JP2009113719A - Vehicular steering control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular steering control device capable of estimating the vehicular quantity of the state of high accuracy, and estimating the vehicular quantity of a state in an early stage before the saturation of the tire force. <P>SOLUTION: The vehicular steering control device includes an angle detection means 15 for detecting the steering wheel angle of a vehicle, a vehicle speed detection means 11 for detecting the vehicle speed of a vehicle, a linear target road surface reaction torque computation means 23 for computing the liner target road surface reaction torque based on the steering wheel angle detected by the angle detection means 15 and the vehicle speed detected by the vehicle speed detection means 11, and a linear target road surface reaction torque correction means 24 having the frequency characteristic of the actual road surface reaction torque to the steering wheel angle to correct the linear target road surface reaction torque computed by the linear target road surface reaction torque computation means 23 based on the frequency characteristic. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle steering control device such as an electric power steering device mounted on an automobile or the like, and more particularly to a vehicle steering control device configured to make estimation of a vehicle state quantity more accurate. .

  In a running vehicle, there may be a case where a vehicle state quantity such as an unstable state of the vehicle behavior or a decrease in tire grip force is detected and controlled to stabilize the vehicle behavior.

  For example, if the deviation when comparing the target road reaction torque calculated based on the steering wheel angle and the vehicle speed with the actual road reaction torque is large, the vehicle behavior is determined to be unstable or a sign of it. (For example, refer to Patent Document 1).

  In addition, by comparing the target yaw rate obtained based on the steering wheel angle and the vehicle speed with the actual yaw rate detected by the yaw rate sensor, the vehicle behavior is detected in an unstable state or a sign thereof, and the vehicle behavior is stabilized. (For example, refer to Patent Document 2).

JP 2003-341538 A JP-A-8-318841

However, the prior art has the following problems.
In Patent Document 1, frequency characteristics of actual road surface reaction force torque with respect to the steering wheel angle are not taken into consideration. For this reason, the phase difference between the target road surface reaction torque calculated based on the steering wheel angle and the actual road surface reaction torque is generated. As a result, there is a problem in that it is erroneously determined that the vehicle behavior is unstable during normal traveling in which the vehicle behavior is not unstable.

  In addition, in detection using a yaw rate as in Patent Document 2, a detection delay occurs compared to the detection method in Patent Document 1. As a result, there is a problem that vehicle stabilization control cannot be performed at an earlier stage.

  The present invention has been made to solve the above-described problems, and can estimate the vehicle state quantity with higher accuracy and estimate the vehicle state quantity at an early stage before the tire force saturation. An object of the present invention is to obtain a vehicle steering control device that can perform the above-described operation.

  A vehicle steering control device according to the present invention includes an angle detection unit that detects a handle angle of a vehicle handle, a vehicle speed detection unit that detects a vehicle speed of the vehicle, a handle angle detected by the angle detection unit, and a vehicle speed detection unit. Linear target road surface reaction torque calculating means for calculating a linear target road surface reaction torque based on the vehicle speed detected by the vehicle, and a frequency characteristic of the actual road surface reaction torque with respect to the steering wheel angle in advance. And linear target road surface reaction force torque correction means for correcting the linear target road surface reaction force torque calculated by the linear target road surface reaction torque calculation means.

  Further, the vehicle steering control device according to the present invention includes an angular velocity detection unit that detects a steering wheel angular velocity of a vehicle handle, a vehicle speed detection unit that detects a vehicle speed of the vehicle, an angular velocity detection unit that is detected by the angular velocity detection unit, Based on the vehicle speed detected by the vehicle speed detection means, a linear target road surface reaction force torque change rate calculation means for calculating a linear target road reaction force torque change rate, and a frequency characteristic of the actual road surface reaction force torque change rate with respect to the steering wheel angular speed. A linear target road surface reaction force torque change rate correcting means for correcting the linear target road surface reaction force torque change rate calculated by the linear target road surface reaction force torque change rate calculating means based on the frequency characteristics; is there.

  According to the present invention, the linear target road reaction force torque is appropriately corrected using the frequency characteristic of the actual road surface reaction force torque with respect to the steering wheel angle, or linear using the frequency characteristic of the actual road surface reaction force torque change rate with respect to the steering wheel angular speed. By properly correcting the target road surface reaction torque change rate, it is possible to estimate the vehicle state quantity with higher accuracy and to estimate the vehicle state quantity at an early stage before the tire force saturation. A vehicle steering control device can be obtained.

