JP2006177729A - Lateral acceleration detector - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a lateral acceleration detector for accurately detecting the lateral acceleration of a vehicle, without providing lateral acceleration sensors or the like. <P>SOLUTION: The lateral acceleration detector 20 comprises an ECU 21; a current/voltage sensor 22; and a torque sensor 23. The current/voltage sensor 22 detects the value of the current of an electric motor 13 for steering a steering wheel 7 for outputting to the ECU 21. The torque sensor 23 detects torque applied to the steering system for outputting to the ECU 21. The ECU 21 calculates the lateral acceleration, based on the current value or voltage value detected by the current/voltage sensor 22 or torque outputted from the torque sensor 23. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a lateral acceleration detection device that detects lateral acceleration generated in a vehicle.

  In vehicle travel control, lateral acceleration (lateral G) generated in the vehicle body is detected, and brake control using the lateral acceleration is performed. In order to detect such a lateral acceleration, it is conceivable to provide a lateral acceleration sensor. However, in order to avoid an increase in the number of parts, there is known one that estimates the lateral acceleration using other detection values. As an example, there is a conventional method of detecting the speed difference between the left and right turning wheels and calculating the lateral acceleration from this speed difference.

On the other hand, in an electric power steering apparatus, control is performed using voltage / current values supplied to a motor that applies torque to a steering system. For example, in the method for estimating the tire lateral force disclosed in Japanese Patent Application Laid-Open No. 11-6776, the axial load acting on the rack gear based on the steering torque and the voltage / current of the motor, and the axial center between the rack gear and the pinion gear. The lateral force of the steered wheel is calculated based on the distance, the caster trail and the pneumatic trail, and the rudder angle.
JP-A-11-6776

  However, in the method of calculating the lateral acceleration from the speed difference between the left and right wheels turning, the accuracy of the calculated lateral acceleration is low depending on conditions such as immediately after the vehicle starts to travel and the type of tires mounted. There was a problem.

  Further, in the electric power steering device disclosed in Patent Document 1, the lateral force of the steered wheel is calculated using the steering torque and the voltage / current value of the motor, but other physical quantities are particularly referred to. Not. For this reason, the lateral force generated in the vehicle cannot be estimated.

  Therefore, an object of the present invention is to provide a lateral acceleration detection device that can accurately detect the lateral acceleration of a vehicle without providing a lateral acceleration sensor or the like.

  The lateral acceleration detection device according to the present invention that has solved the above problems includes a turning force generating means that applies a turning force for turning wheels in a vehicle to a steering system by supplying a current, and a turning force generation. A lateral acceleration of the vehicle is calculated based on a current / voltage value detecting means for detecting at least one of a current value and a voltage value of the current in the means, and a current / voltage value detected by the current / voltage value detecting means. And an arithmetic means.

  In the lateral acceleration detecting device according to the present invention, the lateral acceleration of the vehicle is detected based on the current / voltage value of the current in the turning force generating means. For this reason, the lateral acceleration of the vehicle can be detected without providing a lateral acceleration sensor or the like. Further, as will be described later, it has been found that there is a certain correlation between the current / voltage value of the current in the turning force generating means and the lateral acceleration of the vehicle. Using this correlation, the lateral acceleration of the vehicle can be detected from the current / voltage value of the current in the turning force generating means, so that the lateral acceleration of the vehicle can be detected with high accuracy.

  Here, there is provided a steered wheel turning direction determining means for determining whether the turning direction of the steered wheel is an increasing direction or a returning direction, and the computing means has determined that the turning direction of the steered wheel is an increasing direction by the turning direction determining means. In this case, the lateral acceleration of the vehicle can be calculated in a wider range of current / voltage values than when the turning direction of the steered wheels is determined to be the return direction.

  When the turning direction of the steered wheels is in the increasing direction, the lateral acceleration can be calculated with higher accuracy because the force from the tire is directly received than in the returning direction. Therefore, even when the lateral acceleration of the vehicle is calculated in a wider range of current / voltage values than when the turning direction of the steered wheels is determined to be the return direction when the turning direction of the steered wheels is in the increasing direction, The acceleration can be calculated with high accuracy.

  Further, the vehicle is provided with a steered wheel turning direction judging means for judging whether the turning direction of the steered wheel is increased or turned back, and the computing means is a turning direction of the steered wheel turned by the steered wheel turning direction judging means. Only in such a case, the lateral acceleration may be calculated.

