JP2006321471A - Vehicle steering device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle steering device in which influence on a steering reaction force caused by an active steering operation is restricted and a steering feeling is improved. <P>SOLUTION: This vehicle steering device comprises a steering angle sensor 3 for detecting a steering angle of a steering wheel, a steering motor 10 for steering the wheels mechanically separated from the steering wheel, a yaw rate sensor 11, a first desired steering angle setting part 21 for setting a first desired steering angle in response to the steering angle detected by the steering angle sensor 3, a second desired steering angle setting part 22 for setting a second desired steering angle in response to the yaw rate detected by the yaw rate sensor 11, a reaction motor 4 for applying a steering reaction force to the steering wheel, and a desired reaction force setting part 27 for setting a controlling amount against the reaction motor 4 in response to the first desired steering angle and second desired steering angle. A filter 24 is arranged between the second desired steering angle setting part 22 and the reaction motor 4. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a so-called steer-by-wire vehicle steering apparatus in which an operator operated by a driver and a steered wheel are not mechanically connected.

In a steer-by-wire steering system, a steering actuator for turning the steered wheels according to an operation input to the steering wheel (operator) of the driver, and appropriate when the driver operates the steering wheel And a reaction force actuator for applying a proper steering reaction force, both actuators are controlled independently.
As a method for controlling the steering reaction force, based on a deviation between a target value (for example, a target turning angle) set based on an operation input to the steering wheel and an actual control amount (for example, an actual turning angle) corresponding thereto. A device that generates a steering reaction force is known (for example, see Patent Document 1).
Further, the steering device is provided with steering assistance on the system side separately from the driver's intention in order to prevent the vehicle behavior from being disturbed by disturbance such as cross wind, for example, as an assisting device for the driver's steering. For example, there is a vehicle that stabilizes the behavior of the vehicle (hereinafter, such a steering system is referred to as active steering).
JP 2004-34928 A

However, in a steer-by-wire type steering device that employs active steer, the deviation between the target value and the control amount is the result of steering by the driver's will and the driver's will due to active steer. Regardless of the will, it is not possible to distinguish whether it is the result of steering or not. Therefore, a reaction force against steering by active steering occurs, which may cause the driver to feel uncomfortable.
Accordingly, the present invention provides a vehicle steering apparatus that improves the steering feeling by suppressing the influence of the active steering on the steering reaction force.

In order to solve the above-mentioned problem, the invention according to claim 1 is directed to an operation element (for example, a steering wheel 2 in an embodiment described later) operated by a driver and an operation for detecting an operation input amount to the operation element. An input amount detecting means (for example, a steering angle sensor 3 in an embodiment to be described later), a steered wheel (for example, a wheel 6 in an embodiment to be described later) mechanically separated from the operator, and the steered wheel are rotated. Detected by a steering actuator for steering (for example, a steering motor 10 in an embodiment described later), a vehicle state detecting means for detecting a vehicle state (for example, a yaw rate sensor 11 in an embodiment described later), and the operation input amount detecting means. A first control for setting a first control amount (for example, a first target turning angle in an embodiment to be described later) for the turning actuator according to the operated input amount. Means (for example, a first target turning angle setting unit 21 in an embodiment to be described later), and the steering actuator with respect to the turning actuator regardless of the operation input of the operation element according to the vehicle state detected by the vehicle state detecting means. 2 a second control means (for example, a second target turning angle setting unit 22 in an embodiment to be described later) for setting two controlled variables (for example, a second target turning angle in an embodiment to be described later), and steering the operation element. A reaction force actuator for applying a reaction force (for example, a reaction force motor 4 in an embodiment to be described later), and a reaction force control for setting a control amount for the reaction force actuator according to the first control amount and the second control amount. Means (for example, a target reaction force setting unit 27 in an embodiment to be described later), a vehicle steering apparatus (for example, a vehicle steering apparatus 1 in an embodiment to be described later), the second control hand Wherein between the reaction force actuator, a filter for removing frequency components higher than a predetermined frequency (e.g., filter 24 in the embodiment), characterized in that is provided with.
In general, the frequency of the second control amount set according to the vehicle state is sufficiently higher than the frequency of the first control amount set according to the operation input to the operator due to the driver's steering intention. Therefore, by providing the filter between the second control means and the reaction force actuator, the influence of the second control amount can be almost eliminated in the steering reaction force control system.