  DESCRIPTION OF EMBODIMENTS Hereinafter, a preferred embodiment of a vehicle steering control device of the present invention will be described with reference to the drawings.

Embodiment 1 FIG.
FIG. 1 is an overall configuration diagram of a vehicle steering control apparatus according to Embodiment 1 of the present invention. The vehicle steering device is attached to a vehicle steering mechanism (also referred to as a steering mechanism) 10. The steering mechanism 10 includes a handle 1, a steering shaft 2, a steering gear box 3, a rack and pinion mechanism 6, and a tire 7.

  The vehicle steering apparatus controls the torque sensor 4 attached to the steering shaft 2, the assist motor 5 attached to the steering shaft 2 (hereinafter also simply referred to as a motor), the handle angle sensor 9 attached to the handle 1, and the control for controlling the assist motor 5. The unit 8 and the cable connecting them are included. Of course, the power supply device is also included, but it is self-explanatory and will not be described here.

  In FIG. 1, a handle 1 is a steering handle of an automobile steered by a driver, and is connected to an upper end of a steering shaft 2. A steering torque Thdl by the driver is applied to the steering wheel 1, and this steering torque Thdl is transmitted to the steering shaft 2. The torque sensor 4 is coupled to the steering shaft 2 and generates a steering torque detection signal Thdl (s) corresponding to the steering torque Thdl.

  The assist motor 5 is an electric motor, which is also coupled to the steering shaft 2 via a reduction gear (not shown), and applies an assist torque Tassist that assists the steering torque Thdl to the steering shaft 2.

  The steering gear box 3 is provided at the lower end of the steering shaft 2. A combined torque obtained by adding the steering torque Thdl applied to the steering shaft 2 and the assist torque Tassist is multiplied several times through the steering gear box 3, and the tire 7 is operated through the rack and pinion mechanism 6.

  A handle angle sensor 9 attached to the handle 1 detects a rotation angle Theta of the handle 1 by the driver's steering and outputs a handle angle signal Theta (s).

Next, the overall operation of the vehicle steering control apparatus according to the first embodiment will be described.
The vehicle steering apparatus of FIG. 1 includes an EPS (Electric Power Steering) control unit 8 that is electrically combined with the steering mechanism 10. The control unit 8 receives a steering torque detection signal Thdl (s) from the torque sensor 4, a motor drive current detection signal Imtr (s) and a motor drive voltage detection signal Vmtr (s) from the assist motor 5. The The control unit 8 supplies a control signal Imtr (t) to the assist motor 5. This control signal Imtr (t) is a drive target current for the assist motor 5.

  The vehicle steering apparatus shown in FIG. 1 detects the steering torque Thdl when the driver turns the steering wheel 1 as the steering torque detection signal Thdl (s) by the torque sensor 4, and the steering torque detection signal Thdl (s). Accordingly, the main function is to generate an assist torque Tassist that assists the steering torque Thdl.

  The control unit 8 detects a detection signal Imtr (s) that detects the drive current Imtr of the assist motor 5, a detection signal Vmtr (s) that detects the drive voltage Vmtr of the assist motor 5, and a steering torque detection signal Thdl (s). Based on the above, a control signal Imtr (t) for generating the assist torque Tassist is calculated. Further, the control unit 8 supplies the control signal Imtr (t) to the assist motor 5.

Mechanically, the sum of the steering torque Thdl and the assist torque Tassist rotates the steering shaft 2 against the steering shaft reaction torque Ttran. Further, when the handle 1 is rotated, the inertia term of the assist motor 5 also acts, so the steering shaft reaction force torque Ttran is given by the following equation (1).
Ttran = Thdl + Tassist−J · dw / dt (1)
However, w is the angular velocity of the assist motor 5, and the inertia torque of the assist motor 5 is J · dw / dt.

The assist torque Tassist by the assist motor 5 is given by the following equation (2).
Tassist = Ggear · Kt · Imtr (2)
However, Ggear is a reduction gear ratio of the reduction gear between the assist motor 5 and the steering shaft 2, and Kt is a torque constant of the assist motor 5.

The steering shaft reaction force torque Ttran is the sum of the actual road surface reaction force torque Talign and the friction torque Tfric in the steering mechanism 10 and is given by the following equation (3).
Ttran = Talign + Tfric
= Talign + (Ggear · Tmfric + Tfrp) (3)
However, Tmfric is the friction torque in the assist motor 5, and Tfrp is the friction torque of the steering mechanism 10 excluding the friction torque Tmfric in the assist motor 5, and Tmfric · Gger + Tfrp = Tfric.

