JP2008221916A - Drive control device and steering control device using the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an abnormality determination device of a drive control device capable of specifying an abnormal drive system even if a failure mode in which the self-diagnosis of the drive system is impossible is caused, and a steering control device using the same. <P>SOLUTION: The abnormality determination device of the drive control device is provided with a mutual interference detection means for detecting a state that a main steering motor 6 and a sub steering motor 7 interfere with each other and an abnormality determination means which determines an abnormal motor based on the increase and decrease of a mutual interference state with respect to the change direction of a steering command angle θ<SB>t</SB>, after the mutual interference state is detected. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention belongs to the technical field of drive control devices and steering control devices using the drive control devices.

In the conventional steering control device, the main turning motor and the auxiliary turning motor are mechanically linked via a link mechanism having play, and the two motors are always driven. Presence / absence of interference with the main turning drive system and the auxiliary turning drive system is detected by a mutual interference detection means using a proximity switch or the like. When an abnormality occurs in its own steering drive system, the system is brought down. Moreover, when mutual interference is detected when its own steering drive system is normal, the other steering drive system is stopped (for example, refer to Patent Document 1).
JP 2002-37112 A

  However, in the above prior art, for example, when one of the sensors is normal in self-diagnosis but outputs an abnormal output value, the self-diagnosis of the sensor of its own steering drive system is not possible. Since it is not possible to specify an abnormal drive system, both the main steering drive system and the sub-steer drive system must be stopped, and if one is abnormal, there is a dual system function that continues control only with the other There was a problem of not working.

  The present invention has been made to solve the above-mentioned problems, and the object of the present invention is to identify an abnormal drive system even when a failure mode in which self-diagnosis of the drive system is impossible occurs. A drive control device and a steering control device using the same are provided.

In order to achieve the above object, in the present invention, in a drive control device that drives one movable part by driving two motors based on a rotation command angle,
A mutual interference detection means for detecting a state in which the two motors interfere with each other;
An abnormality determining means for determining an abnormal motor based on an increase or decrease in the mutual interference state with respect to the direction of change of the rotation command angle after the mutual interference state is detected;
Is provided.

  In the present invention, after detecting the mutual interference state, the abnormality determination means determines the abnormal motor based on the increase / decrease of the mutual interference state with respect to the direction of change of the rotation command angle, so that the self-diagnosis of the drive system cannot be performed. Even when a failure mode occurs, an abnormal drive system can be specified.

  Hereinafter, the best mode for carrying out the present invention will be described based on Examples 1 and 2.

First, the configuration will be described.
FIG. 1 is a configuration diagram of a steer-by-wire (SBW) system (steering control device) according to the first embodiment. The SBW system according to the first embodiment includes a handle (operation unit) 1, a torque sensor 2, and a reaction force motor. 3, reaction force motor angle sensor 4, backup clutch 5, main steering motor 6, auxiliary steering motor 7, main steering motor angle sensor 8, auxiliary steering motor angle sensor 9, steering mechanism (steering portion) 10 , Left and right front wheels (steering wheels) 11, 12, pinion angle sensor 13, reaction force controller 14, main turning controller 15, auxiliary turning controller 16, and inter-controller communication line 17.

  That is, in the SBW system of the first embodiment, the steered portion constitutes a dual system of the main steered motor 6 and the auxiliary steered motor 7, and usually the two steered motors 6 and 7 are always driven. . Each of the steering motors 6 and 7 is mechanically linked to the pinion shaft 18 via a worm gear (not shown). When an abnormality occurs in one of the motors, the steering mechanism 10 can be driven by the other motor.

In the steering control of the first embodiment, as shown in FIG. 2, the reaction force controller 14 is a gear set according to the steering wheel angle θ _h and the vehicle speed, etc. with respect to the steering wheel angle θ _h that is the steering angle of the steering wheel 1. The command is based on the deviation between the turning command angle (rotation command angle) θ _t (= G × θ _h ) multiplied by the ratio (steering gear ratio) G and the actual turning angle θ _p obtained from the rotation angle of the pinion shaft 18. The current value I is obtained, and the main turning motor 6 and the sub turning motor 7 are driven by the command current value I.

Normally, the main steering controller 15 which is a control system that controls the driving of the main steering motor 6 obtains the command current value I, and uses it for its own motor (main steering motor 6) and the other motor (sub-steering motor). 7) is distributed (I ₁ , I ₂ ) and transmitted to the sub-steering controller 16 which is a control system that controls the driving of the sub-steering motor 7. The auxiliary turning controller 16 receives the current command value I ₂ transmitted from the main turning controller 15 and drives the auxiliary turning motor 16.