The invention according to claim 2 is an operation element (for example, a steering wheel 2 in an embodiment described later) operated by a driver, and an operation input amount detection means (for example, described later) that detects an operation input amount to the operation element. A steering angle sensor 3) in the embodiment, a steered wheel (for example, a wheel 6 in the embodiment described later) mechanically separated from the operation element, and a steered actuator (for example, steered wheel) Steering motor 10 in an embodiment described later), vehicle state detection means for detecting a vehicle state (for example, yaw rate sensor 11 in an embodiment described later), and the operation input amount detected by the operation input amount detection means First control means for setting a first control amount (for example, a first target turning angle in an embodiment described later) for the steering actuator (for example, an actual value described later). The second control amount (for example, described later) with respect to the steering actuator regardless of the operation input of the operation element according to the vehicle state detected by the first target turning angle setting unit 21) and the vehicle state detection means in the example. A second control means (for example, a second target turning angle setting unit 22 in an embodiment to be described later) for setting the second target turning angle in the embodiment, and a reaction force for applying a steering reaction force to the operation element. An actuator (for example, a reaction force motor 4 in an embodiment described later) and a reaction force control means (for example, an embodiment described later) for setting a control amount for the reaction force actuator according to the first control amount and the second control amount. In the vehicle steering apparatus (for example, the vehicle steering apparatus 1 in the embodiment described later) including the target reaction force setting unit 27 in the example, the second control amount affects the steering reaction force. An influence degree calculating means for calculating the degree (for example, an adder / subtractor 28 and an active steer influence amount calculating section 29 in an embodiment described later), and the reaction force control means applies the steering reaction force to the steering reaction force by the second control amount. A control amount for the reaction force actuator is set in accordance with the degree of influence calculated by the influence degree calculating means so as to reduce the influence.
By configuring in this way, the influence on the steering reaction force by the second control amount set according to the vehicle state can be greatly reduced.

The invention according to claim 3 is an operation element (for example, a steering wheel 2 in an embodiment to be described later) on which a driver operates, and an operation input amount detection means (for example, to be described later) that detects an operation input amount to the operation element. A steering angle sensor 3) in the embodiment, a steered wheel (for example, a wheel 6 in the embodiment described later) mechanically separated from the operation element, and a steered actuator (for example, steered wheel) Steering motor 10 in an embodiment described later), vehicle state detection means for detecting a vehicle state (for example, yaw rate sensor 11 in an embodiment described later), and the operation input amount detected by the operation input amount detection means First control means for setting a first control amount (for example, a first target turning angle in an embodiment described later) for the steering actuator (for example, an actual value described later). The second control amount (for example, described later) with respect to the steering actuator regardless of the operation input of the operation element according to the vehicle state detected by the first target turning angle setting unit 21) and the vehicle state detection means in the example. A second control means (for example, a second target turning angle setting unit 22 in an embodiment to be described later) for setting the second target turning angle in the embodiment, and a reaction force for applying a steering reaction force to the operation element. An actuator (for example, a reaction force motor 4 in an embodiment described later) and a reaction force control means (for example, an embodiment described later) for setting a control amount for the reaction force actuator according to the first control amount and the second control amount. In a vehicle steering apparatus (for example, a vehicle steering apparatus 1 in an embodiment to be described later) provided with a target reaction force setting unit 27) in the example, at least the first control amount excluding the second control amount. Steering reaction force estimating means for estimating the steering reaction force based on the control amount (for example, a virtual steering reaction force estimation unit 30 in an embodiment described later), and when the second control amount is out of a predetermined range, The reaction force control means sets a control amount for the reaction force actuator based on the estimated steering reaction force estimated by the reaction force estimation means.
By configuring in this way, the influence on the steering reaction force by the second control amount set according to the vehicle state can be greatly reduced.

The invention according to a fourth aspect is the invention according to the third aspect, wherein the second control amount is within the predetermined range and is set in accordance with the first control amount and the second control amount. When the difference between the control amount for the force actuator and the control amount for the reaction actuator set based on the estimated steering reaction force is smaller than a predetermined value, the control for the reaction force actuator is performed based on the estimated steering reaction force. It is characterized by ending the setting of the quantity. The “control amount for the reaction force actuator set according to the first control amount and the second control amount” includes the case where the second control amount is “0”.
By configuring in this way, it is possible to prevent the reaction force from changing suddenly when the setting of the control amount for the reaction force actuator is completed based on the estimated steering reaction force.

According to the first aspect of the invention, since the high frequency component can be removed by the filter, the influence of the second control amount can be almost eliminated in the steering reaction force control system, and the steering reaction force due to active steering can be reduced. Can be reduced.
According to the second aspect of the present invention, the influence of the second control amount set according to the vehicle state on the steering reaction force can be greatly reduced. Can be reduced.
According to the third aspect of the invention, the influence of the second control amount set according to the vehicle state on the steering reaction force can be greatly reduced. Can be reduced.
According to the fourth aspect of the present invention, since the reaction force can be prevented from changing suddenly when the setting of the control amount for the reaction force actuator is finished based on the estimated steering reaction force, the steering feeling can be prevented. Will improve.