  The control unit 8 of the vehicle steering apparatus calculates a target value for the drive current Imtr of the assist motor 5 and generates a control signal Imtr (t). Current control is performed so that the actual drive current Imtr of the assist motor 5 matches the control signal Imtr (t). As a result, the assist motor 5 generates a predetermined torque obtained by multiplying the drive current value by a torque constant and a gear ratio (between the assist motor 5 and the steering shaft 2), and assists the steering torque Thdl when the driver steers. .

  FIG. 2 is a block diagram showing a circuit of the control unit 8 of FIG. 1 and a control circuit of the assist motor 5 (not shown in FIG. 1, but built in the assist motor) in Embodiment 1 of the present invention. FIG. The control unit 8 includes a vehicle speed detector 11, a steering torque detector 12, a motor angular velocity detector 13, a motor angular acceleration detector 14, a handle angle detector 15, an actual road surface reaction force torque detector 16, and a target road surface reaction force torque calculation. Means 17, assist torque determination block 18, motor current determiner 19, motor current comparator 20, motor driver 21, motor current detector 22, and vehicle state quantity detector 25 are included.

  The vehicle speed detector 11 receives the vehicle speed V and outputs a vehicle speed signal V (s). The steering torque detector 12 includes the torque sensor 4, receives the steering torque Thdl, and outputs a steering torque signal Thdl (s). The motor angular velocity detector 13 receives the motor angular velocity Smtr of the assist motor 5 and outputs a motor angular velocity signal Smtr (s).

  The motor angular acceleration detector 14 differentiates the motor angular velocity signal Smtr (s) and outputs a motor angular acceleration signal Amtr (s). The handle angle detector 15 receives the handle angle Theta and outputs a handle angle signal Theta (s). The actual road surface reaction force torque detector 16 receives the actual road surface reaction force torque Talign and outputs an actual road surface reaction force torque signal Talign_act (s).

  The detection means of the actual road surface reaction torque detector 16 is, for example, a detection device such as a load cell provided on the tire 7, receives the actual road surface reaction torque Talign, and is proportional to the actual road surface reaction torque signal Talign_act (s). ) Is output.

  The target road surface reaction force torque calculation means 17 includes a linear target road surface reaction force torque calculation means 23 and a linear target road surface reaction force torque correction means 24. The feature of the present invention resides in the target road surface reaction force torque calculation means 17, and details will be described later.

  The vehicle state quantity detection means 25 receives the target road surface reaction torque signal Talign_ref (s) and the actual road surface reaction torque signal Talign_act (s) and outputs a vehicle state quantity signal State_veh (s) indicating an understeer sign. The target road surface reaction force torque and the actual road surface reaction force torque coincide with each other in the normal travel region. However, a deviation between the target road reaction force and the actual road reaction force occurs in a travel region where the grip force of the tire 7 is reduced. Therefore, in Patent Document 1, based on this deviation, it is possible to detect a vehicle state quantity indicating understeer or a sign thereof.

  The assist torque determination block 18 receives the vehicle speed signal V (s), the steering torque signal Thdl (s), the motor speed signal Smtr (s), the motor acceleration signal Amtr (s), and the vehicle state quantity signal State_veh (s). An assist torque signal Tassist (s) corresponding to the assist torque Tassist generated by the assist motor is generated. The motor current determiner 19 receives the assist torque signal Tassist (s) and outputs a current target value Iref (s) for the motor drive current for generating the assist torque Tassist.

  When determining the assist torque signal Tassist (s), the assist torque determination block 18 receives the vehicle state quantity signal State_veh (s) and determines the assist torque signal Tassist (s) so that the vehicle is stabilized.

  Next, the principle of target road surface reaction torque calculation in the target road surface reaction torque calculation means 17 which is a feature of the present invention will be described in detail. The target road surface reaction torque is obtained simply based on the vehicle speed and the steering wheel angle. However, there is a relationship between the steering wheel angle and the actual road surface reaction torque that the phase of the actual road surface reaction torque shifts with respect to the steering wheel angle. FIG. 3 is a diagram showing a relative phase relationship between the handle angle and the actual road surface reaction torque in the first embodiment of the present invention. Such a phase shift, that is, the frequency characteristic of the actual road surface reaction force torque with respect to the steering wheel angle varies depending on the vehicle speed.

