JP2024040702A - Control equipment and control systems - Google Patents

Abstract

An object of the present invention is to provide a control device and a control system for steered wheels of a moving object, which can reduce the sense of discomfort felt by a driver when operating an operating section. A control device according to one aspect of an embodiment includes a controller that controls steered wheels of a moving body according to an amount of operation on an operation unit. The controller controls the steered wheels based on the manipulated variable so that the actual steered angle of the steered wheels becomes a target steered angle set according to the manipulated variable. If an additional operation is performed on the operating section before the actual steering angle reaches a preset reference value for the target steering angle, the controller changes the target steering angle in accordance with the additional operation. limit. [Selection diagram] Figure 1C

Description

The present invention relates to a control device and a control system.

BACKGROUND ART Conventionally, various control devices have been proposed for controlling a moving object such as a vehicle according to the driving state of the moving object (see, for example, Patent Document 1).

International Publication No. 2000/046063

By the way, in recent years, a control device using a so-called steer-by-wire system has been known, which detects the amount of operation on an operating section and controls the steered wheels of a moving body using a steering actuator in accordance with the detected amount of operation.

The operation unit of a control device using a steer-by-wire system is generally easier to operate than a control that mechanically operates steered wheels such as a steering wheel, and therefore, sudden operation may be performed. If you try to turn the steering with the control amount that corresponds to a sudden operation, the steering will be turned suddenly, which is dangerous. Therefore, by setting an upper limit on the control amount, even if a sudden operation is performed, the steering will not turn suddenly. I'm trying not to get hurt. Therefore, in response to a sudden operation of the control unit, the actual steering is performed at a low speed, and the driver feels that the turning of the steered wheels is slow in response to the operation of the control unit, so he adds additional operations to the control unit. Sometimes I end up doing it. However, this additional operation may cause the vehicle to curve more than the driver intended, and the driver may feel uncomfortable.

The present invention has been made in view of the above, and provides a control device and a control system for steered wheels of a moving object, which can reduce the sense of discomfort felt by a driver when operating an operating section. With the goal.

In order to solve the above problems and achieve the objects, the present invention provides a control device including a controller that controls steered wheels of a mobile body according to an amount of operation on an operation section. The controller controls the steered wheels based on the manipulated variable so that an actual steered angle of the steered wheels becomes a target steered angle set according to the manipulated variable. When an additional operation is performed on the operation section before the actual steering angle reaches a preset reference value with respect to the target steering angle, the controller controls the Restricts changes in target rudder angle.

According to the present invention, it is possible to reduce the sense of discomfort that a driver feels when operating the operating section.

FIG. 1A is a diagram for explaining an overview of a control method according to an embodiment. FIG. 1B is a diagram for explaining an overview of the control method according to the embodiment. FIG. 1C is a diagram for explaining an overview of the control method according to the embodiment. FIG. 2 is a time chart showing changes in the amount of steering angle of steered wheels in a comparative example. FIG. 3 is a block diagram showing a configuration example of a control system including a control device. FIG. 4 is a time chart showing changes in the steering angle amount of the steered wheels in this embodiment. FIG. 5 is a time chart showing changes in the amount of steering angle of the steered wheels in this embodiment. FIG. 6 is a time chart showing changes in the steering angle amount of the steered wheels in this embodiment. FIG. 7 is a diagram for explaining the display of steering angle information. FIG. 8 is a flowchart showing the processing procedure executed by the control device. FIG. 9 is a time chart showing changes in the steering angle amount of the steered wheels in the modified example.

DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of a control device and a control system disclosed in the present application will be described in detail with reference to the accompanying drawings. Note that the present invention is not limited to the embodiments described below.

<Overview of control method>
First, an overview of the control method according to the embodiment will be described below with reference to FIGS. 1A to 1C. 1A to 1C are diagrams for explaining an overview of a control method according to an embodiment.

Note that FIGS. 1A and 1B show a three-dimensional orthogonal coordinate system in which an X-axis direction, a Y-axis direction, and a Z-axis direction that are orthogonal to each other are defined, and the positive Z-axis direction is a vertically upward direction. In this orthogonal coordinate system, the positive direction of the X-axis is the right side of vehicle A, the negative direction of the X-axis is the left side of vehicle A, the positive direction of the Y-axis is the front side of vehicle A, and the negative direction of the Y-axis is the rear side of vehicle A. .

As shown in FIG. 1A, the control method according to the embodiment is executed by a control device 10. The control device 10 executes various controls regarding the vehicle A. For example, the control device 10 controls the amount of steering angle of the vehicle A, and the like. A control system 100 including such a control device 10 is mounted on a vehicle A. Note that vehicle A is an example of a moving object.

Vehicle A is a four-wheeled vehicle equipped with four tires 1, for example. In the following, in vehicle A, the left front tire 1 is "left front tire 1FL", the right front tire 1 is "right front tire 1FR", the left rear tire 1 is "left rear tire 1RL", and the right rear tire 1 is " It may be written as "Right rear wheel 1RR". The left front wheel 1FL and the right front wheel 1FR rotate about the axle 1F as a rotation axis, and the left rear wheel 1RL and the right rear wheel 1RR rotate about an axle 1R as a rotation axis.