Embodiments of a vehicle steering apparatus according to the present invention will be described below with reference to the drawings of FIGS.
[Example 1]
First, a first embodiment of a vehicle steering system according to the present invention will be described with reference to FIGS.
As shown in FIG. 1, the vehicle steering apparatus 1 includes a steering wheel (operator) 2 operated by a driver, and a steering angle sensor (operation input) for detecting a steering angle (operation input amount) of the steering wheel 2. (Quantity detecting means) 3, a reaction force motor (reaction actuator) 4 for applying a steering reaction force to the steering wheel 2, and a rack connected to left and right wheels (steering wheels) 6 via a knuckle arm 7 and a tie rod 8. A shaft 9, a steering motor (steering actuator) 10 that steers the wheel 6 by driving the rack shaft 9 in the axial direction, and a turning angle that detects the turning angle of the wheel 6 from the axial position of the rack shaft 9. A sensor (steering angle detection means) 12, a rack axial force sensor 13 for detecting an axial compressive force or tensile force of the rack shaft 9 (hereinafter collectively referred to as an axial force), a vehicle yaw A yaw rate sensor (yaw rate detection means, vehicle state detecting means) for detecting an over preparative (vehicle state) and 11, the electronic control unit 20 for controlling the reaction force motor 4 and the steering motor 10, and a city.
The steering angle sensor 3 outputs an electric signal corresponding to the detected steering angle, the yaw rate sensor 11 outputs an electric signal corresponding to the detected yaw rate, the turning angle sensor 12 outputs an electric signal corresponding to the detected turning angle, and the rack shaft. The force sensor 13 outputs an electrical signal corresponding to the detected axial force to the electronic control unit 20.

The steering control and reaction force control in the first embodiment will be described with reference to the control block diagram of FIG.
The electronic control unit 20 includes a first target turning angle setting unit (first control means) 21, a second target turning angle setting unit (second control means) 22, a total target turning angle setting unit 23, A filter 24, a deviation calculating unit 25, a rack load estimating unit 26, and a target reaction force setting unit (reaction force control means) 27 are provided, and the reaction force motor 4 and the steering motor 10 are individually controlled. To get.

The first target turning angle setting unit 21 sets the first target turning angle for the wheel 6 based on the steering angle including the steering direction of the steering wheel 2 detected by the steering angle sensor 3, and the first target turning angle is set. An electrical signal corresponding to the turning angle is output to the overall target turning angle setting unit 23. That is, the first target turning angle is a control amount (first control amount) set according to an operation input (amount) to the steering wheel (operator) according to the driver's steering intention.
Based on the vehicle yaw rate detected by the yaw rate sensor 11 and the steering angle of the steering wheel 2 detected by the steering angle sensor 3, the second target turning angle setting unit 22 has a disturbance such as a cross wind. A second target turning angle for the wheel 6 for stabilizing the behavior of the vehicle is set, and an electric signal corresponding to the second target turning angle is output to the general target turning angle setting unit 23. That is, the second target turning angle is a control amount (second control amount) set according to the vehicle state regardless of the operation input of the steering wheel (operator).

The overall target turning angle setting unit 23 is a first target turning angle set by the first target turning angle setting unit 21 and a second target turning angle set by the second target turning angle setting unit 22. Is added to calculate the overall target turning angle for the wheel 6.
Then, the electronic control unit 20 performs steering so that the actual turning angle of the wheel 6 detected by the turning angle sensor 12 matches the total target turning angle calculated by the total target turning angle setting unit 23. The electric power supplied to the motor 10 is controlled. Thus, the turning control based on the driver's steering intention and the so-called active steering turning control are executed simultaneously.

  The electrical signal corresponding to the total target turning angle calculated by the total target turning angle setting unit 23 is input to the deviation calculation unit 25 via the filter 24. The filter 24 has a function of removing frequency components higher than a predetermined frequency (in other words, a function of passing only frequency components equal to or lower than the predetermined frequency). Here, the predetermined frequency as the threshold is determined empirically, and the lower limit frequency in the frequency band of the second target turning angle set experimentally or empirically is adopted.

