JP2863941B2 - Power steering control method - Google Patents
Power steering control methodInfo
- Publication number
- JP2863941B2 JP2863941B2 JP6404390A JP6404390A JP2863941B2 JP 2863941 B2 JP2863941 B2 JP 2863941B2 JP 6404390 A JP6404390 A JP 6404390A JP 6404390 A JP6404390 A JP 6404390A JP 2863941 B2 JP2863941 B2 JP 2863941B2
- Authority
- JP
- Japan
- Prior art keywords
- vehicle speed
- current
- sensor
- control
- current control
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
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- Steering Control In Accordance With Driving Conditions (AREA)
Description
【発明の詳細な説明】 〔産業上の利用分野〕 本発明は、車両速度に応じて操舵力を制御する動力舵
取装置の制御方法に関するものである。Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method for controlling a power steering device that controls a steering force according to a vehicle speed.
〔従来の技術〕 一般的な動力舵取装置を第５図を用いて説明する。同
図において、１はエンジン、２は車速センサ、３はオイ
ルポンプ、４はタンク、５は吐出側配管、６は戻り側配
管、７は制御装置、８は電流供給線、９はイグニッショ
ンキー、10はバッテリー、11はソレノイドバルブ、12は
パワーステアリングのコントロールバルブ、13はステア
リングシャフトである。[Prior Art] A general power steering device will be described with reference to FIG. In the figure, 1 is an engine, 2 is a vehicle speed sensor, 3 is an oil pump, 4 is a tank, 5 is a discharge side pipe, 6 is a return side pipe, 7 is a control device, 8 is a current supply line, 9 is an ignition key, 10 is a battery, 11 is a solenoid valve, 12 is a control valve for power steering, and 13 is a steering shaft.
次に動作について説明する。まず、通常の動作につい
て説明する。イグニッションキー９がオンとなりエンジ
ン１が始動すると、オイルポンプ３はエンジン１により
回転され、オイルをパワーステアリングのコントロール
バルブ12等に圧油として供給する。供給されたオイルは
パワーステアリングのコントロールバルブ12等を経由し
た後、戻り側配管６を介してタンク４に戻る。エンジン
１はエンジン回転数信号ａを制御装置７へ出力し、車速
センサ２は車速信号ｂを制御装置７へ出力する。制御装
置７は、エンジン回転数信号a,車速信号ｂを入力し、電
流供給線８を介して、エンジン信号ａ、，車速信号ｂに
応じた電流をソレノイドバルブ11のソレノイド（図示せ
ず）に供給し、車速に応じた操舵力を発生させる。上記
車速センサ２は車速に応じたパルス数を車速信号ｂとし
て出力するセンサであり、制御装置７はパルスの周期に
より車速を検出する。Next, the operation will be described. First, a normal operation will be described. When the ignition key 9 is turned on and the engine 1 is started, the oil pump 3 is rotated by the engine 1 and supplies oil to the control valve 12 of the power steering as pressure oil. The supplied oil passes through the control valve 12 of the power steering and the like, and then returns to the tank 4 via the return pipe 6. The engine 1 outputs an engine speed signal a to the control device 7, and the vehicle speed sensor 2 outputs a vehicle speed signal b to the control device 7. The control device 7 receives an engine speed signal a and a vehicle speed signal b, and supplies a current corresponding to the engine signal a and the vehicle speed signal b to a solenoid (not shown) of the solenoid valve 11 via a current supply line 8. And generates a steering force according to the vehicle speed. The vehicle speed sensor 2 is a sensor that outputs the number of pulses corresponding to the vehicle speed as a vehicle speed signal b, and the control device 7 detects the vehicle speed based on the pulse cycle.
従来の制御方法においてはパルスの周期により車速を
検出し、この検出した車速に応じてソレノイド電流を制
御して操舵力を制御していた。このため、車速の急変は
ソレノイド電流の急変すなわち操舵力の急変となり、運
転者はハンドル操作に違和感を生じていた。In the conventional control method, the vehicle speed is detected based on the pulse cycle, and the steering current is controlled by controlling the solenoid current according to the detected vehicle speed. For this reason, a sudden change in the vehicle speed results in a sudden change in the solenoid current, that is, a sudden change in the steering force, and the driver has a feeling of strangeness in operating the steering wheel.
