JP2006240398A - Steering controller - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a steering controller capable of preventing an unintentional steering wheel turn of steering control wheels for a driver upon shifting from steer-by-wire control to steering assist control. <P>SOLUTION: This steering controller can mechanically disconnect and connect a steering wheel 6 and a steering section having a reaction motor 5. The controller performs "SBW control" by disconnecting a backup clutch 9 along with turning torque control and turning reaction control, and "EPS control" by connecting the backup clutch 9 with at least either one of the reaction motor 5 or a turning motor 14 as an assistant. Then, when predefined conditions are satisfied during the "SBW control" state, this steering controller shifts to the "EPS control" state. During the shift performance of the controller from the "SBW control" to the "EPS control" and also during the time from reception of a connection demand till completion of the connection , this controller is structured so as to take, as a correction value, a corresponding amount of the increased turning torque applied to two steering control wheels 16 after completing the connection, and take the turning torque under the "SBW control" state as means for decrease correction. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a steer-by-wire system in which a steering unit having a steering wheel and a steering reaction force actuator, and a steering unit having a steered wheel and a steering actuator can be mechanically separated and connected via backup means. It belongs to the technical field of steering control devices.

In recent years, a so-called steer-by-wire (hereinafter abbreviated as “SBW”) system in which a mechanical connection between a steering wheel and a steered wheel is released and a part of a steering system is configured by an electrical path is mounted. A vehicle steering control device has been proposed. In this type of SBW system, for example, it is important to take a fail-safe measure against when an abnormality occurs in the steering reaction force actuator. Therefore, when an abnormality is detected in the reaction force actuator, the control by the reaction force control unit is stopped, the mechanical backup mechanism that mechanically connects the steering member and the steered wheels is operated, and the steering control unit is operated to assist the steering. For this reason, a configuration has been proposed in which a function as a normal electric power steering (hereinafter abbreviated as “EPS”) device is realized by switching to the control for controlling the steering actuator (see, for example, Patent Document 1). ).
Japanese Patent Laid-Open No. 2004-090783

  However, in the conventional steering control device, when a predetermined condition (system abnormality, system check, system stop, near the maximum turning angle, etc.) is satisfied during execution of SBW control, the EPS from SBW control However, when connecting the mechanical backup mechanism, it takes time from the output of the connection command to the completion of the connection, and it does not change instantaneously to the EPS control steering torque. The steering torque becomes the steering torque that is added to the steering torque by the driver, the steering torque becomes excessive after the connection is completed, and the steered wheels are cut more than intended by the driver. was there.

  The present invention has been made paying attention to the above-mentioned problem, and at the time of transition from steer-by-wire control to steering assist control, the steered wheel unintended by the driver is reduced by reducing an increase in steering torque after completion of connection of the backup means. An object of the present invention is to provide a steering control device that can prevent the turning of the vehicle.

In order to achieve the above object, in the present invention,
A steering part having a steering wheel and a steering reaction force actuator and a steering part having a steered wheel and a steering actuator can be mechanically separated and connected via backup means,
Steer-by-wire control is performed by controlling the steering actuator that separates the backup means and sets the steering angle according to the steering state and the steering reaction force actuator that applies the steering reaction force according to the steering state. Steer-by-wire control means to perform,
Steering assist control means for connecting the backup means and performing steering assist control using at least one of the steering reaction force actuator and the steering actuator as an assist means;
When a predetermined condition is satisfied during the steer-by-wire control by the steer-by-wire control means, control switching means for shifting to the steering assist control by the steering assist control means,
In a steering control device with
The control switching means is a transition from steer-by-wire control to steering assist control, corresponding to an increase in steering torque that acts on the steered wheels after completion of connection between the connection command to the backup means and completion of connection. The amount of correction is used as a correction amount, and the steering torque in steer-by-wire control is reduced and corrected.

  Therefore, in the steering control device of the present invention, in the control switching means, during the transition from the steer-by-wire control to the steering assist control, from the connection command to the backup means until the connection is completed, the steering is performed after the connection is completed. The amount corresponding to the increase in the turning torque acting on the wheel is used as the correction amount, and the turning torque in the steer-by-wire control is corrected to decrease. That is, by reducing the turning torque in the transition period of control transition from the connection command to the backup means until the completion of the connection, the increase in the turning torque acting on the steered wheels after the completion of the connection is reduced, and the steering at the time of the connection command is reduced. The torque difference between the steering torque that acts on the steered wheels in the by-wire control and the steered torque that acts on the steered wheels at the time of completion of the connection can be kept small. As a result, at the time of transition from the steer-by-wire control to the steering assist control, an increase in the steering torque after completion of the connection of the backup means can be reduced, and steering of the steered wheels unintended by the driver can be prevented.

  Hereinafter, the best mode for carrying out a steering control device of the present invention will be described based on a first embodiment shown in the drawings.

First, the configuration will be described.
FIG. 1 is an overall configuration diagram showing a steer-by-wire system (hereinafter referred to as “SBW system”) to which the steering control device of the first embodiment is applied, and FIG. 2 shows an example of a backup clutch in the steering control device of the first embodiment. FIG. 3 is a control block diagram showing the entire system of the steering control device of the first embodiment. The steering control device according to the first embodiment includes (1) a reaction force device (steering unit), (2) a backup device (backup means), (3) a steering device (steering unit), and (4) a control controller. ing. Hereinafter, each configuration will be described in detail.