Next, frequency characteristics of the actual road surface reaction force torque with respect to the steering wheel angle will be described below. The actual road surface reaction torque is expressed by the following equation (4).
Talign = 2 · ζ · Ca · βf (4)
Where ζ is the sum of the caster rail and pneumatic trail, βf is the front wheel side slip angle, and Ca is the ratio of the cornering force to the front wheel side slip angle βf.

Further, the front wheel side slip angle βf is expressed by the following equation (5).
βf = δ−lf / V · γ−β (5)
However, the respective symbols in the above formula (5) are the actual steering angle δ, the distance lf from the center of gravity position of the vehicle to the front shaft, the vehicle speed V, the yaw rate γ of the vehicle, and the side slip angle β of the vehicle body.

Further, the actual steering angle δ is expressed by the following equation (6) using the steering wheel angle Theta and the rack and pinion gear ratio Grp.
δ = Theta / Grp (6)
Substituting the above equations (5) and (6) into the above equation (4) yields the following equation (7).
Talign = 2 · ζ · Ca (Theta / Grp-lf / V · γ-β) (7)

  FIG. 4 is a diagram showing frequency characteristics of the actual road surface reaction force torque with respect to the steering wheel angle in the upper formula (7) of the first embodiment of the present invention. FIG. 4 illustrates frequency characteristics for three types of vehicle speeds of 20 km / h, 40 km / h, and 80 km / h. In the normal steering area of the driver, the phase of the actual road surface reaction force advances as the vehicle speed decreases. Conversely, when the vehicle speed increases, the phase is delayed. Therefore, when obtaining the target road surface reaction torque from the steering wheel angle, it is necessary to consider the frequency characteristics based on the vehicle speed.

  The configuration of the target road surface reaction torque calculation means 17 based on this principle will be described. As shown in FIG. 2, the target road surface reaction torque calculation means 17 includes a linear target road reaction force torque calculation means 23 and a linear target road reaction force torque correction means 24.

  The linear target road surface reaction torque calculation means 23 receives the vehicle speed signal V (s) and the steering wheel angle signal Theta (s), and calculates a linear target road reaction force torque signal Talign_ref_lin (s). The linear target road surface reaction force torque correction means 24 receives the linear target road surface reaction force torque signal Talign_ref_lin (s) and the vehicle speed signal V (s), and changes the frequency characteristics of the linear target road surface reaction force torque signal Talign_ref_lin (s) to the vehicle speed. After correcting based on the signal V (s), a target road surface reaction torque signal Talign_ref (s) is output.

  For example, a vehicle speed of 0 km / h to less than 30 km / h is set to a low speed, a speed of 30 km / h to less than 60 km / h is set to a medium speed, and a speed of 60 km / h or more is set to a high speed. When the vehicle speed signal V (s) is low, the linear target road surface reaction torque signal Talign_ref_lin (s) is advanced by the primary phase advance compensator. Further, when the vehicle speed signal V (s) is a medium speed, the linear target road surface reaction torque signal Talign_ref_lin (s) is not changed.

  Further, when the vehicle speed signal V (s) is high speed, the linear target road surface reaction force torque signal Talign_ref_lin (s) is delayed by the primary phase delay compensator. Here, the time constants of the primary phase lead compensator and the primary phase lag compensator are determined by a map of time constants determined in advance according to the vehicle speed.

  Next, operation | movement of the linear target road surface reaction force torque correction means 24 is demonstrated using a flowchart. FIG. 5 is a flowchart of a series of operations of the linear target road surface reaction force torque correction means 24 according to the first embodiment of the present invention, and includes steps S501 to S507 between the start and the end.

  First, in step S501, the linear target road surface reaction torque signal Talign_ref_lin (s) is read into the memory and stored. Next, in step S502, the vehicle speed signal V (s) is read and stored in the memory. In step S503, it is determined whether the vehicle speed signal V (s) is low speed, medium speed, or high speed.

  If it is determined in step S503 that the vehicle speed signal V (s) is a low speed, in step S504, the phase of the linear target road surface reaction torque signal Talign_ref_lin (s) is advanced, and the target road surface reaction torque It is assumed that the signal Talign_ref (s).

  If it is determined in step S503 that the vehicle speed signal V (s) is medium speed, the target road surface reaction torque is not changed in step S505 without changing the linear target road surface reaction torque signal Talign_ref_lin (s). It is assumed that the signal Talign_ref (s).

