JP2017013636A - Automatic steering device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To inhibit an automatic steering-related control from becoming unstable.SOLUTION: An automatic steering device 1 comprises: an EPS microcomputer 50 exerting a motor control over a motor 21 of a steering mechanism 7 on the basis of various command values input per predetermined cycle; and an automatic steering microcomputer 30 switching a control line in response to a vehicle state determination condition. Furthermore, the automatic steering device 1 comprises a yaw rate sensor 27 detecting a vibration generated in the steering mechanism 7. If determining a direct advance state of a vehicle and generation of the vibration in the steering mechanism 7 during a position control, the automatic steering microcomputer 30 switches a control line to a control line for an electric current control so as to temporarily disconnect a position control unit 51.SELECTED DRAWING: Figure 3

Description

  The present invention relates to an automatic steering apparatus.

  2. Description of the Related Art Conventionally, there is an automatic steering device that enables automatic steering of a vehicle by automatically steering a steering mechanism without requiring a driver to operate a steering wheel. In the automatic steering device, in order to automatically steer the steering mechanism, position control that performs feedback so as to eliminate the deviation between the target steering angle of the steering wheel and the actual steering angle of the steering wheel is performed. A current supplied to a motor that is a generation source of torque for steering the steering mechanism is controlled.

  During automatic steering of the vehicle by the automatic steering device, unintentional vibration may be generated in the steering wheel, and there are some that can suppress such unintended vibration (for example, Patent Document 1). In Patent Document 1, while the position control is performed, the current supplied to the motor is controlled after adding an unintended vibration component to the deviation.

JP 2003-237607 A

  By the way, in Patent Document 1, a vibration component is added to the above-described deviation. For example, when such a vibration component is caused by a sudden impact caused by a saddle, a stone on a road surface, or the like when going straight, a target steering angle is set. Since it is difficult to determine, the above-mentioned position control cannot catch up with the response and may cause vibration. Of course, even if the response is made faster by increasing the gain in the position control, the occurrence of overshooting is increased, which may cause vibrations rather than suppressing the vibrations. Therefore, there is a concern that the control related to automatic steering becomes unstable.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide an automatic steering apparatus that can prevent the control related to automatic steering from becoming unstable.

  In order to solve the above-mentioned problem, the invention according to claim 1 is a first control means for controlling a state quantity of a motor of a steering mechanism based on a command state quantity inputted every predetermined period, and a vehicle A second control unit configured to select the state quantity control according to a state determination condition, the first control unit including a position control unit of an actuator of the steering mechanism including the motor and a current control unit; First configuration means, and second configuration means composed of a current control unit of the actuator of the steering mechanism, wherein the second control means is in accordance with the state determination condition of the vehicle, In the automatic steering apparatus that selects the first constituent means or the second constituent means as the state quantity control and generates a command state quantity input at every predetermined period, vibration generated in the steering mechanism is detected. Detect The second control means further includes a vibration detection means, wherein the change amount of the command state quantity during selection of the first constituent means is within a predetermined range as the state quantity control, and the vibration detection means When detecting vibration from the outside of the vehicle, the gist is to switch the state quantity control to the second constituent means to temporarily disconnect the position control unit.

  The automatic steering apparatus according to the present invention includes a yaw rate sensor as vibration detecting means for detecting vibration generated in the steering mechanism, and the automatic steering microcomputer as the second control means serves as the first constituent means as the state quantity control. When the change range of the command state amount during selection of the position control unit (P control) and the current control unit (PID control) is within a predetermined range, and the yaw rate sensor detects vibration from outside the vehicle, The state quantity control is switched to the current control unit as the second constituent unit so as to temporarily disconnect the position control unit.

  In general, when comparing the time constant of the position state quantity (motor rotation angle) and the time constant of the current state quantity (motor drive current) in motor control, the time constant of the current state quantity is the position state Shorter than the quantity time constant. A short time constant means quick response. Therefore, the control cycle (for example, 100 μs) of the current control unit is designed to be shorter than the control cycle (for example, 500 μs) of the position control unit.