(1) Reaction force device The reaction force device includes a steering angle sensor 1, 1, an encoder 2, torque sensors 3, 3 (steering torque detecting means), a Hall IC 4, and a reaction force motor 5 (steering reaction force actuator). And is configured.

  The steering angle sensors 1 and 1 are means for detecting an operation angle of the handle 6 and are provided on a column shaft 8 that couples a cable column 7 and a handle 6 to be described later. The two torque sensors are configured in a double system. That is, the rudder angle sensors 1 and 1 are installed between the handle 6 and the torque sensors 3 and 3 so that the steering angle can be detected without being affected by the angle change caused by the twist of the torque sensors 3 and 3. It has become. The rudder angle sensors 1 and 1 use an absolute resolver or the like.

  The torque sensors 3 and 3 are installed between the rudder angle sensor 1 and the reaction force motor 5, and are configured in a double system by two torque sensors of the torque sensor 1 and the torque sensor 2. . The torque sensors 3, 3 are connected to, for example, an axially extending torsion bar, one end of the torsion bar, a first shaft that is coaxial with the torsion bar, and the other end of the torsion bar, A second axis coaxial with the torsion bar and the first axis; a first magnetic body fixed to the first axis; a second magnetic body fixed to the second axis; the first magnetic body; The coil includes a coil facing the second magnetic body, and a third magnetic body that surrounds the coil and forms a magnetic circuit together with the first magnetic body and the second magnetic body. Then, the inductance of the coil changes corresponding to the relative displacement between the first magnetic body and the second magnetic body based on the twist acting on the torsion bar, and the torque is detected by the output signal based on the inductance.

  The reaction force motor 5 is a steering reaction force actuator that applies a reaction force to the handle 6. The reaction force motor 5 includes a 1-rotor 1-stator electric motor having the column shaft 8 as a rotation axis, and its casing is provided at an appropriate position of the vehicle body. It is fixed to. As this reaction force motor 5, a brushless motor is used, and an encoder 2 and a Hall IC 4 are added as the brushless motor is used. In that case, motor drive that generates motor torque is possible with only the Hall IC 4, but minute torque fluctuations occur and the feeling of steering reaction force is poor. Therefore, in order to perform more delicate and smooth reaction force control, the encoder 2 is mounted on the column shaft 8 and motor control is performed, so that minute torque fluctuations are reduced and the steering reaction force feeling is improved. To do. A resolver may be used instead of the encoder 2.

(2) The backup device that can mechanically separate and connect the backup device reaction force device (1) and the steering device (3) includes a cable column 7 and a backup clutch 9.

  While the cable column 7 is in the backup mode in which the backup clutch 9 is engaged, the torque of the cable column 7 is reduced while avoiding interference with a member interposed between the reaction device (1) and the steering device (3). It is a mechanical backup mechanism that demonstrates the function of a column shaft that transmits power. The cable column 7 winds two inner cables whose ends are fixed to the two reels in opposite directions, and fixes both ends of the outer tube in which the two inner cables are inserted into the two reel cases. It is constituted by.

  The backup clutch 9 is provided on the steered device (3) side, and an electromagnetic clutch is used in the first embodiment. FIG. 2 shows a schematic diagram of the backup clutch 9. The backup clutch 9 has both an electromagnetic clutch and a mechanical clutch. When the clutch is engaged, the initial sliding by turning on the electromagnet is applied to the friction plate, and the cam of the mechanical fastening portion is moved by the friction plate. Fastening with reasonable strength. When releasing the fastening, it can be released by turning off the electromagnet and moving the cam of the machine fastening part to either input or output. By fastening the backup clutch 9, both the torque from the reaction force device (1) and the torque from the steering device (3) can be transmitted via the cable column 7 and the backup clutch 9.

(3) Steering device The steering device includes encoders 10, 10, rudder angle sensors 11, 11, torque sensors 12, 12, Hall IC 13, steered motors 14, 14 (steering actuator), steering mechanism 15, steering It has a ring 16, 16.

  The steering angle sensors 11 and 11 and the torque sensors 12 and 12 are provided on an axis of a pinion shaft 17 in which the backup clutch 9 is attached to one end and a pinion gear is formed at the other end. As the rudder angle sensors 11 and 11, an absolute resolver or the like that forms a double system and detects the rotational speed of the shaft is used in the same manner as the rudder angle sensors 1 and 1. Further, as the torque sensors 12 and 12, a sensor that forms a double system like the torque sensors 3 and 3 and detects torque by a change in inductance is used. The steering angle sensors 11 and 11 are arranged on the downstream side via the pinion gear, and the torque sensors 12 and 12 are arranged on the upstream side, whereby the torque sensors 12 and 12 are detected when the steering angle sensors 11 and 11 detect the turning angle. It is made not to be affected by the angle change due to the twisting of the.