In the vehicle A, for example, the left front wheel 1FL and the right front wheel 1FR are steered wheels that are steered in accordance with the operation of the operation unit 41 (described later) by the driver (not shown), but the present invention is not limited to this. The rear wheel 1RL and the right rear wheel 1RR may be steered wheels. Further, in vehicle A, for example, the front left wheel 1FL and the front right wheel 1FR are driving wheels rotated by a drive source such as an engine or an electric motor, and the rear left wheel 1RL and the rear right wheel 1RR are driven wheels. , but is not limited to this. That is, for example, the left front wheel 1FL and the right front wheel 1FR may be driven wheels, the left rear wheel 1RL and the right rear wheel 1RR may be driving wheels, or all four tires 1 may be driving wheels.

In addition, although the example in which the moving object is vehicle A (four-wheeled vehicle) was shown above, it is not limited to this. That is, the moving object may be any movable object, such as various types of vehicles such as three-wheeled, two-wheeled, cart-type, wheelchair-type, and stand-up type.

Control system 100 includes a control device 10, an operating device 40, and a steering device 60. The control device 10 is a control device using a steer-by-wire system in which an operating device 40 (more precisely, an operating section 41 (described later)) and steered wheels (here, front left wheel 1FL and front right wheel 1FR) are mechanically separated. It is. Specifically, the control device 10 sets a target steering angle of the steered wheels according to the amount of operation performed by the driver on the operation unit 41, and controls the steering device 60 so that the actual steered angle of the steered wheels becomes the target steering angle. to control the steered wheels, more specifically to steer the steered wheels.

The operating device 40 is a device into which the steering direction of the vehicle A desired by the driver is inputted by the driver's operation, and includes an operating section 41 and an operation amount sensor 42 . Here, the operating device 40 will be explained with reference to FIG. 1B.

As shown in FIG. 1B, the operating unit 41 is, for example, a joystick (operating lever), and is configured to be tiltable in the left-right direction by the driver's operation. For example, when the driver desires to steer the vehicle A to the right, the operation unit 41 is tilted to the right by the driver, as shown by a dashed line. Furthermore, when the driver desires to steer the vehicle A to the left, the operation unit 41 is tilted to the left by the driver, as shown by a two-dot chain line.

As described above, since the operating section 41 according to the present embodiment is a joystick as described above, the driver can easily tilt the operating section 41 compared to a case where the operating section 41 is a steering wheel or the like. This makes it possible to improve the operability. Furthermore, since the operating section 41 is mechanically separated from the steered wheels, less force is required to operate the operating section 41 than when the operating section 41 is mechanically connected to the steered wheels. Therefore, it becomes possible to easily operate the operating section 41, and the operability can be improved.

The operation amount sensor 42 detects the operation amount of the operation section 41 . For example, the operation amount sensor 42 detects the tilt angle of the operation unit 41 as the operation amount, and outputs a signal indicating the detected operation amount to the control device 10.

Returning to the explanation of FIG. 1A, the steering device 60 is provided on the axle 1F of the front left wheel 1FL and the front right wheel 1FR, which are steered wheels. The steering device 60 includes a steering actuator 61 for steering the steered wheels. Although an electric motor can be used as the steering actuator 61, the actuator is not limited to this, and other operating type actuators such as a hydraulic type may be used as long as the steering wheel can be steered.

By the way, since the operation part 41 described above is easy to operate, sudden operations such as the operation part 41 being suddenly pushed down may be performed. Therefore, the control device 10 according to the present embodiment makes the amount of change in the steering angle of the steered wheels (hereinafter referred to as "the amount of change in steering angle") smaller than the amount of change in the steering angle according to the speed at which the operation unit 41 is operated. Control to control the amount of change in the steering angle, in other words, change amount suppression control to suppress the amount of change in the steering angle may be executed.

More specifically, an upper limit guard value is provided that limits the amount of change in the steering angle, and the amount of change in the steering angle (hereinafter sometimes referred to as "operated steering angle change amount") is determined according to the speed at which the operating unit 41 is operated. If the upper limit guard value is not exceeded, the control device 10 controls the steering angle with the amount of change in the steering angle according to the amount of change in the operated steering angle. On the other hand, when the amount of change in the manipulated steering angle exceeds the upper limit guard value, the control device 10 controls the steering angle using the upper limit guard value.

As a result, even if a sudden operation is performed on the operating unit 41, for example, the amount of change in the steering angle is suppressed, so that it is possible to suppress the steered wheels from turning suddenly. Note that when a motor is used as the steering angle actuator, the amount of change in the steering angle is determined by the rotational speed of the motor. Therefore, suppressing the amount of change in the steering angle is synonymous with suppressing the rotational speed of the motor. When controlling the rotational speed of the motor using voltage, the control device 10 may set an upper limit guard value to the voltage value that controls the rotational speed of the motor.

However, when the amount of change in the steering angle is suppressed by the above-described change amount suppression control, the turning of the steered wheels is delayed relative to the operation of the operation unit 41, that is, the turning of the vehicle A is delayed. Due to this delay in the turning of the vehicle A, the driver may misunderstand that it is necessary to further operate (tilt) the operating section 41, and perform an additional operation to operate the operating section 41. In the conventional technology, when such an additional operation is performed, the target rudder angle becomes a new target rudder angle that is newly set according to the operation amount of the operation unit 41 on which the additional operation was performed. is steered beyond the initial target steering angle (in other words, the target steering angle before the additional operation), and as a result, vehicle A may turn more than the driver intended, making the driver feel uncomfortable. There is sex.

The phenomenon in which the vehicle A turns too much due to this additional operation will be explained in detail with reference to FIG. 2. FIG. 2 is a time chart showing changes in the amount of steering angle of steered wheels in a comparative example. In addition, in the time charts such as FIG. 2, the actual steering angle of the steered wheels is shown by a solid line, and the target steering angle is shown by a chain line.