  And, when the vibration from the outside of the vehicle to the steering mechanism is detected as in the above configuration, when the state quantity control of the motor is performed by the current control unit with the position control unit disconnected, The state quantity control that is faster in response than the state quantity control through the position control unit until then is performed. That is, in this case, for example, when the vibration to the steering mechanism is caused by a sudden impact due to a saddle or a stone on the road surface when traveling straight, the control itself does not cause a vibration, and the state quantity Control can be performed.

  However, when the position controller is disconnected even temporarily, the state quantity control based on the command state quantity cannot be performed. In that respect, according to the above configuration, the position control unit is temporarily disconnected because the change range of the command state quantity is within a predetermined range, and the necessity of the state quantity control based on the command state quantity is relatively low. It is supposed to be a low scene. That is, in this case, the state quantity control based on the command state quantity cannot be performed, but the influence on the automatic steering of the vehicle can be minimized. Therefore, in the automatic steering device configured as described above, it is possible to prevent the control related to automatic steering from becoming unstable.

  According to a second aspect of the present invention, the second control means further includes vibration suppression control means for performing vibration suppression control for suppressing the vibration from outside the vehicle detected by the vibration detection means, The vibration suppression control means includes a vibration analysis means for analyzing the component of the vibration detected by the vibration detection means, and a torque having a phase opposite to the vibration detected by the vibration detection means based on the analysis result of the vibration analysis means. Automatic steering command motor current generation means for generating a command motor current for generating the motor, and automatic steering command motor current output means for outputting the command motor current to the current control unit, The gist.

  In the automatic steering device according to the present invention, the microcomputer for automatic steering as the second control means performs the vibration suppression control for suppressing the vibration from the outside of the vehicle, which is detected by the yaw rate sensor as the vibration detecting means. The vibration suppression control unit further includes a vibration analysis unit as a vibration analysis unit that analyzes a vibration component detected by the yaw rate sensor, and a yaw rate sensor based on the analysis result of the vibration analysis unit. An automatic steering command motor current generator as an automatic steering command motor current generating means for generating a command motor current for generating a reverse phase torque to the motor with respect to the vibration detected by An automatic steering command motor current output unit serving as an automatic steering command motor current output unit that outputs to the control unit is provided.

  According to the above configuration, when vibration from the outside of the vehicle is detected by the yaw rate sensor, such vibration is positively suppressed. That is, the vibration from the outside of the vehicle detected by the yaw rate sensor can be suitably suppressed while the response is faster than when the state quantity control by the position control unit is performed.

  Furthermore, as described above, when the change range of the command state quantity that temporarily disconnects the position control unit is within the predetermined range, the change in the steering angle is small and the vibration due to the steering is relatively small. . That is, in this case, since the steering angle is being changed continuously, the vibration detected by the yaw rate sensor is detected as vibration from the outside of the vehicle, compared to when the vibration due to steering is relatively large. Can be made easier. Therefore, vibration from the outside of the vehicle detected by the yaw rate sensor can be suitably suppressed.

  Specifically, as a method of suppressing the vibration, the vibration suppression control unit includes a vibration analysis unit that analyzes a vibration component detected by the yaw rate sensor, and a vibration that the yaw rate sensor detects based on the analysis result of the vibration analysis unit. On the other hand, an automatic steering command motor current generation unit that generates a command motor current for generating a reverse phase torque in the motor, and an automatic steering command motor current output unit that outputs the command motor current to the current control unit.

  ADVANTAGE OF THE INVENTION According to this invention, it can suppress that the control regarding automatic steering becomes unstable.

The schematic block diagram of the automatic steering apparatus in this embodiment. The control block diagram of automatic steering ECU and EPSECU of the automatic steering device in this embodiment. The flowchart figure which shows the process sequence of the microcomputer for automatic steering in this embodiment.