  In the following description, for the sake of simplicity, the main steering motor 6 is referred to as the steering motor 1, the auxiliary steering motor 7 is referred to as the steering motor 2, and the main steering controller 15 is referred to as the steering controller 1 and the auxiliary steering controller 16. The turning controller 2, the main turning motor angle sensor 8 for detecting the turning angle of the turning motor 1, the turning motor angle sensor 1, and the auxiliary turning motor angle sensor 9 for detecting the turning angle of the turning motor 2 are turned. The rudder motor angle sensor 2 is used.

  In the first embodiment, a three-phase brushless motor is used as the steering motor, and a resolver is used as the steering motor angle sensor. The CPU of the turning controller recognizes the rotation angle by converting the resolver signal into angle data with an RD converter. The steered motor angle sensor is not limited to the resolver, and any sensor can be used.

In the first embodiment, the output torque of the two steered motors 1 and 2 reaches the maximum value, and the “mutual interference state detection control” that detects the mutual interference state in which the output torque is antagonized and stretched. If detected, it executes, and "abnormality determination control" to determine the abnormal motor based on increase or decrease of interference condition for changing direction of the steering command angle theta _t.
The processing flow of “mutual interference state detection control” and “abnormality determination control” will be described below.

[Mutual interference state detection control processing]
FIG. 3 is a flowchart showing the flow of the mutual interference state detection control process (mutual interference detection means) of the first embodiment. Each step will be described below.

In step S1, the steering wheel angle θ _h and the vehicle speed are read, and the process proceeds to step S2.

In step S2, calculates the steering command angle theta _t, the process proceeds to step S3.

In step S3, the angles θ _p1 and θ _p2 of the steered motor angle sensors 1 and ₂ are read, and the process proceeds to step S4.

In step S4, from the calculated steered command angle theta _t and read the steering motor angle sensor 1 of the angle theta _p1 Metropolitan in step S3 in the step S2, and calculates the turning current command value I, the process proceeds to step S5.

In step S5, from the calculated steered command angle theta _t and read the steering motor angle sensor 2 of angle theta _p2 Metropolitan in step S3 in the step S2, and calculates the turning current command value I ', the process proceeds to step S6 .

  In step S6, the sign of the steering current command value I calculated in step S4 is different from the sign of the steering current command value I ′ calculated in step S5, and the absolute value of the difference between the two is greater than the abnormality determination threshold value Threshold. It is determined whether or not there is. If YES, the process proceeds to step S7. If NO, the process proceeds to step S10.

  In step S7, the steering current command value I calculated in step S4 is a current command value in the right steering direction, and the steering current command value I ′ calculated in step S5 is a current command value in the left steering direction. It is determined whether or not. If YES, the process proceeds to step S8, and if NO, the process proceeds to step S9.

  In step S8, it is determined that the steering motor 1 is in the left steering direction and the steering motor 2 is in the mutual interference state in which the steering motor 2 is stretching in the right steering direction, and this control is terminated.

  In step S9, it is determined that the steering motor 1 is in the right steering direction, and the steering motor 2 is in the mutual interference state in which the steering motor 2 is stretched in the left steering direction.

  In step S10, it is determined that there is no abnormality, and this control is terminated.

In the normal control, the steering controller 1 calculates the command current value that flows to the two steering motors 1 and 2, but the steering controller 2 uses the steering command current value I using θ _t and θ _p2. When 'is calculated, it should almost coincide with the calculation result of the steering controller 1. However, in a mutual interference state, I and I ′ have different values and different signs. Accordingly, in step S6, the signs of the steering command current value I obtained by the steering controller 1 from θ _t and θ _p1 and the steering command current value I ′ obtained by the steering controller 2 from θ _t and θ _p2 are different. In this case, it is determined that there is a mutual interference state.

  However, even in the normal state, there is a possibility that the angle sensor value is affected by noise in the vicinity of 0 A, and there is a possibility that the positive and negative may be interchanged. This dead zone can be set by measuring the noise of the motor angle sensors 1 and 2 and calculating the influence of the noise on the calculation of the steering command current in advance by offline simulation or the like.

After determining the mutual interference state, which steering motor is stretched to the left or right side is determined by the steering command current values I and I ′ calculated by the respective steering controllers to generate torque in the right steering direction. If it is a direction, it can be determined that it is in the left steering direction from the position of θ _t , and if it is a direction that generates torque in the left steering direction, it is in the right steering direction from the position of θ _t I can judge.

[Abnormality judgment control processing]
FIG. 4 is a flowchart showing the flow of the abnormality determination control process (abnormality determination means) of the first embodiment, and each step will be described below.

  In step S21, it is determined whether or not a mutual interference state is detected in the mutual interference state detection control. If YES, the process proceeds to step S22. If NO, the process proceeds to step S30.