これに対して、車速信号ｂを平均化し（例えば単位時
間当たりのパルス数を計数し）、その値によりソレノイ
ド電流を制御するという方法が提案されたが、この方法
では車速変化に対する操舵力変化の追従に遅れが生じる
という問題があった。On the other hand, a method has been proposed in which the vehicle speed signal b is averaged (for example, the number of pulses per unit time is counted), and the solenoid current is controlled based on the averaged value. There was a problem that a delay occurred in following.
本発明はこのような点に鑑みてなされたものであり、
その目的とするところは、車速が急変してもハンドル操
作に違和感の生じない動力舵取装置の制御方法を得るこ
とにある。The present invention has been made in view of such a point,
An object of the present invention is to provide a method for controlling a power steering device that does not cause a sense of incongruity in steering operation even when the vehicle speed suddenly changes.
このような目的を達成するために第１発明（請求項１
に係る発明）は、車速センサからの車速信号に基づいて
求められる現在センサ車速と操舵力制御に使用される現
在制御車速とを比較し、現在センサ車速が現在制御車速
よりも所定値を越えて低下した場合を減速と判断し、現
在センサ車速との差が所定値以内となるまで、所定周期
毎に現在制御車速から所定量を加えた車速を新たな現在
制御車速とするようにしたものである。In order to achieve such an object, the first invention (claim 1
The invention according to the present invention) compares a current sensor vehicle speed obtained based on a vehicle speed signal from a vehicle speed sensor with a current control vehicle speed used for steering force control, and the current sensor vehicle speed exceeds a predetermined value than the current control vehicle speed. When the vehicle speed decreases, the vehicle speed is determined to be a deceleration, and a vehicle speed obtained by adding a predetermined amount from the current control vehicle speed at predetermined intervals until a difference from the current sensor vehicle speed becomes within a predetermined value is set as a new current control vehicle speed. is there.
第２発明（請求項２に係る発明）は、車速センサから
の車速信号に基づいて求められる現在センサ車速と操舵
力制御に使用される現在制御車速とを比較し、現在セン
サ車速が現在制御車速よりも所定値を越えて低下した場
合を減速と判断し、現在センサ車速との差が所定値以内
となるまで、所定周期毎に現在制御車速に所定量を加え
た車速を新たな現在制御車速とする一方、現在センサ車
速が現在制御車速よりも所定値を越えて上昇した場合を
加速と判断し、現在センサ車速との差が所定値以内とな
るまで、所定周期毎に現在制御車速に所定量を加えた車
速を新たな現在制御車速とするようにしたものである。A second invention (an invention according to claim 2) compares a current sensor vehicle speed obtained based on a vehicle speed signal from a vehicle speed sensor with a current control vehicle speed used for steering force control, and determines that the current sensor vehicle speed is the current control vehicle speed. Is determined to be a deceleration when the vehicle speed exceeds a predetermined value, and the vehicle speed obtained by adding a predetermined amount to the current control vehicle speed at predetermined intervals until the difference from the current sensor vehicle speed becomes within the predetermined value is set as a new current control vehicle speed. On the other hand, if the current sensor vehicle speed rises beyond the current control vehicle speed by more than a predetermined value, it is determined that the vehicle is accelerating, and the current control vehicle speed is maintained at a predetermined cycle until the difference from the current sensor vehicle speed becomes within a predetermined value. The vehicle speed obtained by adding the fixed amount is used as a new current control vehicle speed.