  The steering motors 14 and 14 are provided with pinion gears on the motor shaft that mesh with worm gears provided at intermediate positions between the backup clutch 9 and the torque sensors 12 and 12 on the pinion shaft 17, so that the pinion shaft 17 is driven when the motor is driven. It is comprised so that steering torque may be provided to. The steered motors 14 and 14 form a double system and are brushless motors that constitute the first steered motor 14 and the second steered motor 14. Similarly to the reaction force motor 5, the encoders 10 and 10 and the Hall IC 13 are added as the brushless motor is used.

  The steering mechanism 15 is a steering mechanism that steers the left and right steered wheels 16, 16 by the rotation of the pinion shaft 17. A rack gear that is inserted into the rack tube 15 a and meshes with the pinion gear of the pinion shaft 17. The formed rack shaft 15b, tie rods 15c and 15c coupled to both ends of the rack shaft 15b extending in the vehicle left-right direction, one end coupled to the tie rods 15c and 15c, and the other end of the steered wheels 16 and 16 And knuckle arms 15d and 15d coupled to each other.

(4) Control Controller The control controller has a dual system composed of two control controllers 19 and 19 that perform processing calculations and the like by the power supply 18.

  As shown in FIG. 3, the controller 19 includes a steering angle sensor 1, 1 of the reaction force device (1), an encoder 2, torque sensors 3, 3, a Hall IC 4 and an encoder 10, a steering device (3). 10, detection values from the steering angle sensors 11 and 11, the torque sensors 12 and 12, and the Hall IC 13 are input.

  The controller 19 includes a failure diagnosis unit 19a. In the failure diagnosis unit 19a, each failure diagnosis of steering control and reaction force control in steer-by-wire control (hereinafter referred to as “SBW control”) by clutch release is performed. Then, failure diagnosis in electric power steering control (hereinafter referred to as “EPS control”), which is steering assist control by clutch connection, and transition control from “SBW control” to “EPS control” at the time of failure diagnosis are diagnosed.

  In addition to the failure diagnosis unit 19a, the controller 19 includes a reaction force command value calculation unit 19b, a reaction force motor drive unit 19c, a reaction force device current sensor 19d, a turning command value calculation unit 19e, a turning motor drive unit 19f, Steering device current sensors 19g and 19g, and a controller diagnosis unit 19h are included. The two controllers 19 and 19 are connected to each other via a bidirectional communication line 20 so as to exchange information.

  The two controllers 19, 19 include a yaw rate / lateral G sensor 20 (vehicle behavior amount detecting means), a vehicle speed sensor 21 for detecting the vehicle speed, a reaction force motor temperature sensor 22 for detecting the temperature of the reaction force motor 5, and the like. Sensor information from is input.

  FIGS. 4 and 5 are a block diagram of the steering control during the “SBW control” by the control controllers 19 and 19 of the steering control device of the first embodiment, and a block diagram of the steering servo control during the “SBW control”. Rudder torque control). Hereinafter, based on FIGS. 4 and 5, the steering control at the time of “SBW control” and the steering torque correction control at the time of transition from “SBW control” to “EPS control” in the first embodiment will be described.

  As shown in FIG. 4, the steering control during the “SBW control” includes a target steering angle θt obtained by multiplying the actual steering angle θh of the handle 6 by a gear ratio G set according to the vehicle speed and the like, and a steering motor. The deviation from the actual turning angle θp obtained from the rotation angle of 14 is converted into a turning torque, and a limiter process is performed to obtain a motor control command value. Then, as shown in FIG. 5, a command current is obtained from the motor control command value by the steering servo control by feedforward control + feedback control + robust compensation, and the steering motor 14 is driven.

Then, the turning torque correction control at the time of transition from “SBW control” to “EPS control” is turned ON during the clutch operation time (time from the engagement command to the completion of engagement) in the steering control block diagram of FIG. This is done by subtracting the turning torque correction value ΔT with the first switch SW1.
Here, the “steering torque correction value ΔT” is obtained by multiplying the steering torque correction reference value ΔTO by the axial force change gain GdF, the steering angular velocity gain Gdθ, and the vehicle behavior amount gain GdY.

  6 and 7 are a reaction force control block diagram during "SBW control" by the control controllers 19 and 19 of the steering control device of the first embodiment, and a reaction force servo control block diagram during "SBW control" (steering during SBW control). Reaction force control). Hereinafter, based on FIGS. 6 and 7, the reaction force control at the time of “SBW control” and the reaction force control at the time of transition to “EPS control” in the first embodiment will be described.

  As shown in FIG. 6, the reaction force control during the “SBW control” includes a value obtained by multiplying the actual steering angle θh of the handle 6 by the gain Ka and a value obtained by multiplying the actual steering angular velocity dθh / dt by the gain Ks. In addition, a steering reaction force torque corresponding to the steered state of the steered wheels 16 and 16 is set, and a limiter process is performed to obtain a motor control command value. Then, as shown in FIG. 7, the reaction force servo control by feedforward control + feedback control + robust compensation is used to obtain a command current from the motor control command value, and the reaction force motor 5 is driven.