In step S22, it is determined whether the steering command angle theta _t is changed. If YES, the process proceeds to step S23, and if NO, the process proceeds to step S21.

  In step S23, it is determined whether or not the steered motor 1 is stretched in the right steered direction and the steered motor 2 is stretched in the left steered direction. If YES, the process proceeds to step S24, and if NO, the process proceeds to step S27.

In step S24, the direction of change in the steering command angle theta _t is determined whether the left steering direction or a right steering direction. When it is the right turning direction, the process proceeds to step S25, and when it is the left turning direction, the process proceeds to step S26.

  In step S25, it is determined whether or not the mutual interference state has been canceled. If YES, the process proceeds to step S31. If NO, the process proceeds to step S32. Here, in the first embodiment, whether or not the mutual interference state is released, that is, whether or not the mutual interference state is increased or decreased is determined using the change value of the actual rotation angle of the steered motor. When the change value of the actual rotation angle of the two steering motors is almost zero, it is determined that the mutual interference state is maintained, and when at least one of the actual rotation angles of the two steering motors changes Determines that the mutual interference state is released.

  In step S26, it is determined whether or not the mutual interference state has been canceled. If YES, the process moves to step S33, and if NO, the process moves to step S34.

In step S27, the direction of change in the steering command angle theta _t is determined whether the left steering direction or a right steering direction. When it is the right turning direction, the process proceeds to step S28, and when it is the left turning direction, the process proceeds to step S29.

  In step S28, it is determined whether or not the mutual interference state has been canceled. If YES, the process proceeds to step S35, and if NO, the process proceeds to step S36.

  In step S29, it is determined whether or not the mutual interference state has been canceled. If YES, the process proceeds to step S37, and if NO, the process proceeds to step S38.

  In step S30, it is determined that there is no abnormality, and this control is terminated.

  In step S31, it is determined that the steering motor 1 is abnormal, and this control is terminated.

  In step S32, it is determined that the steering motor 2 is abnormal, and this control is terminated.

  In step S33, it is determined that the steering motor 2 is abnormal, and this control is terminated.

  In step S34, it is determined that the steering motor 1 is abnormal, and this control is terminated.

  In step S35, it determines with the abnormality of the steering motor 2, and complete | finishes this control.

  In step S36, it is determined that the steering motor 1 is abnormal, and this control is terminated.

  In step S37, it is determined that the steering motor 1 is abnormal, and this control is terminated.

  In step S38, it is determined that the steering motor 2 is abnormal, and this control is terminated.

Next, the operation will be described.
First, the abnormality of the steering motors 1 and 2 will be described.
When an abnormality such as a failure of the motor angle sensor occurs in the steered motor, the manner of driving the motor is classified into the following three phenomena.
Phenomenon 1: The motor does not generate torque.
Phenomenon 2: The phase becomes fixed.
Symptom 3: move in the opposite direction with respect to the steering command angle θ _t.

Moreover, the state at the time of failure is classified into the following six types depending on whether the motor in which the abnormality occurs is the steering motor 1 or the steering motor 2.
Steering motor 1 malfunction
(1) Phenomenon 1 → Situation A
(2) Phenomenon 2 → Situation C
(3) Phenomenon 3 → Situation E
Abnormality of the steering motor 2
(4) Phenomenon 1 → Situation B
(5) Phenomenon 2 → Situation D
(6) Phenomenon 3 → Situation F

Hereinafter, each of the situations A to F will be described.
(1) Situation A
When an abnormality occurs in the angle sensor 1 and the steered motor 1 stops producing torque, the steered controller 1 calculates the current command value I using the value of the angle sensor that has become abnormal. The steered controller 2 drives the motor according to the current command value I ₂ calculated by the steered controller 1. As a result, a deviation occurs between the angle sensor 1 and the angle sensor 2, so that an abnormal motor can be identified by a majority decision including the angle sensor provided on the pinion shaft 18. Further, when an abnormality occurs in the motor body and the motor no longer generates torque, it can be detected by diagnosis of the motor drive system or the like.

(2) Situation B
When an abnormality occurs in the angle sensor 2 and the steered motor 2 stops producing torque, the steered controller 1 normally calculates the current command value I using the value of the angle sensor 1 and turns the steered motor. 1 is driven. Turning controller 2 drives the steering motor 2 in accordance with the current command value I ₂ from the turning controller 1, but the torque is not generated. However, the angle control of the steering motor is performed using the angle sensor value of the steering motor 1. As a result, a deviation occurs between the angle sensor 1 and the angle sensor 2, so that an abnormal motor can be identified by a majority decision including the angle sensor provided on the pinion shaft 18. Further, when an abnormality occurs in the motor body and the motor no longer generates torque, it can be detected by diagnosis of the motor drive system or the like.