As shown in FIG. 2, when the operating section is operated from time T0 to time Ta, the control device according to the comparative example sets the target steering angle B1 according to the operating amount of the operating section, and the actual steering angle is set to the target steering angle. The steered wheels are controlled so that the steering angle becomes B1. In addition, since the control device at this time suppresses the amount of change in the steering angle to the upper limit guard value by the amount of change suppression control, the actual steering angle of the steered wheels gradually approaches the target steering angle, and the operation of the operation unit The turning of the steered wheels is delayed.

Then, at time Tb, when the driver performs an additional operation on the operating section, the control device according to the comparative example sets a new target steering angle B2 according to the operation amount of the operating section on which the additional operation was performed. Therefore, the actual steering angle of the steered wheels is controlled so as to exceed the initial target steering angle B1 and approach the new target steering angle B2 at time Tc. That is, the actual steering angle becomes larger than the initial target steering angle B1 (in other words, the target steering angle B1 desired by the driver), and the vehicle A turns too much. Then, the driver who notices that the vehicle A is turning too much will operate the operation unit in the direction of returning at time Td, and as a result, the behavior of the vehicle may become unstable. Note that the phenomenon in which the vehicle A turns too much due to the additional operation may occur even when the change amount suppression control is not executed, that is, even when the manipulated steering angle change amount does not exceed the upper limit guard value.

Therefore, in the control device 10 according to the present embodiment, even if an additional operation is performed on the operation section 41, it is possible to reduce the discomfort felt by the driver in response to the operation of the operation section 41. I made it possible.

Specifically, as shown in FIG. 1A, the control device 10 detects the amount of operation on the operation unit 41 based on a signal from the amount of operation sensor 42 (step S1). Next, the control device 10 controls the steered wheels based on the detected operation amount so that the actual steering angle of the steered wheels becomes the target steering angle B1 set according to the operation amount (step S2). Next, if the driver performs an additional operation on the operation unit 41 before the actual steering angle reaches a preset reference value C (see FIG. 1C) with respect to the target steering angle B1, the control device 10 determines that , restricts changes in the target steering angle according to the additional operation (step S3).

Here, the processes such as steps S2 and S3 described above will be explained in detail with reference to FIG. 1C. FIG. 1C is a time chart showing changes in the amount of steering angle of steered wheels in this embodiment.

As shown in FIG. 1C, when the operating section 41 is operated between time T0 and time T1, the control device 10 sets the target steering angle B1 according to the detected operation amount of the operating section 41. Then, the control device 10 controls the steered wheels so that the actual steering angle becomes the target steering angle B1. However, since the manipulated steering angle change amount exceeds the upper limit guard value of the steering angle change amount, the control device 10 gently controls the steered wheels using the upper limit guard value.

Here, it is assumed that the driver performs an additional operation on the operating unit 41 before the actual steering angle reaches the reference value C preset with respect to the target steering angle B1 (time T2). The reference value C described above is a value used as a reference when determining whether or not the actual steering angle approaches the target steering angle B1. Specifically, when the actual steering angle has reached the reference value C (when the actual steering angle is greater than or equal to the reference value C), the control device 10 determines that the actual steering angle is approaching the target steering angle B1. However, if the actual steering angle has not reached the reference value C (if the actual steering angle is less than the reference value C), it can be determined that the actual steering angle has not approached the target steering angle B1.

The reference value C described above is set, for example, to a value indicating the ratio of a preset actual steering angle to the target steering angle B1. As an example, the reference value C is set to a value representing 80% of the target steering angle B1, but this is just an example and is not limited, and can be set to any value.

In the example of FIG. 1C, an additional operation of the operating unit 41 is performed before the actual steering angle reaches the reference value C (in other words, when the actual steering angle has not approached the target steering angle B1). It is shown that. Such an additional operation is presumed to be an action caused by the driver misunderstanding that it is necessary to additionally operate the operation unit 41 due to a delay in the turning of the vehicle A. The control device 10 is configured to limit changes in the target steering angle in response to additional operations, or in other words, limit control of steered wheels in response to additional operations.

Specifically, the control device 10 sets a new target steering angle B2 according to the operation amount of the operation unit 41 on which the additional operation was performed, but at time T3, the actual steering angle becomes the original target steering angle B1. After reaching the target steering angle, the steered wheels are not controlled so that the actual steering angle becomes the new target steering angle B2 (that is, changes in the target steering angle are restricted). In other words, after the actual steering angle reaches the target steering angle B1 before the additional operation, the control device 10 controls the steered wheels so that the actual steering angle maintains the target steering angle B1. That is, the control device 10 prohibits control of the steered wheels in response to the additional operation. Note that if an additional operation is performed before the actual steering angle reaches the reference value C, the control device 10 does not set a new target steering angle B2 according to the additional operation (that is, does not change the target steering angle). (not).

Note that when the operating section 41 is operated in the return direction at time T4 after suppressing (more specifically, prohibiting) the control of the steered wheels in response to the additional operation, the control device 10 controls the operation of the operating section 41. The steered wheels are controlled accordingly. Specifically, when the target steering angle set according to the operation amount of the operation unit 41 falls below the actual steering angle (see time T5), the control device 10 changes the actual steering angle so that it becomes the target steering angle. To control the steered wheels, in other words, to release the suppression (more specifically, prohibition) of the control of the steered wheels.