  Then, in the reaction force control block diagram of FIG. 6, the reaction force control at the time of “EPS control” shifts to the reaction force torque value (zero) at the time of “EPS control” by the first switch SW1 that is turned on when the clutch is confirmed to be ON. (Alternatively, the torque is in the same direction as the steering torque direction).

  FIGS. 8 and 9 are a block diagram of turning control at the time of “EPS control” and a block diagram of turning servo control at the time of “EPS control” (assist at the time of EPS control) by the control controllers 19 and 19 of the steering control device of the first embodiment. Torque control). Hereinafter, based on FIG. 8 and FIG. 9, the steering control at the time of "EPS control" in Example 1 is demonstrated.

  In the steering control at the time of “EPS control”, as shown in FIG. 8, the steering assist torque Ta is set by the steering torque Th and the gain map input to the handle 6, the limiter process is performed, and the motor control command value and To do. Then, as shown in FIG. 9, the steering motor 14 is driven by obtaining the command current from the motor control command value by the steering servo control by feedforward control + feedback control + robust compensation.

  Next, the operation will be described.

[Switch control processing]
FIG. 10 is a flowchart showing the flow of the switching control process executed by the control controllers 19 and 19 according to the first embodiment. Each step will be described below. This process is executed at a predetermined control cycle (for example, 10 msec) (switching control means).

  In step S1, the control state of the steer-by-wire system is confirmed, and the process proceeds to step S2.

In step S2, following the system status check in step S1, it is determined whether or not the steer-by-wire system is abnormal. If the system is normal, the process proceeds to step S3, at which level “EPS control” can be maintained. In the case of a system abnormality or the like, the process proceeds to step S5, and in the case of a system failure in which “EPS control” cannot be maintained, the process proceeds to step S13.
That is, in this step S2, the “SBW control” state is confirmed, and a determination for performing state transition is made. The determination is a state transition for performing a system check and a state transition for avoiding a system abnormal state. If it is normal, the system operates as “SBW control” after system startup, and status transition to “EPS control” is required when performing a backup mechanism check. Otherwise, when shifting from “SBW control” to “EPS control” to avoid a sudden system down from “SBW control” to manual steer (control stop) due to a system error during “SBW control” I need it.

  In step S3, following the determination that the system is normal in step S2, confirmation of engagement / release of the backup clutch 9 is confirmed, and the process proceeds to step S4.

  In step S4, following the clutch OFF confirmation in step S3, normal "SBW control" by turning torque control and steering reaction force control is executed, and the process proceeds to step S15.

In step S5, following the determination that the predetermined conditions for shifting to EPS control in step S2 (system abnormality, system check, system stop, near maximum turning angle, etc.) are satisfied, “SBW control” to “EPS It is determined whether or not the control shifts to “control”. If YES, the process proceeds to step S6. If NO, the process proceeds to step S12.
When the process proceeds to step S5, first, an engagement command is output to the backup clutch 9, and "SBW control" by the steering torque correction control by steps S6 to S10 and the steering reaction force control by step S11. After switching from “EPS control” to “EPS control”, the process proceeds to “EPS control”.

  In step S6, following the determination that the control shifts from “SBW control” to “EPS control” in step S5, steering torque, steering angular velocity, rack shaft, which are input information for turning torque correction, are provided. Force change, yaw rate, and lateral G are read, and the process proceeds to step S7.

In step S7, following the reading of input information for turning torque correction in step S6, a turning torque correction value ΔT is calculated, and the process proceeds to step S8 (turning torque correction value setting unit).
Here, the turning torque correction value ΔT is obtained by multiplying the turning torque correction reference value ΔTO by the axial force change gain GdF, the steering angular velocity gain Gdθ, and the vehicle behavior amount gain GdY.
ΔT = ΔTO × GdF × Gdθ × GdY
It is calculated by the following formula. The calculation of each value will be described.

・ Turning torque correction reference value ΔTO (Fig. 11)
The turning torque correction reference value ΔTO of the turning torque correction value ΔT subtracted during the transitional transition period of the backup clutch 9 is obtained by comparing the steering torque Th with the turning torque correction value map shown in FIG. The steered torque correction value map is set as a characteristic that increases as the steering torque Th increases to the right or left side. That is, as the steering torque Th input by the driver via the handle 6 is larger, the turning torque correction reference value ΔTO is given a larger value.

・ Axial force change gain GdF (Fig. 12)
As shown in FIG. 12, the axial force change gain GdF for adjusting the turning torque correction reference value ΔTO increases when the axial force direction of the rack axial force change dF / dt is in the + direction (increase). When the axial force direction of the rack axial force change dF / dt is in the negative direction (decrease), the value is greater than 1 as the value decreases.

-Steering angular velocity gain Gdθ (Fig. 13)
As shown in FIG. 13, the steering angular velocity gain Gdθ for adjusting the steering torque correction reference value ΔTO is given as a value of 1 in the region where the steering angular velocity dθh / dt is equal to or smaller than the set value, and the steering angular velocity dθh / dt is set to the set value. If it exceeds, the smaller the steering angular velocity dθh / dt is, the smaller the value is given.