(3) Situation C
If the steering motor 1 enters phase fixing due to a failure of the angle sensor 1 and a deviation occurs between the steering command angle θ _t and the value θ _p1 of the angle sensor 1, the steering controller 1 should eliminate the deviation. The steering command current value I is calculated in the direction of and the steering motor 1 is driven by the command current I ₁ after distribution, but the steering motor 1 is phase-fixed and does not move. On the other hand, the turning controller 2 receives the command current I ₂ after distribution and drives the turning motor 2. However, since the turning motor 1 does not move with phase fixing, the deviation is up to the mechanical backlash of gears and the like. After spreading, the steering motor 1 is phase-fixed, and the current increases to maintain its position, so that the output torque of the two motors becomes the maximum value and antagonizes and stretches (mutually) Interference state). FIG. 5 shows the steering command angle θ _t , motor movement, and current command value I when the steering motor 1 is phase-fixed and the steering motor 2 moves to the left and enters a mutual interference state. . Moreover, the same behavior is shown also when abnormality of the steering motor 1 main body generate | occur | produces and it enters into phase fixation.

(4) Situation D
If the turning motor 2 malfunction of the angle sensor 2 enters the phase fixed, turning the controller 1 calculates a turning command current value I from the value theta _p1 of the steering command angle theta _t and the angle sensor 1, after the dispensing driving the steering motor 1 in the command current I _1. The steered controller 2 receives the steered command current value I ₂ from the steered controller 1 and drives the steered motor 2. However, since the steered motor 2 is in a phase-fixed state, the mechanical play of gears and the like is reduced. After the deviation is widened, the steering motor 1 is fixed in phase, and the current increases so as to maintain its position. Therefore, the output torques of the two motors become the maximum value and antagonize and stretch. It becomes the state. FIG. 6 shows the steering command angle θ _t , the motor movement, and the current command value I when the steering motor 2 is phase-fixed and the steering motor 1 moves to the left and enters a mutual interference state. . Moreover, the same behavior is exhibited when an abnormality occurs in the main body of the steering motor 2 and the phase fixing is started.

(5) Situation E
If the turning motor 1 malfunction of the angle sensor 1 will be rotated in normal and reverse directions, turning the controller 1 calculates a current command value I with the value theta _p1 of the steering command angle theta _t and the angle sensor 1 The steered motor 1 is driven by the command current I ₁ after distribution. The steered controller 2 receives the steered command current value I ₂ from the steered controller 1 and drives the steered motor 2. However, since the steered motor 1 moves in the opposite direction, the steered controller 1 is θ _p1. A larger command current value is calculated so as to follow θ _t . However, since the steered motor 2 moves in the opposite direction to the steered motor 1, the steering motor 1 is phase-fixed and maintains its position after the deviation has been extended to the mechanical play such as gears. Since the current increases in opposition, the output torques of the two motors become the maximum value and antagonize and become stretched. FIG. 7 shows the steering command angle θ _t , the motor movement, and the current command value I when the steering motor 1 starts to move in the right steering direction. Moreover, the same behavior is shown also when abnormality of the steering motor 1 main body generate | occur | produces and it enters into phase fixation.

(6) Status F
If the turning motor 2 malfunction of the angle sensor 2 will be rotated in normal and reverse directions, turning the controller 1 calculates a current command value I with the value theta _p1 of the steering command angle theta _t and the angle sensor 1 The steered motor 1 is driven by the command current I ₁ after distribution. The steered controller 2 receives the steered command current value I ₂ from the steered controller 1 and drives the steered motor 2, but the steered motor 2 moves in the opposite direction, so the steered motor 1 is steered. because pulled in the opposite direction of the torque of the motor 2, it can not reach the turning instruction angle in the current command value I _1. Since the turning controller 1 calculates the turning command current value I to drive θ _p1 to θ _t and drives the turning motor 1, the turning is performed after the deviation has been extended to the mechanical play such as gears. Since the motor 1 is phase-fixed and the current increases so as to maintain its position, the output torques of the two motors become the maximum value and antagonize to become a stretched state. FIG. 8 shows the steering command angle θ _t , the motor movement, and the current command value I when the steering motor 2 starts to move in the right steering direction. Moreover, the same behavior is exhibited when an abnormality occurs in the main body of the steering motor 2 and the phase fixing is started.

  When the sensor self-diagnosis function cannot be used in the failure mode of the angle sensor, an abnormality cannot be detected in the above situations C to F. In the prior art, when a mutual interference state is detected, the steering controller 1 operates to stop the driving of the steering controller 2, and the steering controller 2 operates to stop the driving of the steering controller 1, respectively. There is a risk that two drive systems will stop simultaneously.