Hereinafter, an embodiment of the present invention embodied in an automatic steering apparatus 1 having a column-type electric power steering apparatus (hereinafter referred to as EPS) will be described with reference to the drawings.
As shown in FIG. 1, the automatic steering apparatus 1 of the present embodiment that performs the steering angle control of the steering mechanism 7 based on the automatic steering command steering angle θs * as the command state quantity input at every predetermined cycle is a predetermined An automatic steering ECU 29, which is a host controller, transmits the automatic steering command steering angle θs * input every cycle to the EPS ECU 28 via the in-vehicle network 90 (CAN).

  Next, the EPS of this embodiment will be described. As shown in FIG. 1, in the EPS of the present embodiment, a steering shaft 3 to which a steering 2 is fixed is connected to a rack shaft 5 via a rack and pinion mechanism 4. The rotation of the steering shaft 3 accompanying the steering operation is converted into a reciprocating linear motion of the rack shaft 5 by the rack and pinion mechanism 4.

  The steering shaft 3 of this embodiment is formed by connecting a column shaft 8, an intermediate shaft 9, and a pinion shaft 10. Then, the reciprocating linear motion of the rack shaft 5 accompanying the rotation of the steering shaft 3 is transmitted to the knuckle (not shown) via the tie rods 11 connected to both ends of the rack shaft 5, thereby the steering angle of the steered wheels 12. Has been changed.

  The EPS also includes an actuator 20 as a steering force assisting device that applies an assist force for assisting a steering operation to the steering system using the motor 21 as a drive source, and an EPS ECU 28 that controls the operation of the actuator 20.

  The actuator 20 of the present embodiment is a column type actuator, and a motor 21 that is a drive source thereof is drivingly connected to the column shaft 8 via a speed reduction mechanism 23. The rotation of the motor 21 is decelerated by the speed reduction mechanism 23 and transmitted to the column shaft 8 so that the motor torque is applied to the steering system as an assist force.

  A GPS 24 such as a car navigation system, a vehicle speed sensor 25, a steering angle sensor 26, and a yaw rate sensor 27 are connected to the automatic steering ECU 29. On the other hand, the EPS ECU 28 is connected to a motor rotation angle sensor 22.

Next, the electrical configuration of the automatic steering apparatus 1 according to this embodiment will be described.
FIG. 2 shows an automatic steering ECU 29 and an EPS ECU 28 of the automatic steering device 1 according to this embodiment.
It is a control block diagram of. First, the electrical configuration of the automatic steering ECU 29 will be described.
As shown in the figure, the automatic steering ECU 29 includes the upper position information θcon transferred from the GPS 24, the vehicle speed SP detected from the vehicle speed sensor 25, the actual steering angle θs detected from the steering angle sensor 26, and the yaw rate sensor 27. Yaw rate γ detected from
Each is input.

Then, the automatic steering ECU 29 determines the automatic steering command steering angle θs *, the automatic steering command motor current Ir1 *, and the automatic steering mode switching unit switching flag FLG (automatic current control), which are the command state quantities, based on the above various inputs. EP via network 90 (CAN)
It transmits to the SECU28.

The automatic steering ECU 29 includes an automatic steering microcomputer 30 serving as second control means including a microprocessing unit. The automatic steering microcomputer 30 includes an automatic steering command steering angle generation unit 31 that generates an automatic steering command steering angle θs *, and an automatic steering command steering angle output unit 32 that outputs the automatic steering command steering angle θs * to the EPS ECU 28. doing.
Further, the automatic steering microcomputer 30 determines the presence or absence of external vibration and switches an automatic steering mode, an automatic steering mode switching determination unit 40, an automatic steering mode switching command unit 41, and a vibration suppression control unit as a vibration suppression control unit. 45.