-Vehicle behavior amount gain GdY (Fig. 14)
As shown in FIG. 14, the vehicle behavior amount gain GdY for adjusting the turning torque correction reference value ΔTO is given as a value of 1 when the yaw rate or the lateral G is equal to or less than the set value, and the yaw rate or the lateral G exceeds the set value. As the yaw rate or lateral G increases, a value greater than 1 is given.

In step S8, following the calculation of the turning torque correction value ΔT in step S7, the calculated turning torque correction value ΔT is output, and the process proceeds to step S9.
Here, the output of the turning torque correction value ΔT means to subtract the turning torque correction value ΔT from the turning torque command value in the “SBW control” as shown in FIG. The value ΔT can be rephrased as the “SBW control” turning torque decrease correction value.

  In step S9, following the output of the steering torque correction value ΔT in step S8, it is confirmed whether or not the backup clutch 9 is completely engaged. If YES, the process proceeds to step S10. If NO, step S8 is performed. Return to.

In step S10, following the complete engagement confirmation of the backup clutch 9 in step S9, the turning torque correction value ΔT is rewritten to zero, and the process proceeds to step S11.
Here, after the backup clutch 9 is completely engaged, the turning torque correction value ΔT is rewritten to zero, as shown in FIG. 8, the turning torque during “EPS control” using the turning motor 14 as assist means ( It means to shift to (steering assist torque).

In step S11, following the zero rewriting of the turning torque correction value ΔT in step S10, the reaction torque value at the time of “EPS control” is output, and the process proceeds to step S12.
Here, to output the reaction force torque value at the time of “EPS control”, as shown in FIG. 6, the steering reaction force torque is set to zero with the aim of shifting to “EPS control” after the backup clutch 9 is completely engaged. (Normal steering reaction force control stop) or applying torque in the steering assist direction opposite to the reaction force application direction (reaction force motor 5 and steered motor 14 are used as assist means). Say.

In step S12, following the reaction force torque value output during EPS control in step S11, the backup clutch 9 is engaged, and at least one of the reaction force motor 5 and the steering motor 14 is steering assist control. Execute “EPS control”.
In this EPS control, whether the steering assist torque Ta obtained by the control block shown in FIG. 8 is borne by only the steering motor 14, or is shared by the steering motor 14 and the reaction force motor 5, or When the steered motor 14 is in the failure mode, the burden is borne by only the reaction force motor 5.

  In step S13, both “SBW control” and “EPS control” are stopped based on the determination of the system failure or the like in step S2, and the process proceeds to step S14.

In step S14, following the control stop in step S13, a command for fastening the backup clutch 9 is output.
The backup clutch 9 is a clutch that is released when the power is turned on and is engaged when the power is turned off. Even when the power is turned off due to disconnection or the like, the backup clutch 9 is engaged and there is no steering assist, but the driver's Manual steering is performed to perform steering only by operating force.

  In step S15, following step S4, step S12, or step S14, it is determined whether the steer-by-wire system is OFF (eg, ignition OFF). If NO, the process returns to step S1, and if YES, the process proceeds to the end.

[Control transfer action]
When the system is normal, the process proceeds from step S1 to step S2 to step S3 to step S4 in the flowchart of FIG. 10, and in step S3, the reaction force device (1) and the steering device (3) by engaging and releasing the backup clutch 9 In step S4, a steering torque control for outputting a control command for applying a steering torque to the steering device (3) to the steering motor 14 in accordance with a steering state of the handle 6; “SBW control” that performs steering reaction force control that outputs a control command for applying a steering reaction force torque to the reaction force motor 5 by the reaction force device (1) according to the steered state of the steered wheels 16 and 16. Executed.

  If a system abnormality or the like is diagnosed during the “SBW control”, in the flowchart of FIG. 10, the process proceeds from step S 1 → step S 2 → step S 5 → step S 6 → step S 7 and is engaged with the backup clutch 9 in step S 5. From the start of command output until the completion of engagement of the backup clutch 9 is confirmed in step S9, the amount corresponding to the increase in the steering torque that acts on the steered wheels 16, 16 after completion of engagement is used as the correction amount. Steering torque correction control for decreasing and correcting the steering torque in the “SBW control” is executed.

  When the completion of the engagement of the backup clutch 9 is confirmed in step S9, the process proceeds from step S9 to step S10 → step S11 → step S12 in the flowchart of FIG. 10, and the steering torque correction control in step S10 is performed. The stop and steering reaction force control in “EPS control” in step S11 have elapsed, and in step S12, “EPS control” using the steered motor 14 as an assist means is started. Thereafter, the flow from step S12 to step S15 → step S1 → step S2 → step S5 → step S12 is repeated, and “EPS control” is maintained.

  If a system failure or the like occurs during “SBW control” or “EPS control”, the process proceeds from step S1 to step S13 to step S14 in the flowchart of FIG. "Control" and "EPS control" are stopped, and in step S14, the backup clutch 9 is engaged and switched to manual steering. If a system failure or the like occurs during the “SBW control”, the “EPS control” may be passed, and the backup clutch 9 may be first engaged to shift to manual steering.