  If it is determined in step S503 that the vehicle speed signal V (s) is a high speed, the phase of the linear target road surface reaction torque signal Talign_ref_lin (s) is delayed in step S506, and the target road surface reaction torque. It is assumed that the signal Talign_ref (s). In step S507, the target road surface reaction force torque signal Talign_ref (s) calculated in any of the previous steps S504 to 506 is output according to the vehicle speed.

  As described above, the linear target road surface reaction force torque correcting unit 24 calculates the target road surface reaction torque more accurately by appropriately correcting the linear target road surface reaction torque using the frequency characteristics corresponding to the vehicle speed. Is possible. In order to detect the vehicle state quantity called the understeer sign, as described above, the deviation between the actual road surface reaction torque and the target road surface reaction torque is examined, but by calculating the more accurate target road surface reaction torque, It is possible to detect an understeer sign with high accuracy. As a result, the vehicle stabilization control can be appropriately performed.

  Here, the vehicle speed is divided into three types of low speed, medium speed, and high speed, and the linear target road surface reaction torque signal Talign_ref_lin (s) is appropriately corrected. However, for example, the vehicle speed can be divided into two types, with a speed of less than 40 km / h being a low speed and a speed of 40 km / h or more being a high speed, and a simpler configuration can be obtained.

  In this case, when the vehicle speed signal V (s) is low, the phase of the linear target road surface reaction torque signal Talign_ref_lin (s) is advanced by the primary phase advance compensator, and the vehicle speed signal V (s) is In the case of high speed, this can be dealt with by delaying the phase of the linear target road surface reaction torque signal Talign_ref_lin (s) by a primary phase delay compensator.

  In the above-described example, the linear target road surface reaction force torque signal Talign_ref_lin (s) is corrected using a map of a time constant determined in advance according to the vehicle speed. However, in order to make the configuration easier, the linear target road surface reaction force torque signal Talign_ref_lin (s) is corrected by a primary phase lead compensator having a fixed time constant or a primary phase lag compensator. It is good. At this time, the fixed time constant can be configured as an intermediate value in the above-described time constant map.

  As described above, according to the first embodiment, the frequency characteristics of the steering wheel angle and the actual road surface reaction force torque are considered in accordance with the vehicle speed, and the linear target road surface reaction force torque signal is corrected, thereby achieving higher accuracy. The target road surface reaction torque can be calculated. As a result, it is possible to more accurately detect vehicle state quantities such as instability of vehicle behavior, decrease in tire grip force, disturbance torque from the road surface, etc., and more appropriate control of vehicle behavior stabilization. Can be performed. That is, the vehicle state quantity can be estimated with higher accuracy and can be estimated at an early stage before the tire force saturation.

  In the first embodiment, a vehicle state quantity such as an understeer sign is detected and control is performed so that the vehicle is stabilized. However, by examining the deviation between the target road reaction torque and the actual road reaction torque, it is also possible to detect vehicle state quantities such as oversteer signs and disturbance torque generated from the road surface. The present invention is applicable to all configurations that estimate the vehicle state quantity based on the reaction force torque and the actual road surface reaction force torque.

  In the first embodiment, a handle angle signal obtained from the handle angle sensor 9 attached to the handle 1 is used. In the present invention, the target road surface reaction torque is calculated based on the steering wheel angle signal. However, by using an actual turning angle sensor that detects the actual turning angle of the tire 7 instead of the steering wheel angle sensor 9, more accurate. The target road surface reaction torque can be calculated.

  Furthermore, in this Embodiment 1, the actual road surface reaction force torque detector 16 measured the state quantity by attaching detectors, such as a load cell provided in the tire 7, and described that it was realizable. However, such a detector is not necessarily used. For example, as disclosed in Japanese Patent Application Laid-Open No. 2003-312521 and the like, the present invention can also be realized by calculating road surface reaction force torque with a microcomputer constituting the control unit 8 of the vehicle steering control device.

Embodiment 2. FIG.
In the second embodiment, a vehicle steering control device according to the first embodiment that does not require the handle angle detector 15 and is realized with a simpler configuration will be described. In order to realize a simple configuration, the second embodiment includes a target road surface reaction force torque change rate calculation means 60 instead of the target road surface reaction force torque calculation means 17 in the first embodiment. FIG. 6 is a diagram showing a configuration for detecting a vehicle state quantity using the target road surface reaction force torque change rate calculation means 60 in the second embodiment of the present invention.

