JP2010274775A - Vehicle behavior control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To optimize control of vehicle behavior by more accurately estimating a vehicle condition in a vehicle behavior control device controlling vehicle behavior based on a reaction torque from a road surface. <P>SOLUTION: The vehicle behavior control device includes: steering wheel angle detecting means 15 detecting a steering wheel angle of a vehicle: vehicle speed detecting means 11 detecting a vehicle speed of the vehicle; road surface reaction torque detecting means 16 detecting a reaction torque from an actual road surface generated to a vehicle wheel; target road surface reaction torque calculating means 17 calculating a target road surface reaction torque based on the steering wheel angle and the vehicle speed; and a vehicle condition detector 18 detecting a vehicle condition based on the actual road surface reaction torque and the target road surface reaction torque and making vehicle condition detecting signals an output for controlling the vehicle behavior. This device has a predetermined dead zone a for either one or both of the road surface reaction torque and the target road surface reaction torque. Based on this predetermined dead zone, an erroneous control caused by the phase shift between the actual road surface reaction torque and the target road surface reaction torque is optimized. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle behavior control apparatus that controls vehicle behavior based on road surface reaction torque.

  If the driver receives a disturbance such as a strong crosswind, hail, or cant when traveling straight ahead, the handle will be taken off due to disturbance torque, and the driver may be disturbed due to disturbance when steering the steering wheel in order to drive straight. There are cases where operations are performed to stabilize the vehicle behavior. In order to reduce the driver's steering load in such a situation, there is a technique for detecting a vehicle state and adding a disturbance compensation torque so as to stabilize the vehicle behavior by the electric motor of the electric power steering (for example, Patent Documents). 1).

  In Patent Document 1, a target road surface reaction force torque obtained based on a steering wheel angle and a vehicle speed is compared with an actual road surface reaction force torque generated on a vehicle wheel, and both torques have different signs. The magnitude of the disturbance torque is estimated according to the deviation and ratio.

  In addition, when the deviation or ratio when the target road surface reaction torque is compared with the actual road surface reaction torque becomes large, the vehicle behavior is determined to be in an unstable state or a sign thereof (for example, Patent Document 2).

  In Patent Document 1 and Patent Document 2, the frequency characteristics of the actual road surface reaction force torque with respect to the steering wheel angle are not considered. 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, it is erroneously detected that disturbance torque is generated during normal driving without disturbance torque, or that vehicle behavior is unstable during normal driving when vehicle behavior is not unstable. There is a case.

  In order to eliminate the above false detection and improve detection accuracy, for example, a filter for correcting the frequency characteristics of the target road reaction torque and the actual road reaction torque is provided, and the time constant of the filter is optimized by the vehicle speed and the phase There is a technique for correcting the above (for example, Patent Document 3)

Japanese Patent Laying-Open No. 2008-273226 (FIG. 2 and description thereof) JP 2003-341538 A (FIG. 1 and its description) JP 2007-302047 A (FIG. 2 and explanation thereof)

However, the prior art has the following problems.
Vehicle status detection that detects vehicle conditions such as strong crosswinds, hail, and cant disturbances, unstable vehicle behavior, and reduced tire grip force based on the target road reaction torque and road reaction torque In the apparatus, when there is a phase shift between the target road surface reaction torque and the actual road surface reaction torque, the difference amount between the two signals changes with the frequency change of both torques, which may cause false detection.
The phase shift between the target road reaction torque and the actual road reaction torque is used to measure or estimate not only the vehicle speed but also the number of passengers and load capacity of the vehicle, changes in tire pressure, or actual road reaction torque. It may also occur due to an offset caused by sensor aging.

  It is difficult to preset a time constant of the filter against the phase shift caused by such an unsteady cause, and there is a problem that the phase shift cannot be corrected by correction by the filter.

  The present invention has been made to solve the above-described problems. In a vehicle behavior control apparatus that controls vehicle behavior based on road reaction torque, vehicle behavior is estimated by estimating the vehicle state with higher accuracy. The purpose is to ensure that control is optimized.

  A vehicle behavior control device according to the present invention is a vehicle behavior control device that controls a vehicle behavior based on a road surface reaction torque, and includes a handle angle detection means that detects a handle angle of the vehicle, and a vehicle speed that detects the vehicle speed of the vehicle. Detection means, road surface reaction force torque detection means for detecting actual road surface reaction torque generated on the wheels of the vehicle, target road surface reaction torque calculation means for calculating target road reaction force torque based on the steering wheel angle and the vehicle speed, and A vehicle state detector that detects a vehicle state based on the detected actual road surface reaction force torque and the calculated target road surface reaction force torque, and uses a vehicle state detection signal as an output for controlling the vehicle behavior; A predetermined dead zone with respect to at least one of the detected actual road surface reaction force torque and the calculated target road surface reaction force torque, and is detected based on the predetermined dead zone. It is intended to optimize the erroneous control due to the phase shift between the road surface reaction torque and the calculated target road surface reaction torque.

  The vehicle behavior control device according to the present invention is a vehicle behavior control device that controls a vehicle behavior based on a road surface reaction force torque. The vehicle behavior control device detects a steering angle of a vehicle, and detects a vehicle speed of the vehicle. Vehicle speed detecting means, road surface reaction torque detecting means for detecting actual road surface reaction torque generated on the wheels of the vehicle, target road surface reaction torque calculating means for calculating a target road surface reaction torque based on the steering wheel angle and the vehicle speed. A vehicle state detector that detects a vehicle state based on the detected actual road surface reaction force torque and the calculated target road surface reaction force torque, and uses a vehicle state detection signal as an output for controlling the vehicle behavior; and Vehicle state detection confirmation means for confirming vehicle state detection when the vehicle state detection signal continues for a predetermined time, and a vehicle state detection signal confirmed by the vehicle state detection confirmation means; They are to the optimization of the control error due to phase deviation between the detected actual road surface reaction torque and the calculated target road surface reaction force torque on the basis of.

  The vehicle behavior control device according to the present invention is a vehicle behavior control device that controls a vehicle behavior based on a road surface reaction torque, an angle detection means for detecting a steering angle of the vehicle, and a vehicle speed of the vehicle. Vehicle speed detection means, road reaction force torque detection means for detecting actual road reaction torque generated on the wheels of the vehicle, target road reaction force torque calculation means for calculating target road reaction torque based on the handle angle and the vehicle speed, A vehicle state detector that detects a vehicle state based on the detected actual road surface reaction force torque and the calculated target road surface reaction force torque, and uses a vehicle state detection signal as an output for controlling the vehicle behavior; and Vehicle state detection confirmation means for confirming vehicle state detection when the vehicle state detection signal continues for a predetermined time, the detected actual road surface reaction force torque and the calculated target road surface reaction force A predetermined dead zone for at least one of the torques, and the detected actual road surface reaction force torque and the calculated target road surface reaction based on the predetermined dead zone and a vehicle state detection signal determined by the vehicle state detection determination unit. It is intended to optimize erroneous control due to phase shift with force torque.