[Operation of turning torque correction when “SBW control” → “EPS control”]
Conventionally, when shifting from “SBW control” to “EPS control” and connecting a mechanical backup mechanism, it takes time from the connection command output time to the completion of connection. That is, when a backup clutch is used as a mechanical backup mechanism, it has a mechanical and electrical specific time constant before the input / output shaft is fastened, and a predetermined time determined by the natural time constant is required from the fastening instruction to the completion of the fastening. .

  In this way, at the time of transition from “SBW control” to “EPS control”, the turning torque of “EPS control” is not instantaneously changed, and from “SBW control” to “EPS control” as shown in FIG. At the time of transition, the torque directions of the reaction force portion and the steered portion are opposite to the steering operation direction and the rack rotation direction. Conventionally, the steering torque during the “SBW control” is maintained as it is from the engagement instruction of the backup clutch to the completion of the engagement.

  For this reason, as shown in the steering torque characteristics (thin line characteristics) acting on the conventional tire in FIG. 16, the steering torque is adjusted to the steering torque in the “SBW control” after the completion of the connection by the backup clutch. Therefore, after the mechanical connection is completed, the steering torque becomes excessive, and the steered wheels are cut more than intended by the driver.

  On the other hand, in the steering control device according to the first embodiment, when shifting from “SBW control” to “EPS control”, the steering torque control side starts to output the engagement command to the backup clutch 9 as described above. Until the completion of engagement is confirmed until the completion of engagement, the amount equivalent to the increase in steering torque (steering torque, etc.) acting on the steered wheels 16 and 16 after completion of engagement is used as the correction amount, and the “SBW control” When the steering torque correction control for reducing the steering torque is executed and the engagement of the backup clutch 9 is completed, the steering assist torque Ta in the “EPS control” is thereafter applied.

  For this reason, in the first embodiment of the present invention, as shown in the steering torque command value characteristic (dotted line characteristic) in FIG. As shown in the steering torque characteristic (thick solid line) acting on the tire of the present invention in FIG. 16, the steering torque at the time of mechanical connection is the steering assist torque Ta in “EPS control”. The increase in torque is reduced, the steering torque in the “SBW control” acting on the steered wheels 16 and 16 at the time of the instruction to shift to “EPS control”, and the steered wheels 16 and 16 at the mechanical connection time. The torque difference between the steering torque acting on the motor and the steering torque can be kept small.

  Therefore, at the time of transition from “SBW control” to “EPS control”, the increase of the steering torque after the completion of the connection of the backup clutch 9 is reduced, and the steering wheels 16 and 16 unintended by the driver are prevented from being steered. Can do.

  Then, the steering torque correction value ΔT is given as a steering torque correction reference value ΔTO with respect to the steering torque Th, so that the amount of increase in the steering torque is offset and the steering that acts on the steered wheels 16 and 16 is performed. The torque is ensured to be substantially the same at the time of instruction to shift to “EPS control” and the time of mechanical connection. After the transition to the “EPS control”, the driver can easily turn the steering force (gain steering torque reduction correction amount is small) and the difficulty of turning (turning the steering torque change gain GdF, steering angular velocity gain Gdθ, and vehicle behavior gain GdYδ). The torque reduction correction amount (large) is used for adjustment.

[Reaction torque control action during "SBW control" → "EPS control"]
On the other hand, with regard to the reaction force torque, since the reaction force control is conventionally stopped when shifting from “SBW control” to “EPS control”, the reaction torque is lost due to excessive steering torque. As shown in the reaction force characteristic (thin line characteristic) generated in the conventional handle in FIG. 17, the reaction torque is reduced after the completion of the connection by the backup clutch, giving the driver a sense of reaction loss.

  On the other hand, in the steering control device of the first embodiment, when the reaction force control side confirms the completion of the engagement with the backup clutch 9 at the time of transition from “SBW control” to “EPS control”, The reaction torque is zero or the torque of the reaction motor is reversed and applied with a small torque in the steering torque direction.

  Therefore, in the first embodiment of the present invention, as shown in the reaction force characteristic (thick solid line characteristic) generated in the handle in the present invention in FIG. 17, the reaction force torque characteristic shows a characteristic that smoothly connects before and after the mechanical connection, It is possible to prevent the reaction force from being sensed by stopping the reaction force control early and the occurrence of reaction force shock caused when the reaction force control is delayed after the mechanical connection.

Next, the effect will be described.
In the steering control device of the first embodiment, the effects listed below can be obtained.

  (1) The steering part having the handle 6 and the reaction force motor 5 and the steering part having the steered wheels 16 and 16 and the steering motor 14 can be mechanically separated and connected via the backup clutch 9. And the control of the steering motor 14 that disengages the backup clutch 9 and sets the turning angle according to the steering state, and the control of the reaction force motor 5 that applies the steering reaction force according to the steering state. SBW control means for performing “SBW control”, EPS control means for connecting the backup clutch 9 and performing “EPS control” using at least one of the reaction force motor 5 and the steered motor 14 as assist means, When a predetermined condition is satisfied during `` SBW control '', the control switching means includes a control switching means that shifts to `` EPS control '', and the control switching means switches from `` SBW control '' to `` EPS control '' At the time of transition, Between the connection command for the backup clutch 9 and the completion of connection, the amount equivalent to the increase in the turning torque that acts on the steered wheels 16 and 16 after the completion of the connection is used as a correction amount, and the turning torque in the “SBW control” is reduced and corrected. Therefore, at the time of transition from “SBW control” to “EPS control”, it is possible to reduce the increase of the steering torque after the completion of the connection of the backup clutch 9, and to prevent steering of the steered wheels unintended by the driver. .