As described above, in the control device 10 according to the present embodiment, if an additional operation of the operation unit 41 is performed before the actual steering angle reaches the reference value C, the target steering angle is adjusted according to the additional operation. Changes are now restricted. In other words, in the control device 10, if an additional operation of the operation unit 41 is performed before the actual steering angle reaches the reference value C, the control device 10 does not control the steered wheels according to the additional operation. In other words, it was banned.

As a result, in the present embodiment, even if an additional operation is performed on the operation section 41, it is possible to reduce the sense of discomfort that the driver feels when operating the operation section 41. That is, in the present embodiment, even if an additional operation is performed on the operation unit 41, the steered wheels exceed the initial target steering angle B1 (in other words, the target steering angle B1 before the additional operation). Therefore, it is possible to prevent the vehicle A from curving more than the driver intended, and it is therefore possible to reduce the sense of discomfort felt by the driver.

<Control system configuration>
Next, the configuration of the control system 100 including the control device 10 according to the embodiment will be described using FIG. 3.

FIG. 3 is a block diagram showing a configuration example of a control system 100 including the control device 10. As shown in FIG. Note that in the block diagram of FIG. 3, only the components necessary for explaining the features of this embodiment are represented by functional blocks, and descriptions of general components are omitted.

In other words, each component illustrated in the block diagram of FIG. 3 is functionally conceptual, and does not necessarily need to be physically configured as illustrated. For example, the specific form of distribution and integration of each functional block is not limited to what is shown in the diagram, and all or part of it can be functionally or physically distributed in arbitrary units depending on various loads and usage conditions. - Can be configured in an integrated manner.

As shown in FIG. 3, the control system 100 includes a control device 10, a manipulated variable sensor 42, a steering angle sensor 50, a steering device 60, and a display section 70.

As described above, the operation amount sensor 42 detects the amount of operation of the operation unit 41 and outputs a signal indicating the detected operation amount to the control device 10. The steering angle sensor 50 detects the steering angle of the steered wheels (i.e., the actual steering angle). The steering angle sensor 50 outputs a signal indicating the detected actual steering angle to the control device 10.

As described above, the steering device 60 includes the steering actuator 61 (see FIG. 1A) and the like, and steers the steered wheels in accordance with instructions from the control device 10.

The display unit 70 is a display device such as a liquid crystal display mounted on the vehicle A, for example. The display unit 70 displays steering angle information including the target steering angle and the trajectory of the steering angle up to the current actual steering angle, which will be described later with reference to FIG. 7.

The control device 10 includes a controller (control section) 20 and a storage section 30. The storage unit 30 is, for example, a storage unit configured with a storage device such as a nonvolatile memory, a data flash, or a hard disk drive. The storage unit 30 stores learning information 31 and various programs.

As will be described later, the learning information 31 is information in which the amount of change in the steering angle of the steered wheels when an additional operation is performed is learned, and indicates the learning result of such learning. The learning information 31 includes, but is not limited to, learning values for the upper limit guard value of the steering angle change amount, learning values for the motor control amount, and information indicating the timing of additional operations. do not have.

The controller 20 includes a detection section 21, a steering control section 22, a learning section 23, and a display control section 24, and controls the steered wheels, the display section 70, and the like. The controller 20 includes, for example, a computer and various circuits having a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), input/output ports, and the like.

The CPU of the computer functions as the detection section 21, the steering control section 22, the learning section 23, and the display control section 24 of the controller 20, for example, by reading and executing a program stored in the ROM. In addition, at least a part or all of the detection unit 21, steering control unit 22, learning unit 23, and display control unit 24 of the controller 20 may be implemented using hardware such as an ASIC (Application Specific Integrated Circuit) or an FPGA (Field Programmable Gate Array). It can also be configured with clothing.

The detection section 21 of the controller 20 detects the amount of operation on the operation section 41 based on the signal from the operation amount sensor 42 . Further, the detection unit 21 detects the actual steering angle of the steered wheels based on the signal from the steered angle sensor 50. Then, the detection unit 21 outputs information indicating the detected operation amount of the operation unit 41 and the actual steering angle of the steered wheels to the steering control unit 22.

The steering control section 22 controls the steered wheels based on the operation amount of the operation section 41 and the actual steering angle of the steered wheels. Specifically, the steering control unit 22 controls the steered wheels so that the actual steered angle of the steered wheels becomes the target steered angle B1 (see FIG. 1C) set according to the operation amount.

At this time, the steering control section 22 executes the above-described change amount suppression control. Specifically, the steering control unit 22 suppresses the amount of change in the steering angle below the upper limit guard value so that the amount of change in the steering angle is less than the amount of change in the steering angle corresponding to the speed at which the operation unit 41 is operated. Executes control to change the amount of angle change.

Then, before the actual steering angle reaches the reference value C (see FIG. 1C) (in other words, when the actual steering angle has not approached near the target steering angle B1), the steering control unit 22 It is determined whether or not the user has performed an additional operation on the operation unit 41.

Further, if it is determined that an additional operation of the operation unit 41 has been performed before the actual steering angle reaches the reference value C, the steering control unit 22 limits the change in the target steering angle according to the additional operation. . For example, the steering control unit 22 does not control the steered wheels in response to the additional operation (in other words, prohibits it) by not changing the target steering angle in response to the additional operation. In other words, the steering control unit 22 does not accept the additional operation.

Thereby, in this embodiment, even if an additional operation is performed on the operation section 41, the steered wheels can be appropriately controlled in response to the operation of the operation section 41. Specifically, in this embodiment, even if an additional operation is performed on the operation unit 41, the steered wheels are not steered beyond the initial target steering angle B1 (see FIG. 1C). As a result, it is possible to prevent the vehicle A from turning too much, and it is possible to reduce the sense of discomfort felt by the driver.