  The vehicle behavior control device according to the present invention is a vehicle behavior control device that controls vehicle behavior based on road reaction force torque, and detects angular velocity detection means for detecting the steering wheel angular velocity of the vehicle, and detects the vehicle speed of the vehicle. Vehicle speed detection means, road surface reaction force torque change rate detection means for detecting the rate of change of actual road surface reaction force torque generated on the wheels of the vehicle, and a change rate of target road surface reaction force torque is calculated based on the steering wheel angular speed and the vehicle speed. Target road surface reaction force torque change rate calculating means, and an output for detecting the vehicle state based on the actual road surface reaction force torque change rate and the target road surface reaction force torque change rate and controlling the vehicle behavior with a vehicle state detection signal A predetermined dead zone for at least one of the detected actual road surface reaction force torque change rate and the calculated target road surface reaction force torque change rate. Is intended to optimize the erroneous control due to the phase shift between the predetermined said detected actual road surface reaction torque and the calculated target road surface reaction force torque on the basis of the dead zone of Sico.

  The vehicle behavior control device according to the present invention is a vehicle behavior control device that controls vehicle behavior based on road reaction force torque, and detects angular velocity detection means for detecting the steering wheel angular velocity of the vehicle, and detects the vehicle speed of the vehicle. Vehicle speed detection means, road surface reaction force torque change rate detection means for detecting the rate of change of actual road surface reaction force torque generated on the wheels of the vehicle, and a change rate of target road surface reaction force torque is calculated based on the steering wheel angular speed and the vehicle speed. Target road surface reaction force torque change rate calculating means, an output for detecting the vehicle state based on the actual road surface reaction force torque change rate and the target road surface reaction force torque change rate, and controlling the vehicle behavior using a vehicle state detection signal A vehicle state detector for confirming vehicle state detection when the vehicle state detection signal continues for a predetermined time, and the vehicle state detection confirmation unit It is intended to optimize the erroneous control due to the phase shift between the constant has been said detected actual road surface reaction torque and the calculated target road surface reaction force torque on the basis of the vehicle state detection signal.

  The vehicle behavior control device according to the present invention is a vehicle behavior control device that controls vehicle behavior based on road reaction force torque, and detects angular velocity detection means for detecting the steering wheel angular velocity of the vehicle, and detects the vehicle speed of the vehicle. Vehicle speed detecting means, road surface reaction force torque change rate detecting means for detecting an actual road surface reaction force torque change rate generated in the vehicle wheel, and a target road surface for calculating a target road surface reaction force torque change rate based on the steering wheel angular speed and the vehicle speed Reaction force torque change rate calculating means detects a vehicle state based on the detected actual road surface reaction force torque change rate and the calculated target road surface reaction force torque change rate, and controls the vehicle behavior using a vehicle state detection signal. And a vehicle state detector for determining vehicle state detection when the vehicle state detection signal continues for a predetermined time, and the detected vehicle state detector A predetermined dead zone with respect to at least one of the road surface reaction force torque and the calculated target road surface reaction torque has a predetermined dead zone, and is detected based on the predetermined dead zone and a vehicle state detection signal determined by the vehicle state detection determination unit. This is to optimize the erroneous control due to the phase shift between the actual road surface reaction force torque and the calculated target road surface reaction force torque.

  According to the present invention, it is possible to eliminate erroneous detection due to a phase shift between the target road reaction torque and the actual road reaction torque, or a phase shift between the target road reaction torque change rate and the actual road reaction torque change rate. The detection of the vehicle state can be realized, and the vehicle behavior control performed based on the road surface reaction torque is optimized.

BRIEF DESCRIPTION OF THE DRAWINGS It is a figure which shows Embodiment 1 of this invention, and is a figure which illustrates the whole structure of the steering control apparatus for vehicles which is one of the vehicle behavior control apparatuses. It is a figure which shows Embodiment 1 of this invention, and is a block diagram which illustrates the circuit of the control unit of FIG. 1, and the control circuit of an assist motor. It is a figure which shows Embodiment 1 of this invention, and is a figure which illustrates the internal function of the assist torque determination block of FIG. It is a figure which shows Embodiment 1 of this invention, and is a figure which illustrates the frequency characteristic of the actual road surface reaction force torque with respect to a target road surface reaction force torque. It is a figure which shows Embodiment 1 of this invention, and is a figure which shows the example of the misdetection by the phase shift of a target road surface reaction torque and an actual road surface reaction torque. It is a figure which shows Embodiment 1 of this invention, and is a figure which shows the example by which the false detection was improved by the setting of the dead zone. It is a figure which shows Embodiment 1 of this invention, and is a figure which shows the example by which the false detection was improved by the disturbance torque detection determination means. It is a figure which shows Embodiment 1 of this invention, and is a figure which illustrates a series of operation | movement including a dead zone and a disturbance torque detection determination means with a flowchart. It is a figure which shows Embodiment 2 of this invention, and is a block diagram which illustrates the structure for performing disturbance torque detection using a target road surface reaction force torque change rate and an actual road surface reaction force torque change rate. It is a figure which shows Embodiment 2 of this invention, and is a figure which illustrates a series of operation | movement including a dead zone and a disturbance torque detection determination means with a flowchart.

  Hereinafter, as one of the vehicle behavior control devices, a vehicle steering control device such as an electric power steering device mounted on an automobile or the like, in particular, a vehicle configured to make vehicle state estimation more accurate. A preferred embodiment of a steering control apparatus for a vehicle 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 control device is attached to a steering mechanism (also referred to as a steering mechanism) 10 of the vehicle. 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 control device controls a torque sensor 4 attached to the steering shaft 2, an assist motor 5 attached to the steering shaft 2 (hereinafter also simply referred to as a motor), a handle angle sensor 9 attached to the handle 1, and an assist motor 5. A control unit 8 and a cable connecting them are included. Of course, the power supply unit is also included, but it is obvious, so the description is omitted here.

  In FIG. 1, a handle 1 is a steering handle of an automobile that is steered by a driver, and is connected to an upper end of a steering shaft 2. A steering torque Thdl is applied to the steering wheel 1 by the driver, 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. The combined torque obtained by adding the steering torque Thdl and the assist torque Tassist applied to the steering shaft 2 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 control device of FIG. 1 has an EPS (Electric Power Steering) control unit 8 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 control device of FIG. 1 detects a steering torque Thdl when the driver turns the steering wheel 1 as a 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 includes 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.

