JP2938806B2 - Vehicle steering angle control device - Google Patents
Vehicle steering angle control deviceInfo
- Publication number
- JP2938806B2 JP2938806B2 JP15483096A JP15483096A JP2938806B2 JP 2938806 B2 JP2938806 B2 JP 2938806B2 JP 15483096 A JP15483096 A JP 15483096A JP 15483096 A JP15483096 A JP 15483096A JP 2938806 B2 JP2938806 B2 JP 2938806B2
- Authority
- JP
- Japan
- Prior art keywords
- steering angle
- angle sensor
- steering
- control device
- electric motor
- 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 - Lifetime
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D7/00—Steering linkage; Stub axles or their mountings
- B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
- B62D7/14—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering
- B62D7/15—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels
- B62D7/1581—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels characterised by comprising an electrical interconnecting system between the steering control means of the different axles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D7/00—Steering linkage; Stub axles or their mountings
- B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
- B62D7/14—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering
- B62D7/148—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering provided with safety devices
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
- Power Steering Mechanism (AREA)
- Testing And Monitoring For Control Systems (AREA)
- Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、電動機などの動力
源を用いて車輪を転舵するようにした車両用舵角制御装
置に関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a steering angle control device for a vehicle in which wheels are steered by using a power source such as an electric motor.
【０００２】[0002]
【従来の技術】運転者の操舵量や車両の運動状態量（車
速、ヨーレイト、横加速度等）に従って演算した目標舵
角と、実舵角センサで検出した実舵角とを一致させるよ
うにフィードバック制御で電動機を駆動し、操舵輪の舵
角を制御するように構成された４輪操舵システムが公知
となっている（特開平５−１５５３５０号公報など参
照）。2. Description of the Related Art Feedback is performed so that a target steering angle calculated in accordance with a driver's steering amount or a vehicle motion state amount (vehicle speed, yaw rate, lateral acceleration, etc.) and an actual steering angle detected by an actual steering angle sensor. A four-wheel steering system is known in which a motor is driven by control to control a steering angle of a steered wheel (see Japanese Patent Application Laid-Open No. 5-155350).
【０００３】この種の電動機をフィードバック制御して
舵角制御を行う車両に於いては、実舵角センサが異常を
来すと正常な舵角制御が行えなくなるので、例えばロー
タリーエンコーダと差動トランスといった具合に、方式
が異なる２つの舵角センサを併用し、