第１発明によれば、現在センサ車速（VN）が現在制御
車速（VC）よりも所定値（ΔＶ）を越えて低下すると、
減速と判断される。減速と判断されると、現在センサ車
速（VN）との差が所定値（ΔＶ）以内となるまで所定周
期毎に、現在制御車速（VC）が所定量（ΔVC）ずつ緩や
かに低下して行く。According to the first invention, when the current sensor vehicle speed (VN) falls below the current control vehicle speed (VC) by more than the predetermined value (ΔV),
It is determined that the vehicle is decelerating. When it is determined that the vehicle is decelerating, the current control vehicle speed (VC) gradually decreases by a predetermined amount (ΔVC) at predetermined intervals until the difference from the current sensor vehicle speed (VN) falls within a predetermined value (ΔV). .
第２発明によれば、現在センサ車速（VN）が現在制御
車速（VC）よりも所定値（ΔＶ）を越えて上昇すると、
加速と判断される。加速と判断されると、現在センサ車
速（VN）との差が所定値（ΔＶ）以内となるまで所定周
期毎に、現在制御車速（VC）が所定量（ΔVC）ずつ緩や
かに上昇して行く。According to the second invention, when the current sensor vehicle speed (VN) increases beyond the current control vehicle speed (VC) by more than the predetermined value (ΔV),
It is determined to be accelerating. When it is determined that the vehicle is accelerating, the current control vehicle speed (VC) gradually increases by a predetermined amount (ΔVC) at predetermined intervals until the difference from the current sensor vehicle speed (VN) becomes within a predetermined value (ΔV). .
第１図は、本発明による動力舵取装置の制御方法の一
実施例を説明するためのタイムチャートである。第１図
（ａ）は車速に対するソレノイド電流を示し、第１図
（ｂ）〜（ｇ）の実線は車速信号より求めた車速（以下
「センサ車速」という）を示し、第１図（ｂ）〜（ｇ）
の点線は本発明が適用された動力舵取装置における制御
車速（操舵力制御に使用される車速）を示す。更に詳細
に説明すると、第１図（ｂ）は急加速時のセンサ車速お
よび制御車速、（ｃ）は車速センサ異常などによる車速
急変時のセンサ車速および制御車速、（ｄ）は急減速時
（車輪ロック時）のセンサ車速および制御車速、（ｅ）
は車速センサ異常などによる車速急変時のセンサ車速お
よび制御車速、（ｆ）は低μ路（低摩擦係数路）で減速
し車速センサ信号に増減の繰返しが生じた時のセンサ車
速および制御車速、（ｇ）は低μ路で加速し車速センサ
信号に増減の繰返しが生じた時のセンサ車速および制御
車速である。FIG. 1 is a time chart for explaining one embodiment of a control method of a power steering device according to the present invention. FIG. 1A shows the solenoid current with respect to the vehicle speed, and the solid lines in FIGS. 1B to 1G show the vehicle speed (hereinafter referred to as "sensor vehicle speed") obtained from the vehicle speed signal. ~ (G)
A dotted line indicates a control vehicle speed (vehicle speed used for steering force control) in the power steering apparatus to which the present invention is applied. More specifically, FIG. 1 (b) shows the sensor vehicle speed and the control vehicle speed at the time of rapid acceleration, (c) shows the sensor vehicle speed and the control vehicle speed at the time of a sudden change in vehicle speed due to a vehicle speed sensor abnormality, etc. (E) sensor vehicle speed and control vehicle speed during wheel lock)
Is the sensor vehicle speed and control vehicle speed when the vehicle speed suddenly changes due to a vehicle speed sensor abnormality, etc., (f) is the sensor vehicle speed and control vehicle speed when the vehicle speed sensor signal decelerates on a low μ road (low friction coefficient road) and repeatedly increases and decreases, (G) is the sensor vehicle speed and the control vehicle speed when the vehicle speed sensor signal accelerates on a low μ road and repeatedly increases and decreases.