Here, each function of the automatic steering ECU 29 will be described in detail.
The automatic steering ECU 29 includes an automatic steering microcomputer 30 including a microprocessing unit and the like. The automatic steering microcomputer 30 includes the upper position information θcon and the vehicle speed S.
After the input of P, when the vibration suppression flag FLGAB (automatic current control) is OFF, the vehicle and the road surface state are determined to be normal, and the automatic steering command steering angle θs * is generated every predetermined period.

  That is, in this case, a position control control system is selected as the first constituent means in which a position control unit 51 and a current control unit 55 described later are active as a control system for motor rotation angle control. Furthermore, the automatic steering microcomputer 30 transmits the generated automatic steering command steering angle θs * to the EPS ECU 28 via the in-vehicle network 90 (CAN) via the subsequent automatic steering command steering angle output unit 32. .

  The automatic steering microcomputer 30 stops the function of the automatic steering command steering angle generation unit 31 by switching ON and OFF of the vibration suppression flag FLGAB based on the running state of the vehicle and the vibration state from the outside of the vehicle. An automatic steering mode switching determination unit 40 that switches between FLGAB = ON) and continuation (FLGAB = OFF) is provided.

  The automatic steering mode switching determination unit 40 includes a vibration determination unit 40 a that determines the occurrence of vibration in the steering mechanism 7. Then, based on the determination result of the vibration determination unit 40a, the automatic steering microcomputer 30 turns on the vibration suppression flag FLGAB to temporarily turn on when an abnormality in the vehicle that is the state determination condition is assumed to be abnormal. Thus, the position controller 51 is disconnected.

  As the traveling state of such a vehicle, the straight traveling state of the vehicle is the actual steering angle θs, the latest command value of the automatic steering command steering angle θs * (θs (n) *), and the most recent command value (θs (n− 1) It is specified from the command deviation value Δθs * based on *). Further, as such a vibration state, the occurrence of vibration to the steering mechanism 7 from the outside of the vehicle due to a sudden impact by a fence or a road stone is specified from the yaw rate γ.

That is, in this case, the automatic steering microcomputer 30 transmits the automatic steering mode switching unit switching flag FLG from the automatic steering mode switching command unit 41 to the EPS ECU 28 via the in-vehicle network 90 (CAN), and the optimal automatic steering. The command motor current Ir1 * is generated by the vibration suppression control unit 45 and transmitted to the EPS ECU 28 via the in-vehicle network 90 (CAN).

As a motor control system, a current control system is selected as a second component in which only a current control unit 55 described later is active, and the control itself causes vibration to occur due to the early control cycle. Therefore, the motor state quantity control can be performed.

The vibration suppression control unit 45 includes a vibration analysis unit 42 as a vibration analysis unit that analyzes a vibration component based on the yaw rate γ used for determination by the vibration determination unit 40a. Also,
The vibration suppression control unit 45 enables the motor 21 to generate a torque that can cancel the generated vibration in accordance with the analysis result of the vibration analysis unit 42.
It has an automatic steering command motor current generating unit 43 as an automatic steering command motor current generating means for generating 1 *.

Thus, the automatic steering command motor current generation unit 43 generates data for generating torque that is in reverse phase with respect to the vibration analyzed by the vibration analysis unit 42, that is, automatic steering command motor current Ir1 *. It becomes. Then, the automatic steering command motor current generator 43
The automatic steering command motor current Ir1 * generated in the above is passed through an automatic steering command motor current output unit 44 as automatic steering command motor current output means, and then the automatic steering mode switching unit 54.
This is input to the automatic steering mode switching part b contact 54b of (current control).

Further, the vibration suppression control unit 45 includes an automatic steering command motor current output unit 44 that outputs the automatic steering command motor current Ir1 * generated by the automatic steering command motor current generation unit 43 to the EPS ECU 28.

On the other hand, when the vehicle is in a straight traveling state and the occurrence of vibration in the steering mechanism 7 is not determined, the automatic steering microcomputer 30 does not turn on the vibration suppression flag FLGAB and continues the automatic steering until then.