  Since the steering wheel angular velocity can be calculated from the motor angular velocity, the target road surface reaction force torque change rate calculating means 60 obtains the target road surface reaction force torque change rate using the motor angular velocity. In the vehicle steering control apparatus according to the second embodiment, the vehicle state quantity is detected by using the target road surface reaction force torque change rate obtained by the target road surface reaction torque change rate calculation means 60.

  In the first embodiment, the vehicle state quantity is detected based on the actual road surface reaction force torque and the target road surface reaction force torque. In contrast, in the second embodiment, the vehicle state quantity is detected based on the target road surface reaction torque change rate and the actual road reaction torque change rate. Other basic configurations are the same, and the differences between the second embodiment and the first embodiment will be described in detail.

  The target road surface reaction force torque change rate calculation means 60 in the second embodiment includes a linear target road surface reaction force torque change rate calculation means 61 and a linear target road surface reaction force torque change rate correction means 62.

  The linear target road surface reaction force torque change rate calculating means 61 receives a vehicle speed signal V (s) and a motor angular speed signal Smtr (s). Here, the steering wheel angular velocity can be obtained by multiplying the motor angular velocity by the reduction gear ratio between the assist motor 5 and the steering shaft 2. For this reason, the linear target road surface reaction force torque change rate calculating means 61 calculates the linear target road surface reaction force torque change rate signal dTalign_ref_lin (s) based on the vehicle speed signal V (s) and the motor angular speed signal Smtr (s).

  The linear target road surface reaction force torque change rate correction means 62 corrects the linear target road surface reaction force torque change rate signal dTalign_ref_lin (s) based on the vehicle speed signal V (s), and the target road surface reaction force torque change rate signal dTalign_ref (s). ) Is output.

  The actual road surface reaction force torque change rate and the steering wheel angular velocity have the same frequency characteristics as those described in FIG. 3 of the first embodiment, and the linear target road reaction force torque change rate signal dTalignn_ref_lin (s) is used as the vehicle speed signal. The principle of correction based on V (s) is the same as that described in the first embodiment.

  As a method for correcting the linear target road reaction force torque change rate signal dTalign_ref_lin (s) based on the above principle, for example, a vehicle speed of 0 km / h or more to less than 30 km / h is low, and a speed of 30 km / h or more to less than 60 km / h is It is conceivable that the speed is set to 60 km or higher and different correction is performed for each classified speed.

  Specifically, for example, when the vehicle speed signal V (s) is a low speed, the linear target road surface reaction force torque change rate signal dTalign_ref_lin (s) is advanced by the primary phase advance compensator. In addition, when the vehicle speed signal V (s) is a medium speed, the linear target road surface reaction force torque change rate signal dTalign_ref_lin (s) is not changed.

  Further, when the vehicle speed signal V (s) is high, the linear target road surface reaction force torque change rate signal dTalignn_ref_lin (s) is delayed by a primary phase delay compensator. Here, the time constants of the primary phase lead compensator and the primary phase lag compensator are determined by a map of time constants determined in advance according to the vehicle speed.

  Next, operation | movement of the linear target road surface reaction force torque change rate correction | amendment means 62 is demonstrated using a flowchart. FIG. 7 is a flowchart of a series of operations of the linear target road surface reaction force torque change rate correction means 62 according to the second embodiment of the present invention, and includes steps S701 to S707 between the start and the end.

  First, in step S701, the linear target road surface reaction force torque change rate signal dTalign_ref_lin (s) is read and stored in the memory. Next, in step S702, the vehicle speed signal V (s) is read into the memory and stored. In step S703, it is determined whether the vehicle speed signal V (s) is low speed, medium speed, or high speed.

  If it is determined in step S703 that the vehicle speed signal V (s) is a low speed, in step S704, the phase of the linear target road surface reaction force torque change rate signal dTalign_ref_lin (s) is advanced to achieve the target road surface reaction. Force torque change rate signal dTalign_ref (s).

  If it is determined in step S703 that the vehicle speed signal V (s) is medium speed, the target road surface reaction is not changed in step S705 without changing the linear target road surface reaction force torque change rate signal dTalign_ref_lin (s). Force torque change rate signal dTalign_ref (s).

  If it is determined in step S703 that the vehicle speed signal V (s) is high speed, in step S706, the phase of the linear target road surface reaction force torque change rate signal dTalignn_ref_lin (s) is delayed to achieve the target road surface reaction. Force torque change rate signal dTalign_ref (s). In step S707, the target road surface reaction force torque change rate signal dTalign_ref (s) calculated in any of the previous steps S704 to 706 is output according to the vehicle speed.