Further, as described above, the reference value C is set to a value that becomes a reference when determining whether or not the actual steering angle approaches the initial target steering angle B1. Specifically, the reference value C is set to a value indicating a preset ratio (for example, 80%) of the actual steering angle to the target steering angle B1.

As a result, in this embodiment, it becomes possible to easily set the reference value C, and by using such reference value C, it can be determined whether the actual steering angle has approached the target steering angle B1 or not. It becomes possible to judge easily.

Note that the reference value C is not limited to the value indicating the above-mentioned ratio, and may be set to a value smaller than the target steering angle B1, for example. As an example, the reference value C may be set to a value obtained by subtracting a predetermined steering angle (for example, 10 degrees) from the target steering angle B1. Note that the predetermined steering angle is set, for example, to a value such that the value (reference value C) when subtracted from the target steering angle B1 can be estimated to be close to the target steering angle B1, but it is not limited to this. It can be set to any value.

In this way, in this embodiment, by setting the reference value C to a value smaller than the target steering angle B1, it becomes possible to easily set the reference value C, and it is also possible to use such a reference value C. Therefore, it becomes possible to easily determine whether the actual steering angle has approached the target steering angle B1.

On the other hand, if it is determined that an additional operation of the operating section 41 has been performed after the actual steering angle reaches the reference value C, the steering control section 22 executes control of the steered wheels according to the additional operation. This will be explained in detail with reference to FIG. FIG. 4 is a time chart showing changes in the steering angle amount of the steered wheels in this embodiment.

As shown in FIG. 4, when the operating section 41 is operated from time T0 to time T11, the steering control section 22 sets the target steering angle B1 according to the amount of operation of the operating section 41. Then, the steering control unit 22 controls the steered wheels so that the actual steering angle becomes the target steering angle B1.

Next, it is assumed that the actual steering angle reaches the reference value C at time T12, and then the driver performs an additional operation on the operation unit 41 (see time T13). In other words, since the additional operation is performed when the actual steering angle approaches the target steering angle B1, the additional operation indicates that the driver desires to steer the vehicle A further than the target steering angle B1. It is presumed that this behavior was caused by this. In other words, it is presumed that the additional operation at this time is not an action caused by the driver misunderstanding that it is necessary to additionally operate the operation unit 41 due to a delay in turning the vehicle A or the like.

Therefore, after the actual steering angle reaches the target steering angle B1 (see time T14), the steering control unit 22 controls the steered wheels until the new target steering angle B2, which is newly set by an additional operation, is reached (time T14). (See T15).

As described above, in the control device 10 according to the present embodiment, when an additional operation of the operation unit 41 is performed after the actual steering angle reaches the reference value C, the steered wheels are controlled in accordance with the additional operation. was executed.

Thereby, in this embodiment, even if an additional operation is performed on the operation section 41, the steered wheels can be appropriately controlled in response to the operation of the operation section 41. That is, in the present embodiment, when it is estimated that the driver desires to further steer the vehicle A, the steered wheels are controlled in accordance with the additional operation. can be controlled appropriately according to the person's intention.

In addition, when the above-mentioned additional operation is a minute operation within a predetermined operation amount range, the steering control unit 22 prohibits control of the steered wheels according to the additional operation, in other words, it does not accept the additional operation. You may choose not to have one. That is, when the additional operation is a minute operation, it is presumed that the additional operation is caused by, for example, the driver's hand hitting the operation part 41. In other words, the driver further steers the vehicle A. It is presumed that this was not the desired operation.

Therefore, when the additional operation is a small operation within a predetermined operation amount range, the steering control unit 22 prohibits the control of the steered wheels according to the additional operation, so that the steered wheels do not match the driver's intention. It is possible to prevent it from being controlled to the contrary. Note that the predetermined operation amount range is set, for example, to a range in which it can be estimated that the additional operation is a minute operation not intended by the driver, but is not limited to this, and can be set to any range.

The learning unit 23 learns the amount of change in the steering angle of the steered wheels when an additional operation is performed. For example, if an additional operation is performed before the actual steering angle reaches the target steering angle B1, the learning unit 23 determines that the driver feels that the amount of change in the actual steering angle is small, and performs the additional operation. The system learns to increase the amount of change in the steering angle of the steered wheels when the steering wheel is turned. That is, when an additional operation is performed, the learning unit 23 learns the amount of change in the steering angle of the steered wheels, regardless of whether control of the steered wheels is executed in accordance with the additional operation. Specifically, the learning unit 23 stores a value to be added to or multiplied by the upper limit guard value as a learned value of the amount of change in steering angle. When the learning value is an addition value, the initial value is 0. When the learning value is a multiplication value, the initial value is 1.0. If an additional operation is performed before the actual steering angle reaches the target steering angle B1, the learning unit 23 increases the learned value by a predetermined amount and updates it as a new learned value.

The learning unit 23 then stores the updated learning value in the storage unit 30 as learning information 31. Then, when controlling the steered wheels from the next time onwards, the steering control unit 22 executes the control of the steered wheels using the learning information 31. Specifically, the steering control unit 22 controls the steered wheels by using a value obtained by adding or multiplying the upper limit guard value by the learning value as the upper limit guard value.