Next, each function of EPSECU 28 will be described in detail.
The EPS ECU 8 includes an EPS microcomputer 50 including a microprocessing unit, a current sensor 61 that detects the actual motor current Ir of the motor 21, an inverter circuit that drives the motor 21 to supply driving power based on the PWM signal, and the like. And a drive circuit unit 57. The drive circuit unit 57 is supplied with power from a battery 60 mounted on the vehicle.

  The EPS microcomputer 50 includes a position control unit 51 and a current control unit 55 that constitute a control system according to ON / OFF input of an automatic steering mode switching unit switching flag FLG, and motor rotation control generated through each control system. A PWM output unit 56 that outputs a command as a PWM signal is provided.

  Further, the EPS microcomputer 50 disconnects the position control unit 51 and activates only the current control unit 55 when the automatic steering mode switching unit switching flag FLG is input (ON). A mode switching unit 54 is provided.

  Further, the EPS microcomputer 50 converts the automatic steering command steering angle θs * input at a predetermined cycle into information related to the automatic steering command motor rotation angle θr * using a predetermined conversion coefficient, respectively. An angle / automatic steering command motor rotation angle data converter 59 is provided.

Here, the functions of the position control unit 51 and the current control unit 55 will be described in more detail together with the function of the automatic steering mode switching unit 54.
The position control unit 51 converts the automatic steering command steering angle θs * from the automatic steering command steering angle / automatic steering command motor rotation angle data converter 59 and the motor steering angle sensor. The motor rotation angle deviation value Δθr obtained by subtracting the actual motor rotation angle θr detected at 22 by the position subtractor 71 is input.

  Furthermore, when the motor rotation angle deviation value Δθr is input, the position control unit 51 performs proportional control (P control), generates a command motor current Ir0 *, and converts the command motor current Ir0 * into an automatic steering mode switching unit. The automatic steering mode switching unit a contacts 54a.

  The automatic steering mode switching unit 54 has an automatic steering mode switching unit a contact 54a, an automatic steering mode switching unit b contact 54b as input contacts, and an automatic steering mode switching unit c contact 54c as output contacts. In such an automatic steering mode switching unit 54, the command motor current Ir0 * generated by the position control unit 51 as described above is input to the automatic steering mode switching unit a contact 54a. On the other hand, the automatic steering command motor current Ir1 * is input from the automatic steering command motor current output unit 44 to the automatic steering mode switching unit b contact 54b via the in-vehicle network 90 (CAN).

  Then, when the automatic steering mode switching unit switching flag FLG is OFF, the automatic steering mode switching unit 54 connects the automatic steering mode switching unit a contact 54a and the automatic steering mode switching unit c contact 54c, thereby controlling the position. The command motor current Ir0 * generated by the unit 51 is output to the current subtractor 72 as the final command motor current Ir *.

  On the other hand, when the automatic steering mode switching unit switching flag FLG is ON, the automatic steering mode switching unit 54 connects the automatic steering mode switching unit b contact 54b and the automatic steering mode switching unit c contact 54c, thereby automatically steering. The automatic steering command motor current Ir1 * input from the command motor current output unit 44 is output to the current subtractor 72 as the final command motor current Ir *.

  The current control unit 55 subtracts the final command motor current Ir * output from the automatic steering mode switching unit 54 from the actual motor current Ir detected by the current sensor 61 by the current subtractor 72, and obtains the motor current. The deviation value ΔIr is input.

  Further, the current control unit 55 performs proportional control + integral control + differential control (PID control) with the motor current deviation value ΔIr as an input, generates a motor voltage command V *, and outputs the motor voltage command V *. Output to the PWM output unit 56. The PWM output unit 56 generates a motor control signal Sr for driving the drive circuit unit 57, and outputs the motor control signal Sr to the drive circuit unit 57.