Generally, the frequency of the second target turning angle set according to the vehicle state is the first target turning angle set according to the operation input (operation angle) to the steering wheel 2 by the driver's steering intention. High enough compared to frequency. In other words, the second target turning angle set according to the vehicle state changes more rapidly than the first target turning angle set according to the driver's operation input.
Therefore, when the filter 24 is arranged between the total target turning angle setting unit 23 and the deviation calculation unit 25 as in the first embodiment, the filter 24 inputs the total target turning angle setting unit 23 to the filter 24. The component corresponding to the second target turning angle can be almost removed from the generated electric signal, and the electric signal input to the deviation calculating unit 25 is almost the same as the electric signal corresponding to the first target turning angle. .

  When no disturbance is applied to the vehicle, there is no need for steering control by active steering, so the output of the second target turning angle setting unit 22 is “0”, and the output is output from the general target turning angle setting unit 23. The electrical signal passes through the filter 24, and the electrical signal corresponding to the first target turning angle is input to the deviation calculating unit 25. Hereinafter, the target turning angle corresponding to the electric signal after the filter processing by the filter 24 including the output from the second target turning angle setting unit 22 is referred to as a cut-off target turning angle.

The deviation calculating unit 25 calculates a deviation between the actual turning angle detected by the turning angle sensor 12 and the cutoff target turning angle, and outputs an electric signal corresponding to the deviation to the target reaction force setting unit 27. .
The rack load estimator 26 estimates the load on the rack shaft 9 based on the rack axial force detected by the rack axial force sensor 13, sets a road surface reaction force according to the road surface condition, and responds to the road surface reaction force. The electrical signal to be output is output to the target reaction force setting unit 27.
The target reaction force setting unit 27 sets the steering reaction force based on the deviation signal input from the deviation calculation unit 25, and adds a value obtained by adding the steering reaction force and the road surface reaction force set by the rack load estimation unit 26. Set as the target reaction force for the steering wheel 2.
Then, the electronic control unit 20 controls the power supplied to the reaction force motor 4 according to the target reaction force set by the target reaction force setting unit 27.

Therefore, in the first embodiment, since a disturbance is applied to the vehicle, the steering control for stabilizing the vehicle behavior by the active steering is executed regardless of the driver's intention, and the output of the second target turning angle setting unit 22 is output. Even when it is not “0”, since the second target turning angle component is hardly included in the cutoff target turning angle input to the deviation calculating unit 25, the second target turning is performed in the steering reaction force control system. The effect of corners can be almost eliminated. As a result, the influence of the second target turning angle on the steering reaction force can be greatly reduced, and the driver does not feel discomfort even during execution of the steering control by active steering, and the steering feeling is improved. .
The installation position of the filter 24 depends on the steering reaction force control system between the second target turning angle setting unit 22 and the reaction force motor 4 (from the output side of the general target turning angle setting unit 23 to the reaction force motor 4). Any position, for example, between the deviation calculation unit 25 and the target reaction force setting unit 27, or between the target reaction force setting unit 27 and the reaction force motor 4. It may be between.

[Example 2]
Next, turning control and reaction force control in Embodiment 2 of the vehicle steering device according to the present invention will be described with reference to the control block diagram of FIG. In addition, since it is the same as Example 1 about an apparatus structure, FIG. 1 is used and description is abbreviate | omitted.
The electronic control unit 20 includes a first target turning angle setting unit (first control means) 21, a second target turning angle setting unit (second control means) 22, a total target turning angle setting unit 23, The deviation calculation unit 25, the rack load estimation unit 26, and the target reaction force setting unit (reaction force control means) 27 are the same as those of the electronic control unit 20 of the first embodiment. However, the electronic control unit 20 according to the second embodiment does not include the filter 24 but includes an adder / subtractor 28 instead.

The first target turning angle setting unit 21, the second target turning angle setting unit 22, the overall target turning angle setting unit 23, and the power supply control to the steering motor 10 using these functions are described in the first embodiment. The explanation is omitted because it is exactly the same.
The second target turning angle setting unit 22 in the second embodiment outputs an electrical signal corresponding to the second target turning angle to the general target turning angle setting unit 23 and to the adder / subtractor 28.
The adder / subtracter 28 subtracts the second target turning angle set by the second target turning angle setting unit 22 from the actual turning angle detected by the turning angle sensor 12, and calculates the difference to the deviation calculation unit 25. Output. As a result, the deviation calculation unit 25 receives a turning angle (hereinafter referred to as a corrected actual turning angle) obtained by subtracting an amount of the turning angle for stabilizing the vehicle behavior against disturbance from the actual turning angle. Will be.
Then, the deviation calculating unit 25 calculates a deviation between the corrected actual turning angle and the total target turning angle calculated by the total target turning angle setting unit 23, and sets an electric signal corresponding to this deviation as a target reaction force setting. To the unit 27.