Hereinafter, it will be explained how it works abnormality determination control in the first embodiment or to change how state by a change in the steered command angle theta _t in each situation of mutual interference state described above, and in each situation .

(a) Situation C (Phase adhesion of the steering motor 1)
When θ _t changes to the right steering direction from the state in which the steering motor 1 stretches in the right steering direction and the steering motor 2 in the left steering direction, the steering command angle θ _t and the angle of the motor angle sensor 1 The deviation of θ _p1 is reduced. Then, the turning command current value I calculated by the turning controller 1 is smaller than that in the mutual interference state. As a result, the torque in the left turning direction generated by the turning motor 2 is reduced, the state where the torques of the two motors antagonize is alleviated, and the turning motor 2 starts to move in the right turning direction (FIG. 9).

  At this time, in the abnormality determination control, the process proceeds from step S21 → step S22 → step S23 → step S24 → step S25 → step S31, and the abnormality of the steering motor 1 can be specified.

Conversely, when θ _t changes in the left turning direction, the deviation between the turning command angle θ _t and the angle θ _p1 of the motor angle sensor 1 increases. At this time, since the steering command current value I calculated by the steering controller 1 is not changed from that in the mutual interference state, the mutual interference state is maintained (FIG. 10).

  At this time, in the abnormality determination control, the process proceeds from step S21 → step S22 → step S23 → step S24 → step S26 → step S34, and the abnormality of the steered motor 1 can be specified.

In the state where the steering motor 1 is stretched in the left steering direction and the steering motor 2 is stretched in the right steering direction, the mutual interference state is maintained when the steering command angle θ _t changes in the right steering direction. Then, the mutual interference state is canceled when the left steering direction is changed.

Therefore, abnormal determination control passes from the step S22 → step S23 → step step S27, in accordance with the change direction of the steering command angle theta _t, the operation proceeds to step S29 → step S37 or step S28 → step S36, the steering motor One abnormality can be identified.

(b) Situation D (phase adhesion of the steering motor 2)
When the steering command angle θ _t changes in the right steering direction from the state in which the steering motor 1 is thrust in the right steering direction and the steering motor 2 is in the left steering direction, θ _p1 follows θ _t The steering controller 1 calculates the steering command current value I in the right steering direction and tries to drive the steering motor 1. However, since the steered motor 2 is in phase locking, the mutual interference state is maintained (FIG. 11).

  At this time, in the abnormality determination control, the process proceeds from step S21 → step S22 → step S23 → step S24 → step S25 → step S32, and the abnormality of the steered motor 2 can be specified.

Conversely, when θ _t changes in the left turning direction, the turning controller 1 calculates the turning command current value I in the left turning direction and drives the turning motor 1. Then, since the steered motor 1 moves in a direction in which the backlash between the motors is released, the mutual interference state is released (FIG. 12).

  At this time, in the abnormality determination control, the process proceeds from step S21 → step S22 → step S23 → step S24 → step S26 → step S33, and the abnormality of the steered motor 2 can be specified.

When the steering motor 1 is stretched in the left steering direction and the steering motor 2 is stretched in the right steering direction, the mutual interference state is canceled when the steering command angle θ _t changes in the right steering direction. If the direction changes to the left steering direction, the mutual interference state is maintained.

Thus, in the abnormality determination control passes from the step S22 → step S23 → step step S27, in accordance with the change direction of theta _t, the operation proceeds to step S29 → step S38 or step S28 → step S35, the steering motor 2 abnormality Can be identified.

(c) Situation E (reverse rotation of the steering motor 1)
When θ _t changes to the right steering direction from the state in which the steering motor 1 is thrust in the right steering direction and the steering motor 2 is in the left steering direction, the steering command angle θ _t and the angle θ of the angle sensor 1 are changed. The deviation of _p1 is reduced. Then, the turning command current value I calculated by the turning controller 1 is smaller than that in the mutual interference state. Thereby, the torque in the left turning direction generated by the turning motor 2 is reduced, the state where the torques of the two motors antagonize is alleviated, and the turning motor 2 starts to move in the right turning direction (FIG. 13).

  At this time, in the abnormality determination control, the process proceeds from step S21 → step S22 → step S23 → step S24 → step S25 → step S31, and the abnormality of the steering motor 1 can be specified.

Conversely, when θ _t changes in the left turning direction, the deviation between the turning command angle θ _t and the angle θ _p1 of the motor angle sensor 1 increases. Then, since the turning command current value I calculated by the turning controller 1 is not changed from that in the mutual interference state, the mutual interference state is maintained (FIG. 14).

  At this time, in the abnormality determination control, the process proceeds from step S21 → step S22 → step S23 → step S24 → step S26 → step S34, and the abnormality of the steered motor 1 can be specified.