Next, the processing procedure of the automatic steering microcomputer 30 in switching the activated control system will be described with reference to FIG.
Based on the automatic steering command steering angle θs *, the automatic steering microcomputer 30 determines whether or not the vehicle is in a straight traveling state by the automatic steering mode switching determination unit 40 (step S101). That is, the automatic steering mode switching determination unit 40 determines whether or not the automatic steering command steering angle θs * is within a positive / negative range of the threshold value α (the absolute value of the automatic steering command steering angle θs * is equal to or smaller than the threshold value α) and the command deviation. It is determined whether or not the change width of the value Δθs * is within a positive and negative range of the threshold value β (the absolute value of the command deviation value Δθs * is equal to or less than the threshold value β).

  Then, the automatic steering mode switching determining unit 40 determines that the automatic steering command steering angle θs * and the command deviation value Δθs * are within the positive and negative ranges of the threshold value (the absolute value of the automatic steering command steering angle θs * is equal to or less than the threshold value α, and When the absolute value of the command deviation value Δθs * is equal to or less than the threshold value β, it is determined that the vehicle is traveling straight. The threshold value α is set to a value that is empirically derived from the assumption that the automatic steering command steering angle θs * is the steering middle point (the steering angle at which the vehicle goes straight).

  Subsequently, when the vehicle is in a straight traveling state (step S101: YES), the automatic steering microcomputer 30 determines whether or not there is vibration based on the yaw rate γ in the automatic steering mode switching determination unit 40. The determination is made at 40a (step S102). Then, in step S102, the automatic steering microcomputer 30 determines whether or not the vibration intensity (amplitude magnitude, vibration length, etc.) based on the yaw rate γ exceeds a predetermined threshold, and based on the yaw rate γ. When the intensity of vibration exceeds a predetermined threshold value, it is determined that vibration is generated in the steering mechanism 7. The predetermined threshold value is set to a value that is empirically derived as the driver feels uncomfortable as vibration to the steering mechanism 7.

  Subsequently, when the automatic steering microcomputer 30 determines that vibration is generated in the steering mechanism 7 (step S102: YES), the automatic steering mode switching determination unit 40 turns on the vibration suppression flag FLGAB, Current control (vibration suppression control as the second component means) is executed (step S103). Furthermore, the automatic steering microcomputer 30 outputs the automatic steering mode switching unit switching flag FLG to the automatic steering mode switching unit 54 via the in-vehicle network 90 (CAN) through the automatic steering mode switching command unit 41. .

  Thereafter, the automatic steering microcomputer 30 generates the optimum automatic steering command motor current Ir1 * in the automatic steering command motor current generation unit 43 through the vibration analysis of the vibration analysis unit 42 in the vibration suppression control unit 45, It outputs to the automatic steering mode switching part b contact of the automatic steering mode switching part 54 via the in-vehicle network 90 (CAN).

  On the other hand, when the vehicle is not in a straight traveling state (step S101: NO) or when it is determined that vibration is not generated in the steering mechanism 7 (step S102: NO), the automatic steering microcomputer 30 is in the automatic steering mode. The vibration suppression flag FLGAB is turned off through the switching determination unit 40, and position control (automatic steering control which is the first component means) is executed (step S104).

Next, the operation and effect of the automatic steering device 1 of the present embodiment configured as described above will be described.
Based on the command state quantity input at every predetermined period, the EPS microcomputer 50 as the first control means for controlling the state quantity of the motor 21 of the steering mechanism 7 and the state quantity control according to the vehicle state determination condition The automatic steering microcomputer 30 is provided as a second control means for selecting. The microcomputer for EPS 50 includes a first constituent unit including a position control unit 51 of an actuator 20 as a steering force assisting device of the steering mechanism 7 including the motor 21 and a current control unit 55, and an actuator 20 of the steering mechanism 7. The second configuration means including the current control unit 55 is provided. Then, the automatic steering microcomputer 30 selects the first component means or the second component means as the state quantity control according to the vehicle state determination condition, and sets the command state quantity input every predetermined cycle. The generated automatic steering apparatus 1 further includes a yaw rate sensor 27 as vibration detection means for detecting vibration generated in the steering mechanism 7. Then, the automatic steering microcomputer 30 has a change range of the command state quantity during selection of the first component means as the state quantity control within a predetermined range, and the yaw rate sensor 27 detects vibration from the outside of the vehicle. At this time, the state quantity control is switched to the second configuration means in order to temporarily disconnect the position control unit 51.