  When the turning direction of the steered wheels is in the increasing direction, the lateral acceleration can be calculated with higher accuracy than in the returning direction. Therefore, in order to calculate the lateral acceleration with high accuracy, it is possible to calculate the lateral acceleration only when it is in the increasing direction.

  Further, the calculating means may be configured to calculate the lateral acceleration by the calculating means when the absolute value of the current / voltage value detected by the current / voltage value detecting means is not more than a predetermined value.

  As the current / voltage value increases, the component acting as an external force increases, which may hinder accurate lateral acceleration calculation. From this, when the current / voltage value is equal to or less than the predetermined value, the lateral acceleration can be calculated with higher accuracy. Therefore, in order to calculate the lateral acceleration with high accuracy, the lateral acceleration can be calculated when the current / voltage value is equal to or less than a predetermined value.

  Further, the lateral acceleration detection device according to the present invention that has solved the above problems includes a turning force generating means for applying a turning force for turning wheels in a vehicle to a steering system by supplying a current, and a vehicle Torque detection means for detecting torque in the steering system, and calculation means for calculating the lateral acceleration of the vehicle based on the torque detected by the torque detection means.

  In the lateral acceleration detecting device according to the present invention, the lateral acceleration of the vehicle is detected based on the torque detected by the torque detecting means for detecting the torque in the steering system. For this reason, the lateral acceleration of the vehicle can be detected without providing a lateral acceleration sensor or the like. Further, as will be described in a later embodiment, it has been found that there is a certain correlation between the torque applied to the steering system and the lateral acceleration of the vehicle. Since the vehicle lateral acceleration can be detected from the torque detected by the torque detection means using this correlation, the vehicle lateral acceleration can be detected with high accuracy.

  Here, there is provided a steered wheel turning direction determining means for determining whether the turning direction of the steered wheel is an increasing direction or a returning direction, and the computing means has determined that the turning direction of the steered wheel is an increasing direction by the turning direction determining means. In this case, the lateral acceleration of the vehicle can be calculated in a wider torque value range than when the turning direction of the steered wheels is determined to be the return direction.

  Further, the vehicle is provided with a steered wheel turning direction judging means for judging whether the turning direction of the steered wheel is increased or turned back, and the computing means is a turning direction of the steered wheel turned by the steered wheel turning direction judging means. Only in such a case, the lateral acceleration may be calculated.

  Further, the calculating means may be configured to calculate the lateral acceleration by the calculating means when the absolute value of the torque value detected by the torque detecting means is not more than a predetermined value.

  According to the lateral acceleration detection device of the present invention, it is possible to provide a lateral acceleration detection device that can accurately detect the lateral acceleration of a vehicle without providing a lateral acceleration sensor or the like.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a schematic configuration diagram of a vehicle including a lateral acceleration detection device according to the present embodiment.

  As shown in FIG. 1, the vehicle 1 is provided with a steering wheel 2. One end of a steering shaft 3 is connected to the steering wheel 2, and a pinion gear 4 in a rack and pinion mechanism is provided at the other end of the steering shaft 3. Further, the rack shaft 5 of the rack and pinion mechanism is disposed on the other end portion side of the steering shaft 3, and the rack and pinion mechanism is configured by meshing the pinion gear 4 and the rack shaft 5. The steering system of the present invention is configured by the steering wheel 2, the steering shaft 3, the rack and pinion mechanism, and the like.

  Further, steered wheels 7 are attached to both ends of the rack shaft 5 via tie rods (not shown). These steering wheel 2, steering shaft 3, rack and pinion mechanism, etc. constitute a steering system. When the driver rotates the steering wheel 2, the rotation of the steering wheel 2 is transmitted to the steered wheel 7 attached to the tip of the rack shaft 5 via the steering shaft 3 and the rack and pinion mechanism. Turn left or right.

  Further, the vehicle 1 is provided with an electric power steering device 10. The electric power steering apparatus 10 includes a steering angle sensor 11, an EPS ECU 12, an electric motor 13, and a gear mechanism 14.