The rack load estimator 26 is the same as that in the first embodiment, and a description thereof will be omitted.
The target reaction force setting unit 27 sets the steering reaction force based on the deviation signal input from the deviation calculation unit 25, and adds a value obtained by adding the steering reaction force and the road surface reaction force set by the rack load estimation unit 26. Set as the target reaction force for the steering wheel 2.
Then, the electronic control unit 20 controls the power supplied to the reaction force motor 4 according to the target reaction force set by the target reaction force setting unit 27.

  Therefore, in the second embodiment, since a disturbance is applied to the vehicle, the steering control for stabilizing the vehicle behavior by the active steering is executed regardless of the driver's intention, and the output of the second target turning angle setting unit 22 is output. Even when it is not “0”, since the second target turning angle component is not included in the corrected actual turning angle input to the deviation calculating unit 25, the second target turning angle of the steering reaction force control system is not included. The influence can be almost eliminated. As a result, the influence of the second target turning angle on the steering reaction force can be greatly reduced, and the driver does not feel discomfort even during execution of the steering control by active steering, and the steering feeling is improved. .

In the second embodiment, the actual turning angle detected by the turning angle sensor 12 is subtracted from the actual turning angle set by the second target turning angle setting unit 22 to correct the actual turning. Although the steering angle is calculated, the corrected actual steering angle may be calculated by subtracting the product obtained by multiplying the second target steering angle by a predetermined coefficient smaller than “1” from the actual steering angle.
The adder / subtracter 28 according to the second embodiment configures an influence degree calculating unit that calculates the degree of influence on the steering reaction force by the second target turning angle (second control amount), and the target reaction force setting unit 27 (reaction force). The control means) sets a control amount for the reaction force motor 4 (reaction force actuator) according to the degree of the influence so as to reduce the influence on the steering reaction force by the second target turning angle.

[Example 3]
Next, turning control and reaction force control in Embodiment 3 of the vehicle steering apparatus according to the present invention will be described with reference to the control block diagram of FIG. In addition, since it is the same as Example 1 about an apparatus structure, FIG. 1 is used and description is abbreviate | omitted.
The electronic control unit 20 includes a first target turning angle setting unit (first control means) 21, a second target turning angle setting unit (second control means) 22, a total target turning angle setting unit 23, The deviation calculation unit 25, the rack load estimation unit 26, and the target reaction force setting unit (reaction force control means) 27 are the same as those of the electronic control unit 20 of the first embodiment. However, the electronic control unit 20 according to the third embodiment does not include the filter 24 but includes an active steer influence amount calculation unit (influence degree calculation unit) 29 instead.

The first target turning angle setting unit 21, the second target turning angle setting unit 22, the overall target turning angle setting unit 23, and the power supply control to the steering motor 10 using these functions are described in the first embodiment. The explanation is omitted because it is exactly the same.
The second target turning angle setting unit 22 in the third embodiment outputs an electrical signal corresponding to the second target turning angle to the general target turning angle setting unit 23 and to the active steering influence amount calculation unit 29. .
The active steering influence amount calculation unit 29 calculates the influence amount that the second target turning angle set by the second target turning angle setting unit 22 has on the steering reaction force with reference to a reaction force influence amount table (not shown). Then, an electrical signal corresponding to the calculated influence amount is output to the target reaction force setting unit 27. In the reaction force influence amount table, the influence amount of the second target turning angle on the steering reaction force is obtained in advance by experiment, and is created based on the result of the experiment and stored in a storage device (not shown).
The deviation calculating unit 25 calculates a deviation between the actual turning angle detected by the turning angle sensor 12 and the total target turning angle calculated by the total target turning angle setting unit 23, and the electric power corresponding to the deviation is calculated. The signal is output to the target reaction force setting unit 27. This deviation includes a deviation between the second target turning angle and the corresponding actual turning angle.

The rack load estimator 26 is the same as that in the first embodiment, and a description thereof will be omitted.
The target reaction force setting unit 27 subtracts the influence amount that is the output signal of the active steering influence amount calculation unit 29 from the deviation signal that is the output signal of the deviation calculation unit 25, sets the steering reaction force based on the difference, The steering reaction force and the road surface reaction force set by the rack load estimation unit 26 are added, and set as a target reaction force for the steering wheel 2. Thereby, the steering reaction force due to the second target turning angle is canceled out, and the target reaction force set by the target reaction force setting unit 27 includes the steering reaction force due to the second target turning angle. It will not be.
Then, the electronic control unit 20 controls the power supplied to the reaction force motor 4 according to the target reaction force set by the target reaction force setting unit 27.