Dynamically, 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, since the inertia term of the assist motor 5 also acts when the handle 1 is rotated, the steering shaft reaction force torque Ttran is given by the following equation (1).
Ttran = Thdl + Tassist-J ・ dw / dt (1)
Here, 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)
Here, Ggear is the reduction gear ratio of the reduction gear between the assist motor 5 and the steering shaft 2, and Kt is the 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 a friction torque in the assist motor 5, Tfrp is a 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 control device 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, a target Road surface reaction torque calculation means 17, assist torque determination block 18, motor current determiner 19, motor current comparator 20, motor driver 21, motor current detector 22, dead zone a23, dead zone b24 Further, disturbance torque detection means 25 and disturbance torque detection determination means 26 are included.

  In the present embodiment, a case will be described as a specific example in which a disturbance torque that causes the steering wheel to be removed is detected in the vehicle steering control device. Therefore, the vehicle state detector is the disturbance torque detection means 25, and the vehicle state detection confirmation means is the disturbance torque detection confirmation means 26.

  The vehicle state detector may be configured not only to detect disturbance torque, but also to be an unstable state detector for vehicle behavior such as so-called understeer or oversteer, or a detector for tire grip force reduction. The present invention is applicable to all configurations that estimate the vehicle state based on the road surface reaction torque and the actual road surface reaction torque.

  The vehicle speed detector 11 receives the vehicle speed V and outputs a vehicle speed signal V (s). The steering torque detector 12 includes a 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 includes a handle angle sensor 9, receives the handle angle Theta, and outputs a handle angle signal Theta (s). The actual road surface reaction torque detector 16 receives the actual road surface reaction torque Talign and outputs an actual road surface reaction torque signal Talign_act (s).

  The actual road surface reaction torque detector 16 is a detecting means such as a load cell provided in the tire 7, for example, receives the actual road surface reaction torque Talign and outputs an actual road surface reaction torque signal Talign_act (s) proportional thereto. To do.

  The target road surface reaction torque calculation means 17 receives the vehicle speed signal V (s) and the steering wheel angle signal Theta (s) and outputs a target road surface reaction torque signal Talign_ref (s).

  A dead zone a23 is provided in the target road surface reaction torque signal Talign_ref (s), and a dead zone b24 is provided in the actual road surface reaction torque signal Talign_act (s). ) And the actual road surface reaction torque Talign_act (s), a disturbance torque detection signal Tdist (s) is output. The disturbance torque detection determination means 26 receives the disturbance torque detection signal Tdist (s) that is the output of the disturbance torque detection means 25, and outputs Tdist_fixed (s) when the disturbance torque detection signal Tdist (s) continues for a predetermined time. . The feature of the present invention lies in the dead zone a23, dead zone b24, and disturbance torque detection determination means 26, and will be described in detail later together with the disturbance torque detection means 25.

  The assist torque determination block 18 includes a vehicle speed signal V (s), a steering torque signal Thdl (s), a motor speed signal Smtr (s), a motor acceleration signal Amtr (s), and a disturbance torque detection confirmation signal Tdist_fixed (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.

  In order to drive the assist motor 5, a motor current comparator 20, a motor driver 21, and a motor current detector 22 are included. The motor current detector 22 outputs a motor drive current signal Imtr (s) corresponding to the actual drive current Imtr of the assist motor 5. The motor current comparator 20 compares the current target value Iref (s) with the motor drive current signal Imtr (s). The motor driver 21 drives the assist motor 5 so that the difference between the current target value Iref (s) and the drive current signal Imtr (s) is zero.

  FIG. 3 is a block diagram of the assist torque determination block 18 of FIG. 2 in Embodiment 1 of the present invention. The assist torque determination block 18 includes an assist map compensator 30, an inertia compensator 31, a viscosity compensator 32, a disturbance compensator 33, and an adder 34.

  The assist map compensator 30 receives the vehicle speed signal V (s) and the steering torque signal Thdl (s) and outputs an assist map compensation torque signal map (s). The inertia compensator 31 receives the vehicle speed signal V (s) and the motor angular acceleration Amtr (s) and outputs an inertia compensation torque signal inner (s). The viscosity compensator 32 receives the vehicle speed signal V (s) and the motor angular speed signal Smtr (s), and outputs a viscosity compensation torque signal damp (s). The disturbance compensator 33 receives the vehicle speed signal V (s) and the disturbance torque detection confirmation signal Tdist_fixed (s), and outputs a disturbance compensation torque signal dist (s) so as to cancel the influence of the disturbance torque and stabilize the steering.

  In the first embodiment, the compensator in the assist torque determination block 18 is limited to the assist map compensator 30, the inertia compensator 31, the viscosity compensator 32, and the disturbance compensator 33, and the compensation to the assist torque determination block 18 is limited. Although the input signal is also limited, various other input signals and compensators may be provided.

  Next, the dead zone a23, dead zone b24, and disturbance torque detection determination means 26, which are the features of the present invention, will be described together with the disturbance torque detection means 25.

  The disturbance torque detecting means 25 detects the disturbance torque by a known technique as disclosed in Patent Document 1. In Patent Document 1, the disturbance torque is detected based on the target road surface reaction torque and the actual road surface reaction torque. As shown in Patent Document 1, the target road surface reaction torque and the actual road surface reaction torque match in the normal travel region. However, when disturbance torque is generated, the target road surface reaction torque and the actual road surface reaction torque have different signs. Therefore, in Patent Document 1, the disturbance torque detecting means receives the actual road surface reaction force torque and the target road surface reaction force torque as inputs, and calculates the deviation or ratio of both torques when both torques have different signs. Is detected. Also in this embodiment, the disturbance torque detecting means 25 will be described as detecting the disturbance torque by the same method. A feature of the present invention is that a dead band is provided for the input signal of the disturbance torque detection means 25 and a disturbance torque detection determination means is provided for the output signal. Here, a configuration as shown in Patent Document 1 in which no dead zone and disturbance torque detection determination means are provided is referred to as a conventional configuration.

  As described above, the target road surface reaction torque and the actual road surface reaction torque may be out of phase due to various causes. For example, FIG. 4 shows the frequency characteristics of the actual road surface reaction torque with respect to the target road surface reaction torque. As shown in FIG. 4, it can be seen that the frequency characteristics change due to changes in tire air pressure. FIG. 5 shows a time waveform of each torque value and a disturbance torque detection signal in the conventional configuration when the phases of the target road surface reaction torque and the actual road surface reaction torque are shifted. The disturbance torque detection signal is 0 when no disturbance torque is detected, and 1 when a disturbance torque is detected. If the target road surface reaction torque and the actual road surface reaction torque are out of phase, there will be a section where the target road surface reaction torque and the actual road surface reaction torque have different signs. Therefore, as shown in FIG. False detection occurs.

  In the present invention, in order to prevent such erroneous detection, a dead zone is provided for the actual road surface reaction force torque and the target road surface reaction force torque which are input signals of the disturbance torque detection means, and disturbance torque detection is performed on the output of the disturbance torque detection means. A confirmation means is provided.