第２図は、本発明による動力舵取装置の制御方法の一
実施例を詳細に説明するためのフローチャートである。
まず、タイマをリセットし、スタートする（ステップ2
1）。次に、車速信号から現在センサ車速VNを算出する
（ステップ22）。これは車速信号すなわち車速パルスの
周期から求める。次に、現在センサ車速VNと現在制御車
速VCとの差VDを求める（ステップ23）。ステップ24でVD
の絶対値が所定値ΔＶ（例えば1km/h）以下の時は、タ
イマがΔT1（例えば24ms）を計時したら（ステップ2
5）、制御車速不変つまりVC＝VCとし（ステップ26）、
ステップ21へ戻る。FIG. 2 is a flowchart for explaining in detail one embodiment of the control method of the power steering apparatus according to the present invention.
First, reset and start the timer (step 2
1). Next, the current sensor vehicle speed VN is calculated from the vehicle speed signal (step 22). This is obtained from the vehicle speed signal, that is, the period of the vehicle speed pulse. Next, a difference VD between the current sensor vehicle speed VN and the current control vehicle speed VC is determined (step 23). VD in step 24
When the absolute value of is less than or equal to a predetermined value ΔV (eg, 1 km / h), the timer measures ΔT1 (eg, 24 ms) (step 2).
5), control vehicle speed invariant, that is, VC = VC (step 26),
Return to step 21.
ステップ24でVD＞ΔＶのときは、タイマがΔT2（例え
ば45ms）を計時したら（ステップ27）、VC＝VC＋ΔVCと
し（ステップ28）、ステップ21へ戻る。上記ΔVCは例え
ば1km/hである。When VD> ΔV in step 24, if the timer measures ΔT2 (for example, 45 ms) (step 27), VC = VC + ΔVC (step 28), and the process returns to step 21. The above ΔVC is, for example, 1 km / h.
ステップ24でVD＜−ΔＶのときは、タイマがΔT3（例
えば24ms）を計時したら（ステップ29）、VC＝VC−ΔVC
とし（ステップ30）、ステップ21へ戻る。When VD <−ΔV in step 24, if the timer measures ΔT3 (for example, 24 ms) (step 29), VC = VC−ΔVC
(Step 30), and the process returns to Step 21.
第２図においてΔVC＝1km/h、ΔT2＝45ms、ΔT3＝24m
sの場合のセンサ車速と制御車速を第３図に示す。第３
図（ａ）は加速時を示し、実線は制御車速、点線はセン
サ車速である。また、第３図（ｂ）は減速時を示し、同
様に実線は制御車速、点線はセンサ車速である。このよ
うに、センサ車速の急変に関わらず、制御車速は緩やか
に変化する。In FIG. 2, ΔVC = 1km / h, ΔT2 = 45ms, ΔT3 = 24m
FIG. 3 shows the sensor vehicle speed and the control vehicle speed in the case of s. Third
FIG. 7A shows the case of acceleration. The solid line is the control vehicle speed, and the dotted line is the sensor vehicle speed. FIG. 3 (b) shows the time of deceleration. Similarly, the solid line shows the control vehicle speed, and the dotted line shows the sensor vehicle speed. Thus, the control vehicle speed changes gently regardless of the sudden change in the sensor vehicle speed.
第４図は、本発明が適用される制御装置を示す構成図
である。第４図において、２は車速センサ、７は制御装
置、14はアクチュエータ（ソレノイド）、71は車速演算
手段、72は比較手段、73は制御車速加算手段、74は制御
車速減算手段、75は車速−電流設定手段、76は車速−電
流テーブルを記憶するメモリ、77は定電流駆動回路であ
る。FIG. 4 is a configuration diagram showing a control device to which the present invention is applied. In FIG. 4, 2 is a vehicle speed sensor, 7 is a control device, 14 is an actuator (solenoid), 71 is vehicle speed calculation means, 72 is comparison means, 73 is control vehicle speed addition means, 74 is control vehicle speed subtraction means, and 75 is vehicle speed. -Current setting means, 76 is a memory for storing a vehicle speed-current table, and 77 is a constant current drive circuit.