In the state where the steered motor 1 is thrust in the left steered direction and the steered motor 2 is stretched in the right steered direction, the mutual interference state is maintained when the steered command angle θ _t changes in the right steered direction, When the direction changes to the left steering direction, the mutual interference state is canceled.

Thus, in the abnormality determination control passes from the step S22 → step S23 → step step S27, in accordance with the change direction of theta _t, the operation proceeds to step S29 → step S37 or step S28 → step S36, the abnormality of the steering motor 1 Can be identified.

(d) Situation F (Reverse rotation of the steering motor 1)
When the steering command angle θ _t is steered to the right from the state where the steering motor 1 is thrust in the right direction and the steering motor 2 is stretched in the left direction, θ _p1 follows θ _t The turning controller 1 calculates a turning command current value I in the right turning direction and tries to drive the turning motor 1. However, since the steering motor 2 generates drive torque in the reverse direction, the mutual interference state is maintained (FIG. 15).

  At this time, in the abnormality determination control, the process proceeds from step S21 → step S22 → step S23 → step S24 → step S25 → step S32, and the abnormality of the steered motor 2 can be specified.

Conversely, when θ _t changes in the left turning direction, the turning controller 1 calculates the turning command current value I in the left turning direction and drives the turning motor 1. Then, since the steered motor 1 moves in a direction in which the backlash between the motors is released, the mutual interference state is released (FIG. 16).

  At this time, in the abnormality determination control, the process proceeds from step S21 → step S22 → step S23 → step S24 → step S26 → step S33, and the abnormality of the steered motor 2 can be specified.

When the steered motor 1 is stretched in the left steered direction and the steered motor 2 is stretched in the right steered direction, the mutual interference state is canceled when the steered command angle θ _t changes in the right steered direction. When changing to the left steering direction, the mutual interference state is maintained.

Thus, in the abnormality determination control passes from the step S22 → step S23 → step step S27, in accordance with the change direction of theta _t, the operation proceeds to step S29 → step S38 or step S28 → step S35, the steering motor 2 abnormality Can be identified.

[Motor abnormality judgment action]
In Example 1, to detect the mutual interference state, and to determine the abnormal motor based on increase or decrease of interference condition with respect to the change direction of the subsequent turning command angle theta _t. That is, in the abnormality determination control, in step S23, after detecting which steered motor is thrusting to the left or right, in step S24 or step S27, the steered command angle θ _t is changed in which direction at that time. Finally, it is detected whether or not the mutual interference state has been canceled in any of step S25, step S26, step S28 or step S29.

  Thereby, even when a failure mode of the steering motor that does not allow self-diagnosis of the drive system occurs, it is possible to identify the steering motor in which an abnormality has occurred. Further, since the first embodiment does not have a function of stopping other drive systems, the problem that the two drive systems stop simultaneously is solved.

  Here, in the abnormality determination control of the first embodiment, the increase / decrease in the mutual interference state in step S25, step S26, step S28, and step S29 uses the change value of the actual rotation angle of the steered motor. That is, the state in which the mutual interference state is maintained indicates a state in which the change values of the actual rotation angles of the two steered motors are almost zero. On the contrary, the state in which the mutual interference state is released refers to the time when one of the actual rotation angles of the two motors has changed. Therefore, the increase / decrease in the mutual interference state can be determined without providing a new sensor or switch.

Further, the abnormality determination control in the first embodiment, if the steering command angle theta _t does not change at step S22, without executing certain abnormal motor. In other words, a state where the steering command angle theta _t does not change, that is, in the holding steering state, whether the state of the steering hold and mutual interference occurs, the one of the identified difficult states of steering holding is maintained, misdiagnosis Therefore, misdiagnosis can be avoided by not performing diagnosis in the state of steering. Moreover, in the case of a steering holding state, since the steering mechanism 10 side is also a steering holding state, it does not become a dangerous state.

Further, the abnormality determination control in the first embodiment, in step S24 or step S27, but examine the increase or decrease of interference state using the change direction of the steered command angle theta _t, this means that the change of the steering wheel angle theta _h It is none other than using direction. By performing the determination of the abnormal motor based on increase or decrease of interference condition for changing direction of the steering wheel angle theta _h, to diagnose when capable of performing reliably diagnosed, it is possible to identify the abnormal drive system.

  In the mutual interference state detection control of the first embodiment, in step S6, the absolute value | I−I ′ | of the difference between the steering command current values I and I ′ of the two steering motors 1 and 2, that is, the calculated torque Since the mutual interference state is detected based on the difference between the two, the mutual interference state can be detected without providing a sensor or a switch for newly detecting the mutual interference state.