  Therefore, in the third embodiment, since a disturbance is applied to the vehicle, the steering control for stabilizing the vehicle behavior by the active steering is executed regardless of the driver's intention, and the output of the second target turning angle setting unit 22 is output. Even when it is not “0”, the target reaction force does not include the steering reaction force due to the second target turning angle, and therefore the influence of the second target turning angle is almost eliminated in the steering reaction force control system. can do. As a result, the influence of the second target turning angle on the steering reaction force can be greatly reduced, and the driver does not feel discomfort even during execution of the steering control by active steering, and the steering feeling is improved. .

[Example 4]
Next, turning control and reaction force control in Embodiment 4 of the vehicle steering apparatus according to the present invention will be described with reference to FIGS. In addition, since it is the same as Example 1 about an apparatus structure, FIG. 1 is used and description is abbreviate | omitted.
As shown in the control block diagram of FIG. 5, the electronic control unit 20 includes a first target turning angle setting unit (first control unit) 21, a second target turning angle setting unit (second control unit) 22, and The electronic control system according to the first embodiment is provided with an overall target turning angle setting unit 23, a deviation calculation unit 25, a rack load estimation unit 26, and a target reaction force setting unit (reaction force control means) 27. Same as device 20. However, the electronic control unit 20 according to the fourth embodiment does not include the filter 24, and instead includes a virtual steering reaction force estimation unit 30 and a steering reaction force changeover switch 40.

The first target turning angle setting unit 21, the second target turning angle setting unit 22, the overall target turning angle setting unit 23, and the power supply control to the steering motor 10 using these functions are described in the first embodiment. The explanation is omitted because it is exactly the same.
The first target turning angle setting unit 21 in the fourth embodiment outputs an electrical signal corresponding to the first target turning angle to the general target turning angle setting unit 23 and to the virtual steering reaction force estimation unit 30.
The second target turning angle setting unit 22 in the fourth embodiment outputs an electrical signal corresponding to the second target turning angle to the general target turning angle setting unit 23 and to the steering reaction force changeover switch 40.
The deviation calculating unit 25 calculates a deviation between the actual turning angle detected by the turning angle sensor 12 and the total target turning angle calculated by the total target turning angle setting unit 23 (hereinafter referred to as an actual deviation). Then, an electric signal corresponding to the actual deviation is output to the steering reaction force changeover switch 40.

The virtual steering reaction force estimation unit 30 sets the virtual deviation corresponding to the virtual steering reaction force when the steering motor 10 is controlled using the first target turning angle as the target turning angle as the first target turning angle. Calculate based on The virtual steering reaction force estimating unit 30 is a steering reaction force estimating unit that estimates a steering reaction force based on at least the first target turning angle (first control amount) excluding the second target turning angle (second control amount). It can be said.
The virtual steering reaction force estimation unit 30 can be configured with a virtual steering actuator model 31 and a virtual deviation calculation unit 32, for example, as shown in FIG.
The virtual turning actuator model 31 models the virtual turning amount of the wheel 6 when it is assumed that the steering motor 10 is controlled using the first target turning angle as the target turning angle. The virtual turning amount can be obtained from a table or a calculation formula based on the steering angle.
The virtual deviation calculation unit 32 calculates a deviation between the virtual turning amount obtained by the virtual turning actuator model 31 and the first target turning angle, that is, a virtual deviation, and outputs the deviation to the steering reaction force changeover switch 40. The virtual deviation calculated in this manner does not include the deviation of the steering reaction force due to the second target turning angle.

The steering reaction force changeover switch 40 outputs a steering reaction force to be output to the target reaction force setting unit 27 based on whether or not the second target turning angle input from the second target turning angle setting unit 22 is within a predetermined range. Switch.
More specifically, when the second target turning angle input from the second target turning angle setting unit 22 is within a predetermined range, an electric signal corresponding to the actual deviation calculated by the deviation calculating unit 25 is used as the target reaction force. When the second target turning angle output to the setting unit 27 and input from the second target turning angle setting unit 22 is out of the predetermined range, the virtual deviation output from the virtual steering reaction force estimation unit 30 is increased. The corresponding electrical signal is output to the target reaction force setting unit 27. Note that the predetermined range of the second target turning angle is set within a range in which a steering reaction force that does not affect the steering feeling is obtained even if the total target turning angle includes the second target turning angle. Further, this predetermined range can be set to “0”.