  Then, the vehicle state quantity detection means 25 outputs the linear target road surface reaction force torque change rate signal dTalign_ref (s) and the actual road surface reaction force torque change rate signal dTalign_act (s) calculated by the actual road surface reaction force torque change rate calculation means 63. ) And a vehicle state quantity signal State_veh (s) is output.

  The vehicle state quantity signal State_veh (s) output by the vehicle state quantity detection unit 25 is input to the assist torque determination block 18 as in FIG. 2 of the first embodiment. The assist torque determination block 18 performs calculation based on the vehicle state quantity signal State_veh (s) together with other input signals, and outputs an assist torque signal Tassist (s).

  As described above, according to the second embodiment, the vehicle state quantity is detected using the linear target road surface reaction force torque change rate and the actual road surface reaction force torque change rate, thereby eliminating the need for the steering wheel angle signal. Thus, after realizing a vehicle steering control device with a simpler configuration, the same effects as those of the first embodiment can be obtained. Furthermore, by detecting the vehicle state quantity using the rate of change, it becomes possible to detect the vehicle state quantity such as an understeer sign such as an understeer sign and a decrease in tire grip force at an earlier stage. The assist torque can be corrected.

  In the first and second embodiments of the present invention, the vehicle state quantity is detected by the steering system and the vehicle is controlled to be stabilized. That is, the feature of the present invention is that the frequency characteristics are taken into account when calculating the target road reaction torque or the target road reaction torque change rate, and the vehicle is based on the target road reaction torque or the target road reaction torque change rate. It is to detect the state quantity.

  Therefore, for example, in a vehicle equipped with a so-called ESC (Electronic Stability Control) system capable of controlling the braking force of four wheels, control is performed so that the vehicle behavior is stabilized based on the detected vehicle state quantity. The running stability is improved by performing. That is, if the vehicle has an actuator for controlling the vehicle behavior, the vehicle can be stabilized by using the vehicle state quantity detected based on the target road surface reaction torque or the target road surface reaction torque change rate. Become.

1 is an overall configuration diagram of a vehicle steering control device according to Embodiment 1 of the present invention. It is a block diagram which shows the circuit of the control unit of FIG. 1 in Embodiment 1 of this invention, and the control circuit of an assist motor. It is the figure which showed the relative phase relationship of the steering wheel angle | corner and actual road surface reaction force torque in Embodiment 1 of this invention. It is a figure which shows the frequency characteristic of the actual road surface reaction force torque with respect to the steering wheel angle in Embodiment 1 of this invention. It is a flowchart of a series of operation | movement of the linear target road surface reaction force torque correction means in Embodiment 1 of this invention. In Embodiment 2 of this invention, it is the figure which showed the structure for detecting a vehicle state quantity using a target road surface reaction force torque change rate calculating means. It is a flowchart of a series of operation | movement of the linear target road surface reaction force torque change rate correction | amendment means in Embodiment 2 of this invention.

Explanation of symbols

  1 steering wheel, 2 steering shaft, 3 steering gear box, 4 torque sensor, 5 assist motor, 6 rack and pinion mechanism, 7 tires, 8 control unit, 9 steering angle sensor, 10 steering mechanism, 11 vehicle speed detector (vehicle speed detection means) ), 12 Steering torque detector, 13 Motor angular velocity detector (angular velocity detection means), 14 Motor angular acceleration detector, 15 Handle angle detector (angle detection means), 16 Actual road surface reaction force torque detector, 17 Target road surface reaction Force torque calculation means, 18 assist torque determination block, 19 motor current determiner, 20 motor current comparator, 21 motor driver, 22 motor current detector, 23 linear target road reaction force torque calculation means, 24 linear target road reaction force Torque correction means, 25 vehicle state quantity detection means, 60 target road surface Reaction force torque change rate calculation means, 61 Linear target road surface reaction force torque change rate calculation means, 62 Linear target road reaction force torque change rate correction means, 63 Actual road surface reaction force torque change rate calculation means

Claims (10)