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

(1) Mutual interference detection means for detecting a state in which the two steered motors 1 and 2 are interfering with each other, and the mutual interference state with respect to the direction of change of the steering command angle θ _t after the mutual interference state is detected. And an abnormality discriminating means for discriminating an abnormal motor based on the increase and decrease. Thereby, even when a failure mode of the steering motor that does not allow self-diagnosis of the drive system occurs, it is possible to identify the steering motor in which an abnormality has occurred.

  (2) The mutual interference detection means detects the mutual interference state based on the difference between the calculated torques of the two steering motors (difference between the steering command current values I and I ′). The mutual interference state can be detected without providing a sensor or a switch for detection.

  (3) Since the abnormality determination means determines the increase / decrease in the mutual interference state based on the change value of the actual rotation angle of the motor, it can determine the increase / decrease in the mutual interference state without providing a new sensor or switch. it can.

(4) The steering wheel 1 operated by the driver, the turning mechanism 10 for turning the front wheels 11 and 12, the main turning motor 6 and the auxiliary turning motor 7 for applying turning torque to the turning mechanism 10, In the SBW system that drives the main steering motor 6 and the sub-steering motor 7 based on the steering command angle θ _t corresponding to the steering wheel angle θ _h , the abnormality of the main steering motor 6 and the sub-steering motor 7 Therefore, even when a steering motor failure mode that does not allow self-diagnosis of the drive system occurs, it is possible to identify the steering motor in which an abnormality has occurred.

(5) abnormality judgment means is based on the increase or decrease of interference condition for changing direction of the steering wheel angle theta _h, to determine the abnormal motor, to diagnose when performed reliably diagnose, identify the abnormal drive system It becomes possible.

  (6) The abnormality determination means does not perform motor abnormality determination when the steering is in a holding state, so it is difficult to specify whether mutual interference is occurring or whether the holding state is maintained. Misdiagnosis can be avoided by not performing abnormality determination.

In the second embodiment, the reaction motor of the SBW system is a dual system of a main drive system and a sub drive system.
That is, as shown in FIG. 17, the steering reaction force generation unit constitutes a dual system of the main reaction force motor 21 and the auxiliary reaction force motor 22, and usually the two motors 21 and 22 are always driven. . Each reaction force motor 21, 22 is mechanically linked to the column shaft 27 via a worm gear (not shown). When an abnormality occurs in one of the motors, a steering reaction force can be generated by the other motor.

In the steering reaction force control according to the second embodiment, the main reaction force controller 25 that is a control system that controls the driving of the main reaction force motor 21 normally sets the target steering reaction force according to the pinion angle (steering angle), the vehicle speed, and the like. Set. Then, the command current value I is obtained from the deviation between the rotation command angle θ _t corresponding to the deviation between the target steering reaction force and the steering torque and the handle angle θ _h, and is obtained from the own motor (main reaction force motor 21). The current flowing to the other motor (sub reaction force motor 22) is distributed (I ₁ , I ₂ ) and transmitted to the sub reaction force controller 26 which is a control system that controls the driving of the sub reaction force motor 22. The auxiliary reaction force controller 26 receives the current command value I ₂ transmitted from the main reaction force controller 25 and drives the auxiliary reaction force motor 22.
Here, the rotation command angle θ _t is set to a value smaller than the steering wheel angle θ _h as the deviation between the target steering reaction force and the steering torque increases. As a result, a current command value I Gayori large value depending on the difference between the steering wheel angle theta _h and the rotation command angle theta _t, it is possible to approximate the steering torque to the target steering reaction force.

  In the second embodiment, as in the first embodiment, “mutual interference state detection control” that detects a mutual interference state in which the output torques of the two reaction force steering motors 21 and 22 reach a maximum value and antagonize and stretch. And, when a mutual interference state is detected, “abnormality determination control” for determining an abnormal motor based on the increase or decrease of the mutual interference state with respect to the direction of change in the steering reaction force generation direction (corresponding to the direction of change in the rotation command angle) Execute.

Therefore, also in Example 2, to detect the mutual interference state, then on the basis of the increase or decrease of interference condition with respect to the change direction of rotation command angle theta _t, phase sticking and reverse rotation or the like, the self-diagnosis is performed on the reaction motor Even when such a failure mode occurs, it is possible to identify the reaction force motor in which an abnormality has occurred.

Next, the effect will be described.
In addition to the effects (1) to (3), (5), and (6) of the first embodiment, the abnormality determining device and the steering control device of the drive control device of the second embodiment can provide the following effects.