The rack load estimator 26 is the same as that in the first embodiment, and a description thereof will be omitted.
The target reaction force setting unit 27 sets the steering reaction force based on the deviation signal input via the steering reaction force changeover switch 40, and adds the steering reaction force and the road surface reaction force set by the rack load estimation unit 26. The obtained value is set as the target reaction force for the steering wheel 2.
Therefore, the target reaction force setting unit 27 calculates the steering reaction force set based on the actual deviation signal and the road surface reaction force set by the rack load estimation unit 26 when the second target turning angle is within the predetermined range. A target reaction force is set by addition (hereinafter referred to as normal reaction force control), and when the second target turning angle is out of the predetermined range, the steering reaction force and rack load set based on the virtual deviation signal are set. The target reaction force is set by adding the road surface reaction force set by the estimation unit 26 (hereinafter referred to as virtual reaction force control).
Then, the electronic control unit 20 controls the power supplied to the reaction force motor 4 according to the target reaction force set by the target reaction force setting unit 27.

  Therefore, in the fourth embodiment, since a disturbance is applied to the vehicle, the steering control for stabilizing the vehicle behavior by the active steering is executed regardless of the driver's intention, and the output of the second target turning angle setting unit 22 is output. Even when it is not “0” (more precisely, when the second target turning angle is out of the predetermined range), the deviation signal input to the reaction force setting unit 27 includes the second target turning angle component. Therefore, the influence of the second target turning angle can be removed in the steering reaction force control system. As a result, the influence of the second target turning angle on the steering reaction force can be greatly reduced, and the driver does not feel discomfort even during execution of the steering control by active steering, and the steering feeling is improved. .

  When the second target turning angle is reduced and falls within the predetermined range during the virtual reaction force control, the steering reaction force changeover switch 40 is immediately switched to start the virtual reaction force control. When the normal reaction force control is shifted, the target reaction force may change suddenly and give the driver a sense of incongruity. Therefore, even if the second target turning angle is within the predetermined range, the difference between the actual deviation and the virtual deviation is a predetermined value. When there is the above, the virtual reaction force control is continued, and the steering reaction force changeover switch 40 is controlled so that the virtual reaction force control is shifted to the normal reaction force control when there is almost no difference between the actual deviation and the virtual deviation. Thereby, even when the virtual reaction force control is shifted to the normal reaction force control, the target reaction force does not change suddenly, and the steering feeling is improved.

The reaction force control in the fourth embodiment will be described with reference to the flowchart of FIG.
First, in step S101, it is determined whether or not the absolute value of the second target turning angle set by the second target turning angle setting unit 22 is greater than a predetermined value.
If the determination result in step S101 is “YES” (greater than a predetermined value), the process proceeds to step S102 to execute virtual reaction force control, and the process proceeds to step S103, where the absolute value of the second target turning angle is again the value. It is determined whether it is larger than a predetermined value.
When the determination result in step S103 is “YES” (greater than a predetermined value), the process returns to step S102 and the execution of the virtual reaction force control is continued.

If the determination result in step S103 is “NO” (predetermined value or less), the process proceeds to step S104, and the difference between the actual deviation set by the deviation calculation unit 25 and the virtual deviation set by the virtual steering reaction force estimation unit 30 is calculated. It is determined whether it is smaller than a predetermined value. The predetermined value in this case is set so that the target reaction force set in the normal reaction force control and the target reaction force set in the virtual reaction force control have a difference that does not make the driver feel uncomfortable.
In this embodiment, “the difference between the actual deviation and the virtual deviation” means “the reaction force set based on the control amount for the reaction force actuator set according to the first control amount and the second control amount and the estimated steering reaction force”. This is substantially synonymous with “difference from control amount for actuator”. Even if the “difference between the actual deviation and the virtual deviation” is replaced with the “ratio between the actual deviation and the virtual deviation”, the present invention is established.
When the determination result in step S104 is “NO” (predetermined value or more), the process returns to step S102 to continue the execution of the virtual reaction force control, and the determination result in step S104 is “YES” (smaller than the predetermined value). If YES, the process proceeds to step S105, the virtual reaction force control is terminated, and the normal reaction force control is executed.
If the determination result in step S101 is “NO” (predetermined value or less), the process proceeds to step S105, and normal reaction force control is executed.

[Other Examples]
The present invention is not limited to the embodiment described above.
For example, the operation element is not limited to the steering wheel 21 and may be a joystick.
In the embodiment described above, the operation input amount to the steering wheel (operator) is used as the operation angle. However, the steering actuator may be controlled using the steering torque (operation state amount) as the operation input amount.
In the above-described embodiment, the vehicle state detecting means is constituted by a yaw rate sensor and the vehicle state is detected from the yaw rate. However, the vehicle state detecting means is constituted by a lateral acceleration sensor or the like, and the vehicle state can be detected from the lateral acceleration or the like. Is possible.

