2009-03-12 |
| CN101357648A (en) | 2009-02-04 |
| JP5446117B2 (en) | 2014-03-19 |
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