(7) A steering wheel 1 operated by the driver, a steering mechanism 10 for steering the front wheels 11 and 12, and a main reaction force motor 21 and a sub reaction force motor 22 for applying a steering reaction force to the handle 1 are provided. In the steering control device that drives the main reaction force motor 21 and the auxiliary reaction force motor 22 based on the rotation command angle θ _t according to the turning state of the steering mechanism 10, the main reaction force motor 21 and the auxiliary reaction force motor 22 are driven. Thus, even when a failure mode of the reaction force motor that cannot perform self-diagnosis of the drive system occurs, it is possible to identify the reaction force motor in which the abnormality has occurred.

(Other examples)
The best mode for carrying out the present invention has been described based on the first and second embodiments. However, the specific configuration of the present invention is not limited to the first and second embodiments. Design changes and the like within a range that does not depart from the gist are also included in the present invention.

  The present invention is not limited to the steer-by-wire system, and is applied to a drive control device that constitutes a dual system of a main drive system and a sub drive system and controls two motors based on a rotation command angle. It is possible, and the same effect as the embodiment can be obtained.

As a method of detecting the mutual interference state, in addition to the method shown in the first embodiment, a method of determining that the mutual interference state is present when the deviation between the angle sensor 1 and the angle sensor 2 is a certain value or more is used. Also good. Further, when detecting the mutual interference state, the steering wheel angle theta _h is by applying a correction to the turning instruction angle theta _t automatically even if no change may be configured to perform certain unusual motor.

1 is a configuration diagram of a steer-by-wire system of Example 1. FIG. It is a block diagram which shows the steering control system of Example 1. FIG. 3 is a flowchart illustrating a flow of mutual interference state detection control processing according to the first embodiment. 3 is a flowchart illustrating a flow of abnormality determination control processing according to the first embodiment. 6 is a time chart showing the movement of the motor in situation C. 6 is a time chart showing the movement of a motor in a situation D. 6 is a time chart showing the movement of a motor in a situation E. 6 is a time chart showing the movement of a motor in a situation F. 6 is a time chart showing the movement of the motor when θ _t changes in the right steering direction in situation C. 6 is a time chart showing the movement of the motor when θ _t changes in the left-turning direction in situation C. 7 is a time chart showing the movement of the motor when θ _t changes in the right steering direction in situation D. 10 is a time chart showing the movement of the motor when θ _t changes in the left-turning direction in situation D. 7 is a time chart showing the movement of the motor when θ _t changes in the right steering direction in situation E. 10 is a time chart showing the movement of the motor when θ _t changes in the left-turning direction in situation E. 6 is a time chart showing the movement of the motor when θ _t changes in the right steering direction in situation F. 7 is a time chart showing the movement of the motor when θ _t changes in the left-turning direction in situation F. It is a block diagram of the steer-by-wire system of Example 2.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Handle 2 Torque sensor 3 Reaction force motor 4 Reaction force motor angle sensor 5 Backup clutch 6 Main turning motor 7 Sub turning motor 8 Main turning motor angle sensor 9 Sub turning motor angle sensor 10 Steering mechanism 11, 12 Front wheel 13 Pinion angle sensor 14 Reaction force controller 15 Main steering controller 16 Sub steering controller 17 Communication line between controllers

Claims (7)

In the drive control device that drives one movable part by driving two motors based on the rotation command angle,
A mutual interference detection means for detecting a state in which the two motors interfere with each other;
An abnormality determining means for determining an abnormal motor based on an increase or decrease in the mutual interference state with respect to the direction of change of the rotation command angle after the mutual interference state is detected;
A drive control device comprising: The drive control apparatus according to claim 1,
The mutual interference detection means detects the mutual interference state based on a difference between calculated torques of the two motors. The drive control apparatus according to claim 1 or 2,
The drive control apparatus characterized in that the abnormality determination means determines increase / decrease in the mutual interference state based on a change value of the actual motor rotation angle. An operation unit operated by the driver, a steering unit that steers the steered wheels, and two steering motors that apply steering torque to the steering unit are provided. In a steering control device that drives two steering motors based on a steering command angle,
A steering control device, wherein the drive control device according to any one of claims 1 to 3 is applied to the steered portion. An operation unit that is operated by the driver, a steering unit that steers the steered wheels, and two steering reaction force motors that apply a steering reaction force to the operation unit, according to the steering state of the steering unit In the steering control device that drives the two steering reaction force motors based on the rotation command angle,
A steering control device, wherein the drive control device according to any one of claims 1 to 3 is applied to the operation unit. In the steering control device according to claim 4 or 5,
The steering control apparatus according to claim 1, wherein the abnormality determination unit determines an abnormal motor based on an increase or decrease in the mutual interference state with respect to a steering angle change direction. The steering control device according to any one of claims 4 to 6,
The steering control device according to claim 1, wherein the abnormality determination means does not execute abnormality determination of the motor when the steering is maintained.

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