Note that the learning unit 23 may learn the control amount for controlling the rotational speed of the steering motor. In that case, the learning unit 23 may employ, as the learning value, a value to be added to or multiplied by the control amount. The learning method is the same as learning the upper limit guard value. The learning unit 23 may learn either the upper limit guard value or the motor control amount, or may learn both. If the additional operation is performed before the actual steering angle reaches the target steering angle B1, the learning unit 23 determines that if the amount of change in the actual steering angle has not reached the upper limit guard value, that is, change amount suppression control is performed. If not, the control amount of the motor is learned, and if the amount of change in the actual steering angle reaches the upper limit guard value, that is, if change amount suppression control is being performed, even if the upper limit guard value is learned. good.

Control of steered wheels using this learning information 31 will be explained in detail with reference to FIGS. 5 and 6. 5 and 6 are time charts showing changes in the amount of steering angle of the steered wheels in this embodiment. In addition, in FIG. 5 and FIG. 6, the actual steering angle of the steered wheels from the next time onward is shown by a chain double-dashed line.

First, referring to FIG. 5, when an additional operation is performed before the actual steering angle reaches the target steering angle B1 (see time T22), the learning unit 23 determines the state of the steered wheels when the additional operation is performed. The steering angle change amount Da is learned, and as described above, the learned value is increased and updated and stored, that is, the learned value is stored in the storage unit 30 as learning information 31.

Then, when the operation unit 41 is operated from the next time onward to control the steered wheels, the steering control unit 22 reads out the learning information 31 and displays the learned steering angle change amount as the actual steering angle indicated by the two-dot chain line. D1 changes the steering angle of the steered wheels.

Specifically, when the operating direction of the operating section and the operating direction of the operating section 41 in the additional operation are the same direction (see time T22), the steering control section 22 determines whether the operating section 41 will be operated from the next time onwards. When controlling the steered wheels, the steered angle of the steered wheels is changed by a steered angle change amount D1 that is increased from the original steered angle change amount Da. That is, when learning the upper limit guard value, the amount of change in steering angle increases from Da to D1 by increasing the upper limit guard value.

Thereby, in this embodiment, the steered wheels can be appropriately controlled for subsequent operations of the operating section 41. That is, in the present embodiment, if an additional operation is performed before the actual steering angle reaches the target steering angle B1 (here, the operating direction of the additional operation is the same as the initial operating direction of the operating section 41). case), it is presumed that the driver feels that the steering of vehicle A is slow. Therefore, the steering control unit 22 according to the present embodiment controls the steering angle change amount D1 that is different from the steering angle change amount Da from the next time onwards, specifically, the steering angle change amount D1 that is increased from the original steering angle change amount Da. The steering angle of the steered wheels can now be changed. As a result, it becomes possible to turn the vehicle A earlier than when using the initial steering angle change amount Da, and therefore, it is possible to appropriately control the steered wheels according to the driver's senses. .

In the above description, the learned value is reflected at the next steering turn, but the learned value may be reflected immediately after the additional operation is performed. In that case, the amount of change in steering angle changes from Da to D1 after time T22 when the additional operation is performed in FIG.

On the other hand, as shown in FIG. 6, when the operating direction of the operating section and the operating direction of the operating section 41 in the additional operation are opposite directions (see time T32), the steering control section 22 controls the operating section from the next time onwards. 41 is operated to control the steered wheels, the steered angle of the steered wheels is changed by a steered angle change amount D2 that is decreased from the original steered angle change amount Da. That is, when learning the upper limit guard value, the upper limit guard value is corrected to decrease, thereby reducing the steering angle change amount from Da to D2.

Thereby, in this embodiment, the steered wheels can be appropriately controlled for subsequent operations of the operating section 41. That is, in the present embodiment, if an additional operation is performed before the actual steering angle reaches the target steering angle B1 (here, the operating direction of the additional operation is opposite to the initial operating direction of the operating section 41). case), it is presumed that the driver feels that vehicle A turns quickly. Therefore, the steering control unit 22 according to the present embodiment controls a steering angle change amount D2 that is different from the steering angle change amount Da from the next time onwards, specifically, a steering angle change amount D2 that is decreased from the original steering angle change amount Da. The steering angle of the steered wheels can now be changed. Thereby, it becomes possible to turn the vehicle A more slowly than when using the initial steering angle change amount Da, and therefore, it is possible to appropriately control the steered wheels according to the driver's senses.

Note that here as well, the learned value may be reflected immediately after the additional operation is performed. In that case, the amount of change in steering angle changes from Da to D2 after time T32 when the additional operation is performed in FIG. Further, the learning unit 23 may separately store a steering angle change amount D1 that is larger than the steering angle change amount Da, and a steering angle change amount D2 that is smaller than the steering angle change amount Da.

Note that in the above description, the learning unit 23 learns the amount of change in the steering angle of the steered wheels when an additional operation is performed before the actual steering angle reaches the target steering angle B1, but the present invention is not limited to this. It's not something you can do.

Specifically, when the additional operation is performed before the actual steering angle reaches the reference value C, the learning unit 23 learns the amount of change in the steering angle of the steered wheels. That is, the learning unit 23 learns the amount of change in the steering angle of the steered wheels when an additional operation is performed and a change in the target steering angle according to the additional operation is restricted.

Then, when the operation section 41 is operated from the next time onward to control the steered wheels, the steering control section 22 controls the learned steering angle change amount (the steering angle change amount D1 in FIG. 5), which is different from the steering angle change amount Da. Alternatively, the steering angle of the steered wheels is changed using the steering angle change amount D2) in FIG.