  In general, when comparing the time constant of the position state quantity (motor rotation angle) and the time constant of the current state quantity (motor drive current) in motor control, the time constant of the current state quantity is the position state Much shorter than the time constant of quantity. A short time constant means quick response. Therefore, the control cycle (for example, 100 μs) of the current control unit 55 is designed to be shorter than the control cycle (for example, 500 μs) of the position control unit 51.

  Then, as described above, while the vibration from the outside of the vehicle to the steering mechanism 7 is detected, the motor state quantity control is performed by the current control unit 55 with the position control unit 51 disconnected. When this is done, the state quantity control that responds faster than the state quantity control through the current control unit 55 is performed. That is, in this case, for example, when the vibration to the steering mechanism 7 is caused by a sudden impact due to a saddle or a stone on the road surface when traveling straight, the control itself does not become a factor for generating the vibration. Quantity control can be performed.

  However, when the position control unit 51 is disconnected even temporarily, the state quantity control based on the command state quantity cannot be performed. In that respect, according to the above configuration, the position control unit 51 is temporarily disconnected because the change range of the command state quantity is within a predetermined range, and the necessity of the state quantity control based on the command state quantity is relatively low. It is supposed to be a low scene. That is, in this case, the state quantity control based on the command state quantity cannot be performed, but the influence on the automatic steering of the vehicle can be minimized. Therefore, in the automatic steering device 1 configured as described above, it is possible to prevent the control related to automatic steering from becoming unstable.

In addition, you may change this embodiment as follows.
The automatic steering device 1 according to the present embodiment may be configured without the vibration suppression control unit 45. In this case, for example, when the automatic steering mode switching unit switching flag FLG is turned ON, as the automatic steering command motor current Ir1 *, the latest value of the command motor current Ir0 * is continuously commanded, so that The motor 21 can quickly follow the command with respect to the command value.

  In this embodiment, the vibration to the steering mechanism 7 is examined by the yaw rate sensor 27. However, the vibration to the steering mechanism 7 is suppressed by performing control for suppressing the twist of the steering shaft 3 by the torque sensor. You may make it do. Such a torque sensor is provided between the motor 21 and the left and right steered wheels 12 and 12.

  In the present embodiment, the vibration to the steering mechanism 7 is examined by the yaw rate sensor 27, but the vibration to the steering mechanism 7 may be suppressed by the motor rotation angle sensor 22 (the rotation angle of the motor 21). Good.

  In the microcomputer 50 for EPS, when the automatic steering command steering angle θs * is input, the automatic steering command steering angle θs * and the actual steering angle θs are first subtracted to obtain the steering angle deviation value Δθs, and then the automatic steering is performed. The steering angle deviation value Δθs may be converted into a motor rotation angle deviation value Δθr by a command steering angle / automatic steering command motor rotation angle data converter 59.

  The conditions for switching between the control system for position control and the control system for current control may be changed. For example, the control system for current control may be switched based on the yaw rate γ or lateral G (vehicle lateral acceleration).

  In the present embodiment, the present invention is implemented using two microcomputers, that is, the automatic steering microcomputer 30 as the second control means and the EPS microcomputer 50 as the first control means, but these functions are combined. Alternatively, it may be embodied by one microcomputer (first control means and second control means).

  In the present embodiment, the automatic steering device 1 is embodied as the column assist EPS, but the automatic steering device 1 may be applied to the rack assist EPS or the pinion assist EPS.

  In the present embodiment, the motor 21 that is the drive source of the actuator 20 is described as a DC motor, but an induction motor, a stepping motor, or the like may be used regardless of the type.