Angle detection means for detecting a handle angle of a vehicle handle;
Vehicle speed detecting means for detecting the vehicle speed of the vehicle;
Linear target road surface reaction torque calculating means for calculating a linear target road surface reaction torque based on the steering wheel angle detected by the angle detection means and the vehicle speed detected by the vehicle speed detection means;
A linear target road surface reaction torque that has a frequency characteristic of an actual road surface reaction force torque with respect to a steering wheel angle and corrects the linear target road surface reaction force torque calculated by the linear target road surface reaction torque calculation means based on the frequency characteristic. A vehicle steering control device comprising: a force torque correcting unit. The vehicle steering control device according to claim 1,
The linear target road surface reaction force torque correction means has frequency characteristics corresponding to a plurality of vehicle speeds in advance, and uses the frequency characteristics corresponding to the vehicle speed detected by the vehicle speed detection means to use the linear target road surface reaction torque correction means. A steering control device for a vehicle, wherein force torque is corrected. The vehicle steering control device according to claim 2,
The linear target road surface reaction force torque correcting means is
If it is determined that the vehicle speed detected by the vehicle speed detection means is low, correct the phase of the linear target road surface reaction torque to advance,
When it is determined that the vehicle speed detected by the vehicle speed detection means is medium speed, the phase of the linear target road surface reaction torque is left as it is,
When determining that the vehicle speed detected by the vehicle speed detection means is high, the vehicle steering control device corrects the phase so that the phase of the linear target road surface reaction torque is delayed. In the vehicle steering control device according to claim 3,
The linear target road surface reaction force torque correcting means is
As a means to advance the phase, it has a primary phase lead compensator with a time constant determined in advance according to the vehicle speed,
A vehicle steering control device comprising a first-order phase lag compensator having a time constant determined in advance according to the vehicle speed as means for delaying the phase. The vehicle steering control device according to any one of claims 1 to 4,
An actual road surface reaction torque detecting means for detecting an actual road surface reaction torque received by the vehicle from the road surface;
Based on the actual road surface reaction force torque detected by the actual road surface reaction force torque detection means and the linear target road surface reaction force torque corrected by the linear target road reaction force torque correction means, a vehicle state quantity is detected. A vehicle steering control device, further comprising: a vehicle state quantity detection unit. Angular velocity detection means for detecting the steering wheel angular velocity of the vehicle handle;
Vehicle speed detecting means for detecting the vehicle speed of the vehicle;
Linear target road reaction force torque change rate calculation means for calculating a linear target road reaction force torque change rate based on the angular speed detection means detected by the angular velocity detection means and the vehicle speed detected by the vehicle speed detection means. When,
A frequency characteristic of the actual road surface reaction force torque change rate with respect to the steering wheel angular velocity is previously provided, and based on the frequency characteristic, the linear target road surface reaction force torque change rate calculated by the linear target road reaction force torque change rate calculating means is calculated. A vehicle steering control device comprising: linear target road surface reaction force torque change rate correction means for correcting. The vehicle steering control device according to claim 6,
The linear target road surface reaction force torque change rate correction means has frequency characteristics corresponding to a plurality of vehicle speeds in advance, and uses the frequency characteristics corresponding to the vehicle speed detected by the vehicle speed detection means, and uses the linear target. A vehicle steering control device that corrects a road surface reaction force torque change rate. The vehicle steering control device according to claim 7,
The linear target road surface reaction force torque change rate correction means includes:
When it is determined that the vehicle speed detected by the vehicle speed detection means is low, the phase is corrected to advance the phase of the linear target road reaction force torque change rate,
If it is determined that the vehicle speed detected by the vehicle speed detection means is medium, the phase of the linear target road reaction force torque change rate is left as it is,
When determining that the vehicle speed detected by the vehicle speed detection means is high, the vehicle steering control device corrects the phase of the linear target road surface reaction force torque change rate to be delayed. The vehicle steering control device according to claim 8,
The linear target road surface reaction force torque change rate correction means includes:
As a means to advance the phase, it has a primary phase lead compensator with a time constant determined in advance according to the vehicle speed,
A vehicle steering control device comprising a first-order phase lag compensator having a time constant determined in advance according to the vehicle speed as means for delaying the phase. The vehicle steering control device according to any one of claims 6 to 9,
An actual road surface reaction force torque change rate detecting means for detecting a change rate of the actual road surface reaction force torque received by the vehicle from the road surface;
Based on the actual road surface reaction force torque change rate detected by the actual road surface reaction force torque change rate detection means and the linear target road surface reaction force torque change rate after correction by the linear target road reaction force torque change rate correction means. And a vehicle state quantity detecting means for detecting the vehicle state quantity.

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