As described above, in this embodiment, the steered wheels can be appropriately controlled for subsequent operations of the operation unit 41.

Furthermore, as described above, when controlling the steered wheels from the next time onward, if the steering angle change amounts D1 and D2 are changed from the steering angle change amount Da, the changed steering angle change amounts will be immediately responsive to the driver's senses. It is also possible that they do not match (do not match).

Therefore, in the present embodiment, the changed steering angle variation amounts D1 and D2 can be returned to the original steering angle variation amount Da in response to a driver's request, for example.

Specifically, as shown by the broken line in FIG. 3, a reset switch 80 is communicably connected to the control device 10. The reset switch 80 is operated by the driver when the driver requests that the changed steering angle change amounts D1 and D2 be returned to the original steering angle change amount Da.

Then, after learning the amount of change in the steering angle (here, after changing the amount of change in the steering angle to the amount of change D1, D2 that is different from the amount of change Da in steering angle), the steering control unit 22 satisfies a preset reset condition. (in this case, when the reset switch 80 is operated), the changed steering angle change amounts D1 and D2 are returned to the original steering angle change amounts Da. Specifically, when the reset condition is satisfied, the steering control unit 22 returns the upper limit guard value and the learning value for the motor control amount stored in the storage unit 30 to the initial value.

In this way, in this embodiment, the changed steering angle variation amounts D1 and D2 can be returned to the original steering angle variation amount Da in response to a driver's request, for example, so that the steering angle changes It becomes possible to set the amount of change to a value (here, the amount of change in steering angle Da) that matches the sense of the driver.

Note that in the above description, the reset condition is set when the reset switch 80 is operated, but the present invention is not limited to this.

The display control section 24 performs control to display steering angle information on the display section 70. The display of this steering angle information will be explained with reference to FIG. 7. FIG. 7 is a diagram for explaining the display of steering angle information.

As shown in FIG. 7, the display control section 24 displays the steering angle information on the display section 70. The steering angle information includes a target steering angle E, a trajectory F of the steering angle up to the current actual steering angle, and a planned trajectory G of the steering angle from the current actual steering angle until reaching the target steering angle. . Note that the steering angle information may include a mark 71 and a message 72 indicating the current actual steering angle.

In this way, in this embodiment, by displaying the steering angle information on the display unit 70, the driver can see, for example, how close the current actual steering angle is to the target steering angle. This makes it possible to grasp the steering status of the steered wheels, such as how the angle will change in the future. Furthermore, by having the driver grasp the steering status of the steered wheels, it is also possible to prevent the driver from misunderstanding that the driver needs to additionally operate the operation unit 41 due to a delay in turning the vehicle A.

<Control processing of the control device according to the embodiment>
Next, a specific processing procedure in the control device 10 will be explained using FIG. 8. FIG. 8 is a flowchart showing the processing procedure executed by the control device 10.

As shown in FIG. 8, the controller 20 of the control device 10 detects the amount of operation on the operation unit 41 (step S10). Next, the controller 20 controls the steered wheels so that the actual steered angle of the steered wheels becomes the target steered angle based on the detected operation amount (step S11).

Next, the controller 20 determines whether an additional operation has been performed on the operation unit 41 (step S12). When the controller 20 determines that no additional operation has been performed on the operation unit 41 (step S12, No), the controller 20 immediately ends the process.

When it is determined that an additional operation has been performed on the operation unit 41 (Step S12, Yes), the controller 20 determines whether the actual steering angle is equal to or greater than the reference value C (Step S13), that is, It is determined whether the actual steering angle has reached the reference value C.

When the controller 20 determines that the actual steering angle is not greater than or equal to the reference value C (step S13, No), that is, when it is determined that the actual steering angle is less than the reference value C and has not reached the reference value C. , restricting the change in the target steering angle according to the additional operation (step S14), in other words, restricting the control of the steered wheels according to the additional operation.

On the other hand, if it is determined that the actual steering angle is equal to or greater than the reference value C (step S13, Yes), that is, if it is determined that the actual steering angle has reached the reference value C, the controller 20 performs the additional operation. The steered wheels are controlled according to the following (step S15).

As described above, the control device 10 according to the embodiment includes the controller 20 that controls the steered wheels of the vehicle A (an example of a moving body) according to the amount of operation on the operation unit 41. The controller 20 controls the steered wheels based on the operation amount so that the actual steering angle of the steered wheels becomes the target steering angle B1 set according to the operation amount. Then, if an additional operation is performed on the operation unit 41 before the actual steering angle reaches a preset reference value C with respect to the target steering angle B1, the controller 20 controls the target steering angle according to the additional operation. Limit changes in steering angle. This can reduce the sense of discomfort that the driver feels when operating the operating section 41.

<Modified example>
Next, a modification of the control device 10 according to the above-described embodiment will be described. FIG. 9 is a diagram for explaining a modification of the control device 10, and is a time chart showing changes in the steering angle amount of the steered wheels in the modification. In addition, below, the same code|symbol is attached|subjected about the structure common to embodiment, and description is abbreviate|omitted.

In the embodiment described above, the steering control unit 22 prohibits the control of the steered wheels according to the additional operation as a restriction on the control of the steered wheels when the additional operation is performed, but in the modified example In order to limit the control of the steered wheels, the amount of change in the steering angle when controlling the steered wheels in response to additional operations is reduced.