  First, the reason and effect of providing a dead zone in the actual road surface reaction force torque and the target road surface reaction force torque will be described in detail. FIG. 6 is a time waveform comparing a conventional configuration and a configuration in which a dead zone is provided in the actual road surface reaction torque when the target road surface reaction torque and the actual road surface reaction torque are out of phase. Since the disturbance torque detecting means determines that the disturbance torque is generated when both torques have different signs, in the conventional configuration shown in FIG. 6 (1) (indicated by 1 in a circle), both torques are detected. An erroneous detection interval occurs when the code is different. On the other hand, as shown in FIG. 6 (2) (in the figure, 2 is indicated in a circle), when a dead zone is provided in the actual road surface reaction torque, the actual road surface reaction torque enters the dead zone region. Therefore, it is understood that the target road surface reaction force torque is not different from that of the target road surface reaction force torque, and there is no erroneous detection section. Thus, erroneous detection can be prevented by providing a dead zone in at least one of the actual road surface reaction torque or the target road surface reaction torque.

  Next, the reason and effect of providing the disturbance torque detection confirmation means after the output of the disturbance torque detection means will be described in detail. FIG. 7 compares a configuration in which a dead zone is provided in the actual road surface reaction force torque and a configuration in which disturbance torque detection determination means is provided when the target road surface reaction torque and the actual road surface reaction torque are out of phase. It is a time waveform. In FIG. 7, the phase shift between the target road surface reaction force torque and the actual road surface reaction force torque is approximately the same as in FIG. 6, but the frequency of both torques is higher than that in FIG. 6. At this time, similarly to FIG. 6, in the conventional configuration of FIG. 7 (1) (indicated by 1 in a circle), a disturbance torque is erroneously detected due to a phase shift. Further, even in the configuration of FIG. 7B (where 2 is indicated in a circle in the figure) in which the dead zone similar to FIG. 6 is provided in the actual road surface reaction force torque, the erroneous detection section is not completely eliminated. I understand that. This is because the frequency of both torque signals is high, so the slope when passing through 0 Nm is large, and the deviation between both torque signals is large. Therefore, disturbance torque detection determination means is provided at the output of the disturbance torque detection means. FIG. 7 (3) (in the figure, 3 is indicated in a circle) is a time waveform when a disturbance torque detection determining means is provided. The disturbance torque detection confirmation means outputs a disturbance torque detection confirmation signal only when the disturbance torque detection signal continues for a predetermined time or more. In FIG. 7 (3) (in the figure, 3 is indicated in a circle), since the disturbance torque detection signal is less than the predetermined time duration, the disturbance torque detection signal is erroneously detected in the disturbance torque detection confirmation signal. Absent.

  In this way, when the phase of a high frequency signal is shifted, the deviation between both signals becomes large when both signals have different signs. Therefore, in order to prevent erroneous detection due to the dead band, a large dead band region is set. There is a need. However, making the dead zone too large may hinder the detection of disturbance torque that should be detected. On the other hand, in the case of a high-frequency signal, the time when both signals are different from each other is shorter than that of a low-frequency signal. be able to.

  As shown in FIG. 6, the low-frequency signal has a gentle slope when both torque signals pass 0 Nm, so the deviation between the two torque signals is small, but the time for different signs is longer than the high-frequency signal. . Therefore, in order to prevent erroneous detection only by the disturbance torque detection determination means, the predetermined time must be lengthened. However, if the predetermined time is too long, there is a possibility that the detection of the disturbance torque that should be detected originally may be hindered. On the other hand, when the signal has a low frequency, since the deviation between the periods in which both torque signals have different signs is smaller than that when the signal has a high frequency, erroneous detection can be prevented even with a relatively small dead band setting. As described above, by appropriately setting the predetermined time for the dead zone and the disturbance torque detection determination means, it is possible to prevent erroneous detection for both low-frequency and high-frequency input signals.

  Next, operations when the dead zone a23, the dead zone b24, and the disturbance torque detection confirmation unit 26 are set before and after the disturbance torque detection unit 25 will be described with reference to a flowchart. FIG. 8 is a flowchart of a series of operations of the dead zone a23, dead zone b24, disturbance torque detection means 25, disturbance torque detection determination means 26 in the first embodiment of the present invention, and includes steps S701 to S708 between the start and end. It is out. In addition, the blocks corresponding to steps S701 to S708 are described in each block of FIG.

First, in step S701, the target road surface reaction torque signal Talign_ref (s) is read into the memory and stored.
Next, in step S702, it is determined whether the target road surface reaction force torque signal Talign_ref (s) is within a preset dead zone region.

  If it is determined in S702 that the target road surface reaction torque signal Talign_ref (s) is within the dead zone region, the target road surface reaction torque signal Talign_ref (s) is set to 0 in step S703.

In step S704, the actual road surface reaction torque signal Talign_act (s) is read into the memory and stored.
Next, in step S705, it is determined whether the actual road surface reaction force torque signal Talign_act (s) is within a preset dead zone region.

  If it is determined in S705 that the actual road surface reaction force torque signal Talign_act (s) is within the dead zone region, the actual road surface reaction force torque signal Talign_act (s) is set to 0 in step S706.

  Next, in step S707, a disturbance torque detection signal Tdist (s) is generated based on the target road surface reaction torque signal Talign_ref (s) and the actual road surface reaction force torque signal Talign_act (s) subjected to the dead zone processing in steps S701 to S706. Calculate.

  Finally, in step S708, when the disturbance torque detection signal Tdist (s) calculated in step S707 continues for a predetermined time, a disturbance torque determination signal Tdist_fixed (s) is output assuming that disturbance torque has occurred.

  As described above, the dead zone a23 and the dead zone b24 are provided in the target road surface reaction torque signal Talign_ref (s) and the actual road surface reaction torque signal Talign_act (s) which are input signals of the disturbance torque detection unit 25, and the disturbance torque detection unit 25 By providing disturbance torque detection confirmation means 26 after output, even if there is a phase shift between the target road surface reaction torque signal Talign_ref (s) and the actual road surface reaction torque signal Talign_act (s), erroneous detection can be prevented. A highly accurate disturbance torque can be detected. As a result, disturbance torque suppression control for reducing the influence of disturbance torque on steering can be performed more appropriately.

  Here, the dead zone is set for both the target road surface reaction torque signal Talign_ref (s) and the actual road surface reaction torque signal Talign_act (s). It becomes possible to set it as a simple structure.

  In addition, although both the dead zone and disturbance torque detection confirmation means are set, the dead zone and disturbance torque detection can be performed when the frequency of the target road reaction torque and the actual road reaction torque is limited in advance. Only one of the confirmation means may be set, and a simpler configuration can be achieved.