次に動作について説明する。車速センサ２からの車速
信号ｂに基づき、車速演算手段71は現在センサ車速を算
出する。この現在センサ車速は比較手段で現在制御車速
と比較され、定速と判断された時には制御車速は現在値
のままとし、加速と判断された場合は、制御車速加算手
段73により、現在制御車速に対して所定周期毎に所定量
だけ加算した車速を新たな現在制御車速とする。また、
減速と判断された場合は、制御車速減算手段74により、
現在制御車速から所定周期毎に所定量だけ減算した車速
を新たな現在制御車速とする。このようにして求めた現
在制御車速に基づき、車速−電流設定手段75により、ソ
レノイド電流を設定する。このソレノイド電流は、メモ
リ76の車速−電流テーブルから求める。設定手段75から
出力される設定値は定電流駆動回路77に入力され、定電
流駆動回路77はアクチュエータ（ソレノイド）14を駆動
する。Next, the operation will be described. Based on the vehicle speed signal b from the vehicle speed sensor 2, the vehicle speed calculating means 71 calculates the current sensor vehicle speed. The current sensor vehicle speed is compared with the current control vehicle speed by the comparing means.When it is determined that the vehicle is at a constant speed, the control vehicle speed is kept at the current value. On the other hand, a vehicle speed obtained by adding a predetermined amount every predetermined period is set as a new current control vehicle speed. Also,
If it is determined that the vehicle is decelerating, the control vehicle speed subtracting means 74
A vehicle speed obtained by subtracting a predetermined amount from the current control vehicle speed at predetermined intervals is set as a new current control vehicle speed. The solenoid current is set by the vehicle speed-current setting means 75 based on the current control vehicle speed thus obtained. This solenoid current is obtained from the vehicle speed-current table in the memory 76. The set value output from the setting means 75 is input to the constant current drive circuit 77, and the constant current drive circuit 77 drives the actuator (solenoid).
このように、本実施例においては、センサ車速が急変
しても制御車速が急変しないように、制御車速の変化量
に一種のリミッタを設けたので、センサ車速の急変によ
る操舵力急変を防止できる。As described above, in the present embodiment, a kind of limiter is provided for the amount of change in the control vehicle speed so that the control vehicle speed does not change abruptly even if the sensor vehicle speed changes suddenly, so that a sudden change in the steering force due to the sudden change in the sensor vehicle speed can be prevented. .
以上説明したように第１発明では、現在センサ車速が
現在制御車速よりも所定値を越えて低下すると減速と判
断され、現在センサ車速との差が所定値以内となるまで
所定周期毎に現在制御車速が所定量ずつ緩やかに低下し
て行くものとなり、第２発明では、さらに、現在センサ
車速が現在制御車速よりも所定値を越えて上昇すると加
速と判断され、現在センサ車速との差が所定値以内とな
るまで所定周期毎に現在制御車速が所定量ずつ緩やかに
上昇して行くものとなり、センサ車速が急変しても操舵
力が急変しないようにできるので、車速が急変してもハ
ンドル操作に違和感が生じない効果がある。As described above, in the first invention, when the current sensor vehicle speed falls below the current control vehicle speed by more than a predetermined value, it is determined that the vehicle is decelerating, and the current control is performed at predetermined intervals until the difference from the current sensor vehicle speed falls within the predetermined value. The vehicle speed gradually decreases by a predetermined amount, and according to the second invention, when the current sensor vehicle speed exceeds a current control vehicle speed by more than a predetermined value, it is determined that the vehicle is accelerating, and the difference from the current sensor vehicle speed is determined by a predetermined value. The current control vehicle speed gradually increases by a predetermined amount every predetermined period until it becomes within the value.Because the steering force does not suddenly change even if the sensor vehicle speed changes suddenly, even if the vehicle speed changes suddenly, the steering wheel operation There is an effect that does not cause discomfort.