  -In this embodiment, although the 1st control means was comprised from the position control part and the current control part, you may provide a speed control part between a position control part and a current control part.

1: automatic steering device, 2: steering, 3: steering shaft,
4: rack and pinion mechanism, 5: rack shaft, 7: steering mechanism, 8: column shaft,
9: Intermediate shaft, 10: Pinion shaft, 11: Tie rod, 12: Steered wheel, 20: Actuator (steering force assist device),
21: Motor, 22: Motor rotation angle sensor, 23: Deceleration mechanism,
24: GPS, 25: vehicle speed sensor, 26: steering angle sensor,
27: Yaw rate sensor (vibration detecting means),
28 :, 29: automatic steering ECU,
30: microcomputer for automatic steering (second control means),
31: Automatic steering command steering angle generation unit, 32: Automatic steering command steering angle output unit,
40: Automatic steering mode switching determination unit, 40a: Vibration determination unit,
41: Automatic steering mode switching command section, 42: Vibration analysis section (vibration analysis means),
43: Automatic steering command motor current generation unit (automatic steering command motor current generation means),
44: Automatic steering command motor current output unit (automatic steering command motor current output means),
45: Vibration suppression control unit (vibration suppression control means),
50: EPS microcomputer (first control means),
51: Position control unit (P control), 54: Automatic steering mode switching unit (current control),
54a: automatic steering mode switching unit a contact, 54b: automatic steering mode switching unit b contact,
54c: automatic steering mode switching part c contact,
55: current control unit (PID control), 56: PWM output unit, 57: drive circuit unit,
59: Automatic steering command steering angle / automatic steering command motor rotation angle data converter,
60: battery, 61: current sensor,
71: Position subtractor, 72: Current subtractor,
90: In-vehicle network (CAN),
SP: vehicle speed, θs *: automatic steering command steering angle, θs: actual steering angle, Δθs *: command deviation value,
Δθs: steering angle deviation value,
θcon: upper position information (GPS, car navigation, etc.), γ: yaw rate,
θr *: automatic steering command motor rotation angle, θr: actual motor rotation angle,
Δθr: Motor rotation angle deviation value,
Ir1 *: Automatic steering command motor current,
Ir0 *: Command motor current,
Ir *: final command motor current, Ir: actual motor current,
ΔIr: Motor current deviation value,
V *: Motor voltage command, Sr: Motor control signal,
FLG: automatic steering mode switching part switching flag (automatic current control),
FLGAB: Vibration suppression flag (automatic current control).

Claims (2)

First control means for controlling the state quantity of the motor of the steering mechanism on the basis of the command state quantity inputted every predetermined period, and second control for selecting the state quantity control according to the vehicle state determination condition With means,
The first control means includes
First configuration means comprising a position control unit of an actuator of the steering mechanism including the motor, and a current control unit;
A second component configured from a current control unit of the actuator of the steering mechanism;
The second control unit selects the first configuration unit or the second configuration unit as the state quantity control according to the state determination condition of the vehicle, and is input at every predetermined period. In an automatic steering device that generates a command state quantity
A vibration detecting means for detecting vibration generated in the steering mechanism;
In the second control means, as the state quantity control, a change range of the command state quantity during selection of the first constituent means is within a predetermined range, and the vibration detection means is further connected from the outside of the vehicle. When detecting the vibration, switching the state quantity control to the second component means to temporarily disconnect the position control unit;
An automatic steering device characterized by this.   The second control means further includes vibration suppression control means for performing vibration suppression control for suppressing the vibration from outside the vehicle detected by the vibration detection means, and the vibration suppression control means includes the vibration detection A vibration analyzing means for analyzing the vibration component detected by the means, and a command for causing the motor to generate a torque having a phase opposite to the vibration detected by the vibration detecting means based on an analysis result of the vibration analyzing means. The automatic steering apparatus according to claim 1, further comprising: an automatic steering command motor current generation unit that generates a motor current; and an automatic steering command motor current output unit that outputs the command motor current to the current control unit.

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