  The steering angle sensor 11 is attached to the steering shaft 3 and detects the steering angle by detecting the rotation angle of the steering shaft 3. The steering angle sensor 11 outputs the detected steering angle to the EPS ECU 12. The EPS ECU 12 calculates the auxiliary steering force applied to the steering system based on the steering angle output from the steering angle sensor 11, the torque value output from the torque sensor 23 described later, and the like. The EPS ECU 12 outputs a current value corresponding to the calculated auxiliary steering force to the electric motor 13. The electric motor 13 applies an auxiliary steering force to the steering rod via the gear mechanism 14 in accordance with the output current value.

  Further, the vehicle 1 is provided with a lateral acceleration detection device 20. The lateral acceleration detection device 20 includes an ECU 21 that is a calculation means of the present invention, a current-voltage sensor 22 that is a current-voltage value detection means of the present invention that detects the current and voltage of the electric motor 13, and a torque sensor 23 that is a torque detection means. Is provided. The electric motor 13 also functions as a turning force generating means in the lateral acceleration detection device 20.

  The ECU 21 calculates the lateral acceleration based on the current value or voltage value output from the current / voltage sensor 22 or the torque output from the torque sensor 23. The ECU 21 includes a map showing the relationship between the current value of the current flowing through the electric motor 13 and the lateral acceleration, a map showing the relationship between the voltage value of the current flowing through the electric motor 13 and the lateral acceleration, and the torque and lateral force applied to the steering system. A map showing the relationship with acceleration is stored. The lateral acceleration is calculated by referring to the current value or torque value flowing through the electric motor 13 in these maps.

  The current / voltage sensor 22 detects the current value and voltage value of the current flowing through the electric motor 13. The current / voltage sensor 22 outputs the detected current value and voltage value to the ECU 21. The torque sensor 23 is attached to the steering shaft 3 and detects torque (torque value) applied to the steering shaft 3. Further, the torque sensor 23 outputs the detected torque value to the ECU 21.

  The operation of the lateral acceleration detection device 20 according to the present embodiment having the above configuration will be described.

  In the lateral acceleration detection device 20 according to the present embodiment, when the electric motor 13 in the electric power steering device 10 is operated, the current value and the voltage value of the current flowing through the electric motor 13 are detected by the current voltage sensor 22. The current / voltage sensor 22 outputs the detected current value and voltage value to the ECU 21. The torque sensor 23 detects a torque value in the steering system. The torque sensor 23 outputs the detected torque value to the ECU 21.

  The ECU 21 detects the lateral acceleration of the vehicle based on the current value or voltage value output from the current / voltage sensor 22 or the torque value output from the torque sensor 23. The ECU 21 includes a map showing the relationship between the current value of the current flowing through the electric motor 13 and the lateral acceleration, a map showing the relationship between the voltage value of the current flowing through the electric motor 13 and the lateral acceleration, and a torque value applied to the steering system. A map indicating the relationship with the lateral acceleration is stored. By referring to this map, the lateral acceleration can be calculated based on the current value or voltage value of the current flowing through the electric motor 13 or the torque value applied to the steering system.

  Here, the relationship between the current value of the current flowing through the electric motor 13 and the lateral acceleration of the vehicle, and the relationship between the torque applied to the steering system and the lateral acceleration of the vehicle will be described. The inventors conducted an experiment to examine the relationship between the current value of the current flowing through the electric motor 13 and the lateral acceleration of the vehicle. This experiment was performed by acquiring data when the road surface was dry and the vehicle was driven so that the vehicle satisfied the condition of R = 60 (m). A graph obtained from this experiment is shown in FIG.

  FIG. 2 is a graph showing the relationship between the lateral G of the vehicle and the current value of the current flowing through the electric motor 13 (hereinafter referred to as “assist current value”). From the results shown in FIG. 2, it was found that there is a certain correlation between the lateral acceleration of the vehicle (hereinafter referred to as “lateral G”) and the assist current value. From this, it was found that the lateral G of the vehicle can be detected by detecting the assist current. In particular, in the range where the assist current value is -10A to 10A (lateral G is -0.4G to 0.4G), a correlation close to a proportional relationship is recognized. From this, it was found that when the assist current value is in the range of −10 A to 10 A (the lateral G is −0.4 G to 0.4 G), the lateral G can be detected more accurately from the assist current.