Further, in the above-described example, the dead zone areas of the dead zone a23 and the dead zone b24 and the predetermined time of the disturbance torque detection determination means 26 are constant, but may be changed according to the vehicle speed. For example, the longer the vehicle speed is away from the reference vehicle speed at which the phases of the estimated road surface reaction torque and the actual road surface reaction torque are the best, the dead zones of the dead zones a23 and b24 and the predetermined time of the disturbance torque detection determination means 26 are increased. You may do it.
Specifically, for example, the map may be changed according to a map set in advance according to the vehicle speed. In this case, for example, as the distance from the reference vehicle speed at which the estimated road surface reaction force torque and the actual road surface reaction torque torque match most closely, the dead zone area of the dead zone a23 and dead zone b24 and the predetermined time of the disturbance torque detection determination means 26 are increased. The map should be set as follows.
This makes it possible to detect disturbance torque with higher accuracy according to the vehicle speed.

  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 configuring the control unit 8 of the vehicle steering control device. This makes it possible to realize at a lower cost, such as omitting a load cell.

Embodiment 2. FIG.
In the second embodiment, a description will be given of 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. In order to realize a simple configuration, in the second embodiment, a target road surface reaction force torque change rate calculation means 81 is provided instead of the target road surface reaction force torque calculation means 17 in the first embodiment. FIG. 9 is a diagram showing a configuration for detecting a vehicle state using the target road surface reaction force torque change rate conversion means 81 in the second embodiment of the present invention. As in the first embodiment, detection of disturbance torque as a vehicle state will be described as an example.

  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 81 obtains the target road surface reaction force torque change rate using the motor angular velocity. In the vehicle steering apparatus according to the second embodiment, the disturbance torque is detected using the target road surface reaction torque change rate obtained by the target road reaction torque change rate calculation means 81.

  In the first embodiment, the disturbance torque is detected based on the actual road surface reaction torque and the target road surface reaction torque. In contrast, in the second embodiment, the disturbance torque 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 differences between the second embodiment and the first embodiment will be described in detail.

  Target road surface reaction force torque change rate calculation means 81 in the second embodiment receives vehicle speed signal V (s) and 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. Therefore, the target road surface reaction force torque change rate calculating means 81 calculates the target road surface reaction force torque change rate dTalign_ref (s) based on the vehicle speed signal V (s) and the motor angular speed signal Smtr (s).

  The actual road surface reaction force torque change rate calculating means 82 calculates the actual road surface reaction force torque change rate by differentiating the actual road surface reaction torque signal Talign_act (s), and the actual road surface reaction force torque change rate signal dTalign_act (s). Is output.

  The actual road surface reaction force torque change rate and the target road surface reaction force torque change rate have the same frequency characteristics as those described in FIG. 4 of the first embodiment, and the actual road surface reaction force torque change rate and the target road surface reaction torque change rate. The principle of erroneous detection due to the phase shift of the force torque change rate is the same as that described in the first embodiment. Therefore, even when the disturbance torque is detected based on the actual road surface reaction force torque change rate and the target road surface reaction force torque change rate, the principle that the false detection of the disturbance torque can be prevented by the dead zone and the disturbance torque detection determination means is This is the same as described in the first embodiment.

  Regarding the disturbance torque detection based on the above principle, a series of operations of the dead zone a23, the dead zone b24, the disturbance torque detection means 25, and the disturbance torque detection determination means 26 shown in FIG. 9 will be described with reference to the flowchart shown in FIG. FIG. 10 includes steps S901 to S909 between the start and the end. In addition, the blocks corresponding to steps S901 to S909 are described in each block of FIG.

First, in step S901, the target road surface reaction force torque change rate signal dTalign_ref (s) is read into the memory and stored.
Next, in step S902, it is determined whether the target road surface reaction force torque signal dTalign_ref (s) is within a preset dead zone region.

  If it is determined in S902 that the target road surface reaction force torque change rate signal dTalign_ref (s) is within the dead zone region, the target road surface reaction force torque change rate signal dTalign_ref (s) is set to 0 in Step S903. To.

In step S904, the actual road surface reaction force torque change rate signal dTalign_act (s) is read into the memory and stored.
Next, in step S905, it is determined whether the actual road surface reaction force torque change rate signal dTalign_act (s) is within a preset dead zone region.

  If it is determined in S905 that the actual road surface reaction force torque change rate signal dTalign_act (s) is within the dead zone region, the actual road surface reaction force torque change rate signal dTalign_act (s) is set to 0 in Step S906. To.

  Next, in step S907, a disturbance torque detection signal Tdist based on the 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) subjected to the dead zone processing in steps S901 to S906. Calculate (s).

  Finally, in step S908, when the disturbance torque detection signal Tdist (s) calculated in step S907 continues for a predetermined time set in advance, it is determined that the disturbance torque has occurred, and the disturbance torque determination signal Tdist_fixed (s) is set. Output.

  Here, the dead zone is set for both the target road reaction torque change rate signal dTalign_ref (s) and the actual road reaction torque change rate signal dTalign_act (s). It is possible to achieve a simpler configuration.

  In addition, although both the dead zone and disturbance torque detection confirmation means are set, the dead zone and disturbance torque detection can be performed when the frequency of the target road reaction torque and the actual road reaction torque is limited in advance. Only one of the confirmation means may be set, and a simpler configuration can be achieved.

Further, in the above-described example, the dead zone areas of the dead zone a23 and the dead zone b24 and the predetermined time of the disturbance torque detection determination means 26 are constant, but may be changed according to the vehicle speed. For example, the longer the vehicle speed is away from the reference vehicle speed at which the phases of the estimated road surface reaction torque and the actual road surface reaction torque are the best, the dead zones of the dead zones a23 and b24 and the predetermined time of the disturbance torque detection determination means 26 are increased. You may do it.
Specifically, for example, the map may be changed according to a map set in advance according to the vehicle speed. In this case, for example, as the distance from the reference vehicle speed at which the phases of the estimated road surface reaction torque and the actual road surface reaction torque are the best matches, the dead zones of the dead zones a23 and b24 and the predetermined time of the disturbance torque detection determination unit 26 are increased. The map should be set as follows.
This makes it possible to detect disturbance torque with higher accuracy according to the vehicle speed.

  As described above, according to the second embodiment, since the disturbance torque is detected using the target road surface reaction torque change rate and the actual road surface reaction force torque change rate, the steering wheel angle signal becomes unnecessary. An effect similar to that of the first embodiment can be obtained after realizing a vehicle steering control device with a simple configuration. Further, by using the rate of change, disturbance torque can be detected earlier, and assist torque can be corrected early.