Specifically, as shown in FIG. 9, when an additional operation is performed (see time T42), the steering control unit 22 determines whether the additional operation is performed after the actual steering angle reaches the target steering angle B1. The amount of change in the steering angle J2 of the steered wheels until reaching the new target steering angle B2 (time T43 to T44), which is newly set according to the operation amount of the operating unit 41, is changed until the target steering angle B1 is reached. The steering angle change amount J1 is decreased compared to the steering angle change amount J1.

In other words, the steering control unit 22 causes the steered wheels to be steered more slowly (slowly) than before the actual steered angle reaches the target steered angle B1 until the actual steered angle changes from the target steered angle B1 to the new target steered angle B2. It was to so.

Thereby, in the modification, even if an additional operation is performed on the operation section 41, the steered wheels can be appropriately controlled in response to the operation of the operation section 41. That is, in the modified example, even if the driver performs an additional operation due to a misunderstanding that an additional operation of the operation unit 41 is necessary due to a delay in turning the vehicle A, the steering wheel Since the actual steering angle changes slowly until it reaches the new target steering angle B2, it is possible to prevent the driver from performing operations such as hastily returning the operating section 41.

In addition, although the example in which the operation part 41 is a joystick was shown above, it is not limited to this, and may be other types of operation parts, such as a steering wheel, for example. Moreover, although the example in which the operation unit 41 is mounted on the vehicle A has been described above, the present invention is not limited to this. That is, the configuration may be such that the operation unit 41 is a remote controller that is not mounted on the vehicle A, and the vehicle A is operated remotely.

Further, although the above configuration has been described for steering control, it may also be used for speed control. For example, in a vehicle that controls forward movement and backward movement by tilting a joystick forward and backward, the controller 20 detects the amount of operation on the operation unit 41, and sets the speed of the vehicle A according to the amount of operation based on the detected amount of operation. The drive motor is controlled so that the target speed is achieved. Then, if the driver performs an additional operation on the operation unit 41 before the speed of the vehicle A reaches a preset reference value for the target speed, the controller 20 adjusts the target speed. The configuration may be such that the speed of the vehicle A is appropriately controlled by not changing the speed.

Further advantages and modifications can be easily deduced by those skilled in the art. Therefore, the broader aspects of the invention are not limited to the specific details and representative embodiments shown and described above. Accordingly, various changes may be made without departing from the spirit or scope of the general inventive concept as defined by the appended claims and their equivalents.

10 control device 20 controller 41 operation unit 100 control system

Claims (12)

A control device comprising a controller that controls steered wheels of a moving body according to an amount of operation on an operation unit,
The controller includes:
Controlling the steered wheels based on the operation amount so that the actual steering angle of the steered wheels becomes a target steering angle set according to the operation amount,
If an additional operation is performed on the operation unit before the actual steering angle reaches a preset reference value for the target steering angle, the target steering angle is changed in accordance with the additional operation. Restrict,
Control device. The controller includes:
If the additional operation is performed before the actual steering angle reaches the reference value, the target steering angle is not changed in accordance with the additional operation;
The control device according to claim 1. The reference value is
a value smaller than the target steering angle;
The control device according to claim 1. The controller includes:
If the additional operation is performed before the actual steering angle reaches the target steering angle, learning the amount of change in the steering angle of the steered wheels;
When the operation unit is operated to control the steered wheels, changing the steered angle of the steered wheels using the learned steered angle change amount;
The control device according to claim 1. The controller includes:
If the additional operation is performed before the actual steering angle reaches the reference value, learning the amount of change in the steering angle of the steered wheels;
When the operation unit is operated to control the steered wheels, changing the steered angle of the steered wheels using the learned steered angle change amount;
The control device according to claim 1. The controller includes:
learning an upper limit guard value that limits the amount of change in the steering angle;
The control device according to claim 4 or 5. The controller includes:
When the operation direction of the operation section and the operation direction of the operation section in the additional operation are the same direction, when the operation section is operated to control the steered wheels, the amount of change in the steering angle increases from the original amount of change in the steering angle. changing the steering angle of the steered wheels by the amount of change in the steered angle;
The control device according to claim 4 or 5. The controller includes:
When the operation direction of the operation section and the operation direction of the operation section in the additional operation are opposite directions, when the operation section is operated to control the steered wheels, the steering angle change amount is reduced from the original amount of change in the steering angle. changing the steering angle of the steered wheels by the amount of change in the steered angle;
The control device according to claim 4 or 5. The controller includes:
After learning the rudder angle change amount, if a preset reset condition is satisfied, the changed rudder angle change amount is returned to the original rudder angle change amount;
The control device according to claim 4 or 5. The controller includes:
When the additional operation is performed, after the actual steering angle reaches the target steering angle, the new target steering angle is changed to a new target steering angle that is newly set according to the operation amount of the operation section on which the additional operation was performed. reducing the amount of change in the steering angle of the steered wheels until reaching the target steering angle compared to the amount of change in the steering angle until reaching the target steering angle;
The control device according to claim 1. The controller includes:
A display unit displays steering angle information including the target steering angle, a trajectory of the steering angle up to the current actual steering angle, and a planned trajectory of the steering angle from the current actual steering angle until reaching the target steering angle. to be displayed on,
The control device according to claim 1. an operation section;
A control system comprising: a control device including a controller that controls steered wheels of a moving body according to an operation amount on the operation unit,
The controller includes:
Controlling the steered wheels based on the operation amount so that the actual steering angle of the steered wheels becomes a target steering angle set according to the operation amount,
If an additional operation is performed on the operation unit before the actual steering angle reaches a preset reference value for the target steering angle, the target steering angle is changed in accordance with the additional operation. Restrict,
control system.

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