  (2) The reaction device torque sensor 3 for detecting the steering torque Th input to the steering unit is provided, and the control switching means sets the turning torque decrease correction value to be larger as the steering torque Th is larger. Since the torque correction value setting unit is provided, the steering torque increase amount corresponding to the steering torque after the completion of the connection of the backup clutch 9 is suppressed, and the steering torque acting on the steered wheels 16 and 16 when the connection of the backup clutch 9 is completed. However, it is possible to perform the optimum turning torque reduction correction that substantially matches the turning torque at the time of the connection command to the backup clutch 9.

  (3) A rack axial force change detecting means for detecting the rack axial force change dθh / dt of the steered portion is provided, and the steered torque correction value setting unit increases the steered torque by the rack axial force change dθh / dt. The steered torque decrease correction value decreases as the direction increases, and the steer torque decrease correction value increases as the rack axial force change dθh / dt decreases the steer torque. Steering can be facilitated on the increasing side of the torque, and unintended turning of the driver can be prevented on the decreasing side of the steering torque due to disturbance.

  (4) A steering angular velocity detecting means for detecting a steering angular velocity dθh / dt of the steering unit is provided, and the turning torque correction value setting unit decreases the turning torque decrease correction value as the steering angular velocity dθh / dt increases. Therefore, when the steering speed is high, it is possible to facilitate the steering in response to the driver's steering response request.

  (5) Vehicle behavior amount detection means for detecting a vehicle behavior amount (yaw rate or lateral G) is provided, and the turning torque correction value setting unit increases the turning torque decrease correction value as the vehicle behavior amount detection value increases. Therefore, when the yaw rate or the lateral G is large, the steering beyond the driver's intention is prevented, so that the stability of the vehicle behavior can be ensured.

  (6) Since the control switching means performs the steering reaction force control for generating the torque in the same direction as the steering torque after the completion of the connection of the backup clutch 9, the control reaction force is controlled. Occurrence of a sense of slipping out of the reaction force and occurrence of a reaction force shock after completion can be prevented, and the uncomfortable feeling of steering for the driver can be eliminated.

  The steering control device of the present invention has been described based on the first embodiment. However, the specific configuration is not limited to the first embodiment, and the gist of the invention according to each claim of the claims. As long as they do not deviate, design changes and additions are permitted.

  In the first embodiment, the control switching means is “SBW control” as the steering torque increases during the transition from “SBW control” to “EPS control” and from the connection command to the connection completion to the backup clutch. An example in which the steering torque is reduced and corrected is shown. However, for example, the amount equivalent to the increase in the steering torque that acts on the steered wheels after the completion of the connection is estimated based on the steering angle, steering angular velocity, road surface friction coefficient, etc. A decrease correction may be performed. In short, during the transition from “SBW control” to “EPS control”, the amount equivalent to the increase in the turning torque that acts on the steered wheels after the completion of the connection between the connection command for the backup means and the completion of the connection is corrected. In the present invention, any correction for reducing the steering torque in the “SBW control” is included.

  In the first embodiment, the example in which the turning torque reduction correction value is determined by the gain adjustment based on the rack axial force change, the steering angular velocity, and the vehicle behavior amount is shown. However, based on the state amount other than that shown in the first embodiment, the turning The torque reduction correction value may be determined, and the steering torque reduction correction value is uniquely determined according to only a predetermined characteristic (FIG. 11) with respect to the steering torque without performing gain adjustment or the like. You may make it give to.

  In the first embodiment, after the mechanical coupling by the backup clutch is completed, the example in which the steering reaction torque is left in the steering torque direction or zero is shown, but the remaining torque may be an inertia torque of the backup means, etc. In this case, when shifting to "EPS control" by reaching near the maximum turning angle during "SBW control", the steering angle deviates from the vicinity of the maximum turning angle by the steering wheel return operation, and from "EPS control" to "SBW When returning to “control”, it is possible to ensure the response of generation of reaction force torque.

  In the first embodiment, an example of a steering control device applied to a steer-by-wire system using a cable column and a backup clutch as backup means has been shown. However, the steering section and the steering section can be mechanically separated and connected. Any system provided with backup means can be applied to steer-by-wire systems other than the first embodiment.