  In addition, the present inventors conducted an experiment to investigate the relationship between the torque applied to the steering system and the lateral G. This experiment was performed by running slalom in a range where the vehicle speed was 100 km / h and the turning angle was ± 90 °. A graph obtained from this experiment is shown in FIG. FIG. 4 (a) shows the time change of the vehicle speed during slalom traveling, and FIG. 4 (b) shows the time change of the steering angle. Moreover, the time change of a torque value is shown to Fig.5 (a), and the time change of horizontal G is shown to FIG.5 (b), respectively. A graph obtained from this experiment is shown in FIG.

  FIG. 3 is a graph showing the relationship between the lateral G of the vehicle and the torque value of the torque applied to the steering system. From the results shown in FIG. 3, it was found that there is a certain correlation between the lateral G of the vehicle and the assist current value. From this, it was found that the lateral G of the vehicle can be detected by detecting the torque value of the steering system. In particular, a clear correlation is recognized in the range of 0 Nm to 5 Nm, 0 Nm to -5 Nm at the time of rounding up, and -3 Nm to 0 Nm, 3 Nm to 0 Nm at the time of switching back (lateral G is -0.4 G to 0.4 G). It is done. Here, the torque value when the steering wheel 2 is turned to the right is positive. From this, it is understood that the lateral G can be detected from the assist current with higher accuracy when it is within the range of 0Nm to 5Nm and 0Nm to -5Nm (lateral G is -0.4G to 0.4G) at the time of rounding. It was. It is considered that this is because when the current / voltage value increases, the component acting as an external force increases, which hinders accurate lateral acceleration calculation.

  Further, when the turning direction of the steering wheel 2 is in the increasing direction, specifically, the region P in which the torque value increases from 3 Nm to 5 Nm (lateral G is 0 to 0.4 G), and the torque value is In the region Q that decreases from −3 Nm to −5 Nm (lateral G is from 0 G to −0.4 G), the amount of change in the torque sensor value is smaller than the amount of change in the lateral G. From this, it is understood that the lateral G can be detected with higher accuracy when the turning direction of the steered wheels is the additional direction. This is considered to be due to the fact that when the turning direction of the steered wheels is in the increasing direction, the force from the tire is directly received, compared to the case in the returning direction.

  The map stored in the ECU 21 is obtained by mapping the graphs shown in FIGS. 2 and 3 respectively. The ECU 21 can detect the lateral G by referring to the map shown in FIG. 2 or 3 for the current value output from the current / voltage sensor 22 or the torque value output from the torque sensor 23. Further, the lateral G can be detected by converting the detected voltage value into a current value and referring to the map shown in FIG.

  Further, an experiment was performed under the same conditions as the experiment performed to examine the relationship between the current value of the current flowing through the electric motor 13 and the lateral G of the vehicle, and the torque value of the steering system detected by the torque sensor 23; The relationship with the side G of the vehicle was examined. FIG. 6 shows the relationship between the torque value of the steering system and the lateral G of the vehicle obtained in this experiment.

  Furthermore, the experiment is performed under the same conditions as the experiment performed to examine the relationship between the torque applied to the steering system and the lateral G, and the current value of the current flowing through the electric motor 13 detected by the current-voltage sensor 22 and the vehicle The relationship with the side G of No. was investigated. FIG. 7 shows the relationship between the current value of the current flowing through the electric motor 13 and the lateral G of the vehicle obtained in this experiment.

  6 and 7, the waveform shown in FIG. 6 is very close to the waveform shown in FIG. 2, and the waveform shown in FIG. 7 is very close to the waveform shown in FIG. Yes. Therefore, the lateral G can be accurately detected from the current value of the current flowing through the electric motor 13 and the torque value of the torque applied to the steering system detected by the torque sensor 23.

  In addition, when using the voltage detected from the current / voltage sensor 22, a map indicating the relationship between the voltage and the lateral G can be prepared separately, and the lateral G can be detected by referring to this map. Further, the current value of the current flowing through the electric motor 13 can be calculated from the voltage value detected by the electric voltage sensor 22, and the lateral G can be obtained by referring to the above map.

  The preferred embodiment of the present invention has been described above, but the present invention is not limited to the above embodiment. For example, in the above embodiment, the current / voltage sensor 22 and the torque sensor 23 are provided so that all of the current value, voltage value, and torque value can be detected. It can also be set as the aspect calculated | required.