  In Embodiments 1 and 2 of the present invention, the vehicle state is detected by the steering system, and the vehicle is controlled to be stabilized. However, for example, in a vehicle equipped with a so-called ESC (Electronic Stability Control) system capable of controlling the braking force of four wheels, the vehicle behavior is stabilized based on the vehicle state detected by the steering system. It is good also as a structure which performs control like this. That is, if the vehicle has an actuator for controlling the vehicle behavior, the vehicle state detected based on the target road surface reaction torque or the actual road surface reaction torque, or the target road surface reaction force torque change rate or the actual road surface reaction force torque change rate. By using the vehicle, it becomes possible to stabilize the vehicle more accurately.

  1 to 10, the same reference numerals denote the same or corresponding parts in the drawings.

  As described above, the first to third embodiments of the present invention have the following technical features.

Features 1 A vehicle behavior control device for controlling a vehicle behavior based on road reaction force torque, comprising: a handle angle detection means for detecting a vehicle handle angle; a vehicle speed detection means for detecting a vehicle speed of the vehicle; Road surface reaction force torque detection means for detecting road surface reaction force torque, target road surface reaction force torque calculation means for calculating target road surface reaction force torque based on the steering wheel angle and the vehicle speed, and the detected actual road surface reaction force torque A vehicle state detector that detects a vehicle state based on the calculated target road surface reaction force torque and outputs a vehicle state detection signal to control the vehicle behavior, and the detected actual road surface reaction force torque and There is a predetermined dead zone for at least one of the calculated target road surface reaction force torques, and the detected actual road surface reaction force torque and the calculated eyes based on the predetermined dead zone Vehicle behavior control apparatus characterized by optimizing the control error due to the phase shift between the road surface reaction torque.
Features 2 A vehicle behavior control device for controlling a vehicle behavior based on road reaction force torque, comprising: a handle angle detection means for detecting a vehicle handle angle; a vehicle speed detection means for detecting a vehicle speed of the vehicle; Road surface reaction force torque detecting means for detecting road surface reaction force torque, target road surface reaction force torque calculating means for calculating a target road surface reaction force torque based on the steering wheel angle and the vehicle speed, the detected actual road surface reaction force torque and the A vehicle state detector that detects a vehicle state based on the calculated target road reaction force torque and outputs a vehicle state detection signal as an output for controlling the vehicle behavior, and a vehicle when the vehicle state detection signal continues for a predetermined time Vehicle condition detection confirming means for confirming condition detection, and the detected actual road surface reaction force torque based on the vehicle condition detection signal determined by the vehicle condition detection confirming means Vehicle behavior control apparatus characterized by optimizing the control error due to the phase shift between the calculated target road surface reaction torque.
Feature point 3. A vehicle behavior control device for controlling a vehicle behavior based on a road surface reaction torque, an angle detection means for detecting a steering angle of the vehicle, a vehicle speed detection means for detecting a vehicle speed of the vehicle, and an actual road surface generated on a wheel of the vehicle Road surface reaction force torque detecting means for detecting reaction force torque, target road surface reaction force torque calculating means for calculating target road reaction force torque based on the steering wheel angle and the vehicle speed, the detected actual road surface reaction force torque and the calculation A vehicle state detector that detects a vehicle state based on the target road surface reaction torque and outputs a vehicle state detection signal for controlling the vehicle behavior, and a vehicle state when the vehicle state detection signal continues for a predetermined time. Vehicle state detection / confirmation means for confirming detection, and predetermined insensitivity to at least one of the detected actual road surface reaction force torque and the calculated target road surface reaction force torque And an erroneous control due to a phase shift between the detected actual road surface reaction force torque and the calculated target road surface reaction force torque based on the predetermined dead zone and a vehicle state detection signal determined by the vehicle state detection determination unit. Vehicle behavior control device characterized by optimizing the vehicle.
Feature point 4. 4. The vehicle behavior control device according to feature point 1 or feature point 3, wherein the dead zone has a dead zone corrected by the vehicle speed.
Feature point 5. 4. The vehicle behavior control device according to the feature point 2 or the feature point 3, wherein the vehicle state detection determination means corrects the predetermined time by the vehicle speed.
Feature point6. A vehicle behavior control device for controlling a vehicle behavior based on a road surface reaction torque, an angular velocity detecting means for detecting a steering wheel angular speed of a vehicle, a vehicle speed detecting means for detecting a vehicle speed of the vehicle, and an actual road surface generated on a wheel of the vehicle Road surface reaction force torque change rate detection means for detecting a reaction force torque change rate, target road surface reaction force torque change rate calculation means for calculating a target road surface reaction force torque change rate based on the steering wheel angular speed and the vehicle speed, and A vehicle state detector that detects a vehicle state based on an actual road surface reaction force torque change rate and the target road surface reaction force torque change rate, and uses a vehicle state detection signal as an output for controlling the vehicle behavior; And a predetermined dead zone for at least one of the actual road surface reaction force torque change rate and the calculated target road surface reaction force torque change rate, and is detected based on the predetermined dead zone. Vehicle behavior control apparatus characterized by optimizing the control error due to phase deviation between the actual road surface reaction torque and the calculated target road surface reaction torque.
Feature 7 A vehicle behavior control device for controlling a vehicle behavior based on a road surface reaction torque, an angular velocity detecting means for detecting a steering wheel angular speed of a vehicle, a vehicle speed detecting means for detecting a vehicle speed of the vehicle, and an actual road surface generated on a wheel of the vehicle Road surface reaction force torque change rate detecting means for detecting a reaction torque change rate, target road reaction force torque change rate calculating means for calculating a target road reaction torque torque change rate based on the steering wheel angular speed and the vehicle speed, A vehicle state detector that detects a vehicle state based on a road surface reaction force torque change rate and the target road surface reaction force torque change rate and uses a vehicle state detection signal as an output for controlling the vehicle behavior, and the vehicle state detection signal Includes vehicle state detection confirmation means for confirming vehicle state detection when a predetermined time has elapsed, and the detection is performed based on the vehicle state detection signal confirmed by the vehicle state detection confirmation means. Vehicle behavior control apparatus characterized by optimizing the control error due to phase deviation between the actual road surface reaction torque and the calculated target road surface reaction torque which is.