It is a schematic block diagram in Example 1 of the steering apparatus for vehicles which concerns on this invention. It is a control block diagram of steering control and reaction force control in the vehicle steering system of the first embodiment. It is a control block diagram of turning control and reaction force control in Example 2 of the steering device for vehicles concerning this invention. It is a control block diagram of steering control and reaction force control in Example 3 of the steering device for vehicles concerning this invention. It is a control block diagram of steering control and reaction force control in Example 4 of the steering device for vehicles concerning this invention. It is a control block diagram of the virtual steering reaction force estimation unit in the fourth embodiment. 10 is a flowchart of reaction force control in the fourth embodiment.

Explanation of symbols

1 Vehicle steering device 2 Steering wheel (operator)
3 Steering angle sensor (operation input amount detection means)
4 Reaction force motor (Reaction force actuator)
6 wheels (steering wheels)
10 Steering motor (steering actuator)
11 Yaw rate sensor (vehicle state detection means)
21 1st target turning angle setting part (1st control means)
22 2nd target turning angle setting part (2nd control means)
24 filter 27 target reaction force setting unit (reaction force control means)
28 Adder / Subtractor (Effect Calculation Unit)
29 Active steer influence amount calculation unit (influence degree calculation means)
30 Virtual steering reaction force estimation unit (steering reaction force estimation means)

Claims (4)

An operator operated by the driver, and
An operation input amount detecting means for detecting an operation input amount to the operation element;
Steered wheels mechanically separated from the operator;
A steering actuator for steering the steered wheels;
Vehicle state detection means for detecting the vehicle state;
First control means for setting a first control amount for the steering actuator in accordance with the operation input amount detected by the operation input amount detection means;
Second control means for setting a second control amount for the steered actuator regardless of the operation input of the operator according to the vehicle state detected by the vehicle state detection means;
A reaction force actuator for applying a steering reaction force to the operation element;
Reaction force control means for setting a control amount for the reaction force actuator according to the first control amount and the second control amount;
In a vehicle steering apparatus comprising:
A vehicle steering apparatus, wherein a filter for removing a frequency component higher than a predetermined frequency is provided between the second control means and the reaction force actuator. An operator operated by the driver, and
An operation input amount detecting means for detecting an operation input amount to the operation element;
Steered wheels mechanically separated from the operator;
A steering actuator for steering the steered wheels;
Vehicle state detection means for detecting the vehicle state;
First control means for setting a first control amount for the steering actuator in accordance with the operation input amount detected by the operation input amount detection means;
Second control means for setting a second control amount for the steered actuator regardless of the operation input of the operator according to the vehicle state detected by the vehicle state detection means;
A reaction force actuator for applying a steering reaction force to the operation element;
Reaction force control means for setting a control amount for the reaction force actuator according to the first control amount and the second control amount;
In a vehicle steering apparatus comprising:
An influence degree calculating means for calculating a degree of influence of the second control amount on the steering reaction force is provided, and the reaction force control means reduces the influence of the second control amount on the steering reaction force. A vehicle steering apparatus, wherein a control amount for the reaction force actuator is set according to a degree of influence calculated by the influence degree calculating means. An operator operated by the driver, and
An operation input amount detecting means for detecting an operation input amount to the operation element;
Steered wheels mechanically separated from the operator;
A steering actuator for steering the steered wheels;
Vehicle state detection means for detecting the vehicle state;
First control means for setting a first control amount for the steering actuator in accordance with the operation input amount detected by the operation input amount detection means;
Second control means for setting a second control amount for the steered actuator regardless of the operation input of the operator according to the vehicle state detected by the vehicle state detection means;
A reaction force actuator for applying a steering reaction force to the operation element;
Reaction force control means for setting a control amount for the reaction force actuator according to the first control amount and the second control amount;
In a vehicle steering apparatus comprising:
Steering reaction force estimating means for estimating the steering reaction force based on at least the first control amount excluding the second control amount, and the reaction force control means when the second control amount is out of a predetermined range. Is a vehicle steering apparatus characterized in that a control amount for the reaction force actuator is set based on the estimated steering reaction force estimated by the reaction force estimation means.   The second control amount is within the predetermined range, and the control amount for the reaction force actuator set according to the first control amount and the second control amount is set based on the estimated steering reaction force. 4. The control amount for the reaction force actuator is terminated based on the estimated steering reaction force when the difference from the control amount for the reaction force actuator becomes smaller than a predetermined value. The steering apparatus for vehicles as described.

Images