  Moreover, in the said embodiment, although the range which calculates the horizontal G is not mentioned in particular, the range which can calculate the horizontal G accurately, specifically, -10A-10A (the horizontal G is -0.4G-0. 4G), and the range of 0Nm to 5Nm, 0Nm to -5Nm at the time of additional cutting, and the range of -3Nm to 0Nm at the time of switching back, 3Nm to 0Nm (lateral G is -0.4G to 0.4G), etc. It can also be set as the aspect which calculates the horizontal G, and can also be set as the aspect which calculates the horizontal G only about these ranges.

1 is a schematic configuration diagram of a vehicle including a lateral acceleration detection device according to an embodiment. It is a graph which shows the relationship between the lateral acceleration of a vehicle and the assist electric current value in the experiment which performed driving | running | working with a constant turning angle. It is a graph which shows the relationship between the lateral acceleration of the vehicle in the experiment which performed slalom driving | running | working, and the torque value concerning a steering system. It is a graph in the experiment which performed slalom driving | running | working, (a) is a graph which shows the time change of a vehicle speed, (b) is a graph which shows the time change of a steering angle. It is a graph in the experiment which performed slalom driving | running | working, (a) is a graph which shows the time change of a torque value, (b) is a graph which shows the time change of a lateral acceleration. It is a graph which shows the relationship between the lateral acceleration of the vehicle and the torque value concerning a steering system in the experiment which performed driving | running | working with the constant turning angle. It is a graph which shows the relationship between the lateral acceleration of a vehicle and the assist electric current value in the experiment which performed slalom driving | running | working.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Vehicle, 2 ... Steering wheel, 3 ... Steering shaft, 4 ... Pinion gear, 5 ... Rack shaft, 7 ... Steering wheel, 10 ... Electric power steering apparatus, 13 ... Electric motor, 20 ... Lateral acceleration detection apparatus, 21 ... ECU, 22 ... current voltage sensor, 23 ... torque sensor.

Claims (8)

A steering force generating means for providing a steering system with a steering force for steering the wheels in the vehicle by supplying an electric current;
Current / voltage value detection means for detecting at least one of the current value and the voltage value of the current in the steering force generating means;
Calculation means for calculating a lateral acceleration of the vehicle based on the current / voltage value detected by the current / voltage value detection means;
A lateral acceleration detection device comprising: A steered wheel turning direction judging means for judging whether the turning direction of the steered wheel is an increased direction or a turned back direction;
When the turning direction determining means determines that the turning direction of the steered wheels is the increasing direction, the calculation means has a wider current / voltage range than when the turning direction of the steered wheels is determined to be the returning direction, The lateral acceleration detection device according to claim 1, wherein the lateral acceleration of the vehicle is calculated. A steered wheel turning direction judging means for judging whether the turning direction of the steered wheel is an increased direction or a turned back direction;
The lateral acceleration detection device according to claim 1, wherein the calculation unit calculates a lateral acceleration only when the turning direction of the steered wheel is an increasing direction by the steered wheel turning direction determination unit.   The said calculating means calculates the lateral acceleration by the said calculating means when the absolute value of the current / voltage value detected by the said current / voltage value detecting means is below a predetermined value. The lateral acceleration detection device according to any one of the above. A steering force generating means for providing a steering system with a steering force for steering the wheels in the vehicle by supplying an electric current;
Torque detecting means for detecting torque in a vehicle steering system;
Calculation means for calculating the lateral acceleration of the vehicle based on the torque detected by the torque detection means;
A lateral acceleration detection device comprising: A steered wheel turning direction judging means for judging whether the turning direction of the steered wheel is an increased direction or a turned back direction;
When the turning direction determining means determines that the turning direction of the steered wheels is an increasing direction, the calculation means has a wider torque value range than when the turning direction of the steered wheels is determined to be the returning direction. The lateral acceleration detection apparatus according to claim 5, wherein the lateral acceleration is calculated. A steered wheel turning direction judging means for judging whether the turning direction of the steered wheel is an increased direction or a turned back direction;
6. The lateral acceleration detection device according to claim 5, wherein the calculation means calculates lateral acceleration only when the turning direction of the steered wheels is a direction of increasing by the steered wheel turning direction determining means.   The calculation means performs calculation of lateral acceleration by the calculation means when the absolute value of the torque value detected by the torque detection means is equal to or less than a predetermined value. The lateral acceleration detection device according to 1.

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