第１図は本発明による動力舵取装置の制御方法の一実施
例を説明するためのタイムチャート、第２図は本発明に
よる動力舵取装置の制御方法の一実施例を説明するため
のフローチャート、第３図は加速時および減速時のセン
サ車速と制御車速を示すタイムチャート、第４図は本発
明が適用される制御装置を示す構成図、第５図は一般的
な動力舵取装置を示す構成図である。FIG. 1 is a time chart for explaining one embodiment of a method for controlling a power steering device according to the present invention, and FIG. 2 is a flowchart for explaining one embodiment of a control method for a power steering device according to the present invention. FIG. 3 is a time chart showing a sensor vehicle speed and a control vehicle speed during acceleration and deceleration, FIG. 4 is a block diagram showing a control device to which the present invention is applied, and FIG. 5 is a general power steering device. FIG.
Claims (2)
取装置の制御方法において、 車速センサからの車速信号に基づいて求められる現在セ
ンサ車速と操舵力制御に使用される現在制御車速とを比
較し、 現在センサ車速が現在制御車速よりも所定値を越えて低
下した場合を減速と判断し、現在センサ車速との差が所
定値以内となるまで、所定周期毎に現在制御車速から所
定量を減じた車速を新たな現在制御車速とする ようにしたことを特徴とする動力舵取装置の制御方法。1. A control method for a power steering device for controlling a steering force according to a vehicle speed, comprising: a current sensor vehicle speed obtained based on a vehicle speed signal from a vehicle speed sensor; and a current control vehicle speed used for steering force control. When the current sensor vehicle speed is lower than the current control vehicle speed by more than a predetermined value, it is determined that the vehicle is decelerating. A method for controlling a power steering device, wherein a vehicle speed with a reduced fixed amount is used as a new current control vehicle speed.
取装置の制御方法において、 車速センサからの車速信号に基づいて求められる現在セ
ンサ車速と操舵力制御に使用される現在制御車速とを比
較し、 現在センサ車速が現在制御車速よりも所定値を越えて低
下した場合を減速と判断し、現在センサ車速との差が所
定値以内となるまで、所定周期毎に現在制御車速から所
定量を減じた車速を新たな現在制御車速とする一方、 現在センサ車速が現在制御車速よりも所定値を越えて上
昇した場合を加速と判断し、現在センサ車速との差が所
定値以内となるまで、所定周期毎に現在制御車速に所定
量を加えた車速を新たな現在制御車速とする ようにしたことを特徴とする動力舵取装置の制御方法。2. A control method for a power steering device for controlling a steering force according to a vehicle speed, comprising: a current sensor vehicle speed obtained based on a vehicle speed signal from a vehicle speed sensor; and a current control vehicle speed used for steering force control. When the current sensor vehicle speed is lower than the current control vehicle speed by more than a predetermined value, it is determined that the vehicle is decelerating. While the vehicle speed obtained by reducing the fixed amount is used as the new current control vehicle speed, when the current sensor vehicle speed exceeds the current control vehicle speed by more than a predetermined value, it is determined that the vehicle is accelerating, and the difference from the current sensor vehicle speed is within the predetermined value. A vehicle speed obtained by adding a predetermined amount to the current control vehicle speed every predetermined period until a new current control vehicle speed.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6404390A JP2863941B2 (en) | 1990-03-16 | 1990-03-16 | Power steering control method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6404390A JP2863941B2 (en) | 1990-03-16 | 1990-03-16 | Power steering control method |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH03266776A JPH03266776A (en) | 1991-11-27 |
| JP2863941B2 true JP2863941B2 (en) | 1999-03-03 |
Family
ID=13246687
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP6404390A Expired - Fee Related JP2863941B2 (en) | 1990-03-16 | 1990-03-16 | Power steering control method |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2863941B2 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006007860A (en) * | 2004-06-23 | 2006-01-12 | Favess Co Ltd | Electric power steering device |
| JP4821272B2 (en) * | 2005-11-04 | 2011-11-24 | 日本精工株式会社 | Electric power steering device |
-
1990
- 1990-03-16 JP JP6404390A patent/JP2863941B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH03266776A (en) | 1991-11-27 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| LAPS | Cancellation because of no payment of annual fees |