Feature point 8. A vehicle behavior control device for controlling a vehicle behavior based on a road surface reaction torque, an angular velocity detecting means for detecting a steering wheel angular speed of a vehicle, a vehicle speed detecting means for detecting a vehicle speed of the vehicle, and an actual road surface generated on a wheel of the vehicle A road surface reaction force torque change rate detecting means for detecting a reaction force torque change rate, a target road surface reaction force torque change rate calculating means for calculating a target road surface reaction force torque change rate based on the steering wheel angular speed and the vehicle speed, the detected A vehicle state detector that detects a vehicle state based on an actual road surface reaction force torque change rate and the calculated target road surface reaction force torque change rate, and uses a vehicle state detection signal as an output for controlling the vehicle behavior; and Vehicle state detection confirmation means for confirming vehicle state detection when the vehicle state detection signal continues for a predetermined time, the detected actual road surface reaction force torque and the calculated target road The detected actual road surface reaction force torque and the calculated target based on the predetermined dead zone for at least one of the reaction force torques and the vehicle state detection signal determined by the predetermined dead zone and the vehicle state detection determination means. A vehicle behavior control device characterized by optimizing erroneous control due to a phase shift from a road surface reaction torque.
Feature point 9. The vehicle behavior control device according to feature point 6 or feature point 8, wherein the dead zone is a dead zone region corrected by the vehicle speed.
Feature point 10. The vehicle behavior control device according to feature point 7 or feature point 8, wherein the vehicle state detection confirmation means corrects the predetermined time by the vehicle speed.
Feature point 11. Angle detection means for detecting the steering angle of the vehicle, vehicle speed detection means for detecting the vehicle speed of the vehicle, road surface reaction force torque detection means for detecting road surface reaction torque generated on the wheels of the vehicle, the handle angle and the Target road surface reaction force torque calculating means for calculating a target road surface reaction force torque based on the vehicle speed, and a vehicle state for detecting a vehicle state based on the road surface reaction force torque and the target road surface reaction force torque and outputting a vehicle state detection signal A vehicle steering control device comprising a detector, wherein at the time of input to the vehicle state detector, at least one of the road surface reaction force torque and the target road surface reaction force torque has a dead zone.
Feature point 12. Angle detection means for detecting the steering angle of the vehicle, vehicle speed detection means for detecting the vehicle speed of the vehicle, road surface reaction force torque detection means for detecting road surface reaction torque generated on the wheels of the vehicle, the handle angle and the Target road surface reaction force torque calculating means for calculating a target road surface reaction force torque based on the vehicle speed, and a vehicle state for detecting a vehicle state based on the road surface reaction force torque and the target road surface reaction force torque and outputting a vehicle state detection signal A vehicle steering control device comprising a detector, and comprising vehicle state detection determination means for determining vehicle state detection when the vehicle state detection signal continues for a predetermined time set in advance.
Feature point 13. Angle detection means for detecting the steering angle of the vehicle, vehicle speed detection means for detecting the vehicle speed of the vehicle, road surface reaction force torque detection means for detecting road surface reaction torque generated on the wheels of the vehicle, the handle angle and the Target road surface reaction force torque calculating means for calculating a target road surface reaction force torque based on the vehicle speed, and a vehicle state for detecting a vehicle state based on the road surface reaction force torque and the target road surface reaction force torque and outputting a vehicle state detection signal A detector, and at the time of input to the vehicle state detector, at least one of the road surface reaction force torque and the target road surface reaction force torque has a dead zone, and the vehicle state detection signal continues for a predetermined time set in advance. A vehicle steering control device comprising vehicle state detection confirmation means for confirming vehicle state detection when the vehicle is detected.
Feature point 14. 14. The vehicle steering control device according to feature point 11 or feature point 13, wherein the dead zone is a correction of a dead zone region based on the vehicle speed.
Feature point 15. 14. The vehicle steering control device according to the feature point 12 or the feature point 13, wherein the vehicle state detection determination means corrects the predetermined time based on the vehicle speed.
Feature point 16. Angular velocity detection means for detecting a steering wheel angular velocity of the vehicle, vehicle speed detection means for detecting the vehicle speed of the vehicle, road surface reaction force torque change rate detection means for detecting a road surface reaction force torque change rate generated on the wheels of the vehicle, Target road surface reaction force torque change rate calculating means for calculating a target road surface reaction force torque change rate based on the steering wheel angular velocity and the vehicle speed, and a vehicle state based on the road surface reaction force torque change rate and the target road surface reaction force torque change rate And a vehicle state detector that outputs a vehicle state detection signal, and at the time of input to the vehicle state detector, at least one of the road surface reaction force torque change rate and the target road surface reaction force torque change rate has a dead zone. A vehicle steering control device comprising:
Feature point 17. Angular velocity detection means for detecting a steering wheel angular velocity of the vehicle, vehicle speed detection means for detecting the vehicle speed of the vehicle, road surface reaction force torque change rate detection means for detecting a road surface reaction force torque change rate generated on the wheels of the vehicle, Target road surface reaction force torque change rate calculating means for calculating a target road surface reaction force torque change rate based on the steering wheel angular velocity and the vehicle speed, and a vehicle state based on the road surface reaction force torque change rate and the target road surface reaction force torque change rate And a vehicle state detection unit for determining vehicle state detection when the vehicle state detection signal continues for a predetermined time set in advance. A vehicle steering control device.
Feature point 18. Angular velocity detection means for detecting the steering wheel angular speed of the vehicle, vehicle speed detection means for detecting the vehicle speed of the vehicle, road surface reaction force torque change rate detection means for detecting a road surface reaction force torque change rate generated on the wheels of the vehicle, Target road surface reaction force torque change rate calculating means for calculating a target road surface reaction force torque change rate based on the steering wheel angular velocity and the vehicle speed, and a vehicle state based on the road surface reaction force torque change rate and the target road surface reaction force torque change rate And a vehicle state detector that outputs a vehicle state detection signal, and at the time of input to the vehicle state detector, at least one of the road surface reaction force torque change rate and the target road surface reaction force torque change rate has a dead zone. And a vehicle state detection confirmation means for confirming vehicle state detection when the vehicle state detection signal continues for a predetermined time set in advance. Steering control unit.
Feature point 19. 19. The vehicle steering control device according to the feature point 16 or the feature point 18, wherein the dead zone corrects a dead zone region based on the vehicle speed.
Feature point 20. The vehicle steering control device according to the feature point 7 or the feature point 8, wherein the vehicle state detection determination means corrects the predetermined time based on the vehicle speed.