1 is an overall configuration diagram illustrating a steer-by-wire system to which a steering control device according to a first embodiment is applied. It is a schematic diagram which shows the example of a position of the backup clutch used with the steer-by-wire system to which the steering control apparatus of Example 1 is applied. It is a control block diagram which shows the control structure used for SBW control in the steering control apparatus of Example 1. FIG. It is a steering control block diagram at the time of "SBW control" by the control controller of the steering control apparatus of Example 1. It is a steering servo control block diagram at the time of "SBW control by the control controller of the steering control apparatus of Example 1". FIG. 3 is a reaction force control block diagram during “SBW control” by the control controller of the steering control device according to the first embodiment. FIG. 5 is a reaction force servo control block diagram during “SBW control” by the control controller of the steering control device according to the first embodiment. It is a steering control block diagram at the time of "EPS control" by the control controller of the steering control apparatus of Example 1. FIG. It is a turning servo control block diagram at the time of "EPS control" by the control controller of the steering control apparatus of Example 1. 3 is a flowchart illustrating a flow of switching control processing executed by the control controller according to the first embodiment. It is a characteristic view which shows the turning torque correction value map with respect to the steering torque used by the turning torque correction control of Example 1. FIG. It is an axial force change gain characteristic view with respect to the rack axial force change used in the turning torque correction control of the first embodiment. It is a steering angular velocity gain characteristic view with respect to the steering angular velocity used in the steering torque correction control of the first embodiment. It is a vehicle behavior amount gain characteristic diagram with respect to the vehicle behavior amount used in the steering torque correction control of the first embodiment. FIG. 6 is an operation explanatory diagram showing the direction of torque at the time of transition from “SBW control” to “EPS control” in the first embodiment. 7 is a time chart showing a comparison between conventional turning torque control and turning torque correction control of the first embodiment when shifting from “SBW control” to “EPS control”. 5 is a time chart showing a comparison between the conventional reaction force torque control and the reaction force torque control of the first embodiment at the time of transition from “SBW control” to “EPS control”.

Explanation of symbols

1 Steering angle sensor 2 Encoder 3 Torque sensor (steering torque detection means)
4 Hall IC
5 Reaction force motor (steering reaction force actuator)
6 Handle 7 Cable column (backup means)
8 Column shaft 9 Backup clutch (backup means)
10 Encoder 11 Rudder angle sensor 12 Torque sensor 13 Hall IC
14 Steering motor (steering actuator)
15 Steering mechanism 16, 16 Steering wheel 17 Pinion shaft 18 Power source 19 Control controller 20 Yaw rate / lateral G sensor (vehicle behavior amount detecting means)
21 Vehicle speed sensor 22 Reaction force motor temperature sensor

Claims (7)

A steering part having a steering wheel and a steering reaction force actuator and a steering part having a steered wheel and a steering actuator can be mechanically separated and connected via backup means,
Steer-by-wire control is performed by controlling the steering actuator that separates the backup means and sets the steering angle according to the steering state and the steering reaction force actuator that applies the steering reaction force according to the steering state. Steer-by-wire control means to perform,
Steering assist control means for connecting the backup means and performing steering assist control using at least one of the steering reaction force actuator and the steering actuator as an assist means;
When a predetermined condition is satisfied during the steer-by-wire control by the steer-by-wire control means, control switching means for shifting to the steering assist control by the steering assist control means,
In a steering control device with
The control switching means is a transition from steer-by-wire control to steering assist control, corresponding to an increase in steering torque that acts on the steered wheels after completion of connection between the connection command to the backup means and completion of connection. A steering control device characterized in that the amount of correction is used as a correction amount, and the steering torque in steer-by-wire control is reduced and corrected. In the steering control device according to claim 1,
A steering torque detection means for detecting a steering torque input to the steering section;
The steering control device, wherein the control switching means includes a turning torque correction value setting unit that sets a turning torque decrease correction value to be larger as the steering torque detection value is larger. In the steering control device according to claim 2,
A rack axial force change detecting means for detecting a rack axial force change of the steered portion is provided,
The steering torque correction value setting unit decreases the steering torque decrease correction value as the rack axial force change increases the steering torque, and the rack axial force change decreases the steering torque. The steering control device is characterized in that the steering torque reduction correction value is increased as the value increases. In the steering control device according to claim 2 or 3,
A steering angular velocity detecting means for detecting a steering angular velocity of the steering section;
The steered torque correction value setting unit decreases the steered torque decrease correction value as the steering angular velocity detection value is larger. The steering control device according to any one of claims 2 to 4,
A vehicle behavior amount detecting means for detecting the vehicle behavior amount is provided,
The steered torque correction value setting unit increases the steered torque decrease correction value as the vehicle behavior amount detection value is higher. The steering control device according to any one of claims 1 to 5,
The steering control device, wherein the control switching means performs a steering reaction force control for generating the torque in the same direction as the steering torque after the connection of the backup means is completed. A steering part having a steering wheel and a steering reaction force actuator and a steering part having a steered wheel and a steering actuator can be mechanically separated and connected via backup means,
Steer-by-wire control is performed by controlling the steering actuator that separates the backup means and sets the steering angle according to the steering state and the steering reaction force actuator that applies the steering reaction force according to the steering state. Done
The backup means is connected, and steering assist control is performed using at least one of the steering reaction force actuator and the steering actuator as an assist means,
When a predetermined condition is established during the steer-by-wire control,
At the time of transition from steer-by-wire control to steering assist control, between the connection command for the backup means and the completion of connection, the amount equivalent to the increase in the turning torque that acts on the steered wheels after the completion of connection is used as the correction amount, A steering control device that corrects a decrease in steering torque in steer-by-wire control.

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