1 steering wheel, 2 steering shaft,
3 Steering gear box, 4 Torque sensor,
5 motor, 6 rack and pinion shaft,
7 tires, 8 control units,
9 Handle angle sensor (handle angle detection means),
10 Steering mechanism,
11 vehicle speed detector (vehicle speed detection means), 12 ... steering torque detector,
13 Motor angular velocity detector, 14 Motor angular acceleration detector,
15 Handle angle detector (handle angle detection means),
16 Actual road surface reaction torque detector (road surface reaction torque detection means)
17 Target road surface reaction torque calculation means,
18 Assist torque determination block (vehicle condition detector),
19 motor current determiner, 20 motor current comparator,
21 motor driver, 22 motor current detector,
23 Dead band a, 24 Dead band b,
25 Disturbance torque detection means,
26 Disturbance torque detection confirmation means (vehicle state detection confirmation means).

Claims (10)

A vehicle behavior control device that controls vehicle behavior based on road surface reaction torque,
A handle angle detecting means for detecting a handle angle of the vehicle;
Vehicle speed detecting means for detecting the vehicle speed of the vehicle;
Road surface reaction force torque detecting means for detecting actual road surface reaction force torque generated on the wheels of the vehicle,
Target road surface reaction force torque calculating means for calculating a target road surface reaction force torque based on the steering wheel angle and the vehicle speed, and a vehicle state based on the detected actual road surface reaction force torque and the calculated target road surface reaction force torque And a vehicle state detector that detects the vehicle state detection signal as an output for controlling the vehicle behavior,
There is a predetermined dead zone for at least one of the detected actual road surface reaction force torque and the calculated target road surface reaction force torque, and the calculated actual road surface reaction force torque is calculated based on the predetermined dead zone. A vehicle behavior control apparatus characterized by optimizing erroneous control due to a phase shift from a target road surface reaction torque. A vehicle behavior control device that controls vehicle behavior based on road surface reaction torque,
A handle angle detecting means for detecting a handle angle of the vehicle;
Vehicle speed detecting means for detecting the vehicle speed of the vehicle;
Road surface reaction force torque detecting means for detecting actual road surface reaction force torque generated on the wheels of the vehicle,
A target road surface reaction torque calculating means for calculating a target road surface reaction torque based on the steering wheel angle and the vehicle speed;
A vehicle state detector that detects a vehicle state based on the detected actual road surface reaction force torque and the calculated target road surface reaction force torque, and uses a vehicle state detection signal as an output for controlling the vehicle behavior; and Vehicle state detection confirmation means for confirming vehicle state detection when the vehicle state detection signal continues for a predetermined time,
The present invention optimizes erroneous control due to a phase shift between the detected actual road surface reaction force torque and the calculated target road surface reaction force torque based on a vehicle state detection signal determined by the vehicle state detection determination means. Vehicle behavior control device. A vehicle behavior control device that controls vehicle behavior based on road surface reaction torque,
Angle detection means for detecting the steering angle of the vehicle,
Vehicle speed detecting means for detecting the vehicle speed of the vehicle;
Road surface reaction force torque detecting means for detecting actual road surface reaction force torque generated on the wheels of the vehicle,
A target road surface reaction torque calculating means for calculating a target road surface reaction torque based on the steering wheel angle and the vehicle speed;
A vehicle state detector that detects a vehicle state based on the detected actual road surface reaction force torque and the calculated target road surface reaction force torque, and uses a vehicle state detection signal as an output for controlling the vehicle behavior; and Vehicle state detection confirmation means for confirming vehicle state detection when the vehicle state detection signal continues for a predetermined time,
A vehicle state detection signal having a predetermined dead zone for at least one of the detected actual road surface reaction force torque and the calculated target road surface reaction force torque is determined by the predetermined dead zone and the vehicle state detection determination unit. A vehicle behavior control apparatus characterized by optimizing erroneous control based on a phase shift between the detected actual road surface reaction force torque and the calculated target road surface reaction force torque. In the vehicle behavior control device according to claim 1 or claim 3,
The vehicle behavior control device according to claim 1, wherein the dead zone is a dead zone corrected by the vehicle speed. In the vehicle behavior control device according to claim 2 or 3,
The vehicle behavior detection apparatus, wherein the vehicle state detection confirmation means corrects the predetermined time by the vehicle speed. A vehicle behavior control device that controls vehicle behavior based on road surface reaction torque,
Angular velocity detecting means for detecting the steering wheel angular velocity of the vehicle;
Vehicle speed detecting means for detecting the vehicle speed of the vehicle;
Road surface reaction force torque change rate detecting means for detecting a change rate of the actual road surface reaction force torque generated in the wheels of the vehicle,
Target road reaction force torque change rate calculating means for calculating a change rate of the target road surface reaction force torque based on the steering wheel angular speed and the vehicle speed, and based on the actual road surface reaction force torque change rate and the target road surface reaction force torque change rate A vehicle state detector that detects the vehicle state and uses the vehicle state detection signal as an output for controlling the vehicle behavior,
A predetermined dead zone for at least one of the detected actual road surface reaction force torque change rate and the calculated target road surface reaction force torque change rate, and the detected actual road surface reaction force torque based on the predetermined dead zone; A vehicle behavior control device that optimizes erroneous control due to a phase shift from the calculated target road surface reaction torque. A vehicle behavior control device that controls vehicle behavior based on road surface reaction torque,
Angular velocity detecting means for detecting the steering wheel angular velocity of the vehicle;
Vehicle speed detecting means for detecting the vehicle speed of the vehicle;
Road surface reaction force torque change rate detecting means for detecting a change rate of the actual road surface reaction force torque generated in the wheels of the vehicle,
A target road surface reaction force torque change rate calculating means for calculating a change rate of the target road surface reaction torque based on the steering wheel angular speed and the vehicle speed;
A vehicle state detector that detects a vehicle state based on the actual road surface reaction force torque change rate and the target road surface reaction force torque change rate, and uses a vehicle state detection signal as an output for controlling the vehicle behavior; and the vehicle state Vehicle state detection confirmation means for confirming vehicle state detection when the detection signal continues for a predetermined time,
The present invention optimizes erroneous control due to a phase shift between the detected actual road surface reaction force torque and the calculated target road surface reaction force torque based on a vehicle state detection signal determined by the vehicle state detection determination means. Vehicle behavior control device. A vehicle behavior control device that controls vehicle behavior based on road surface reaction torque,
Angular velocity detecting means for detecting the steering wheel angular velocity of the vehicle;
Vehicle speed detecting means for detecting the vehicle speed of the vehicle;
A road surface reaction force torque change rate detecting means for detecting an actual road surface reaction force torque change rate generated in the vehicle wheel;
Target road surface reaction force torque change rate calculating means for calculating a target road surface reaction force torque change rate based on the steering wheel angular speed and the vehicle speed;
Vehicle state detection based on the detected actual road surface reaction force torque change rate and the calculated target road surface reaction force torque change rate and using a vehicle state detection signal as an output for controlling the vehicle behavior And vehicle state detection confirmation means for confirming vehicle state detection when the vehicle state detection signal continues for a predetermined time,
A vehicle state detection signal having a predetermined dead zone for at least one of the detected actual road surface reaction force torque and the calculated target road surface reaction force torque is determined by the predetermined dead zone and the vehicle state detection determination unit. A vehicle behavior control apparatus characterized by optimizing erroneous control based on a phase shift between the detected actual road surface reaction force torque and the calculated target road surface reaction force torque. In the vehicle behavior control device according to claim 6 or 8,
The vehicle behavior control device according to claim 1, wherein the dead zone is a dead zone corrected by the vehicle speed. In the vehicle behavior control device according to claim 7 or 8,
The vehicle behavior detection apparatus, wherein the vehicle state detection confirmation means corrects the predetermined time by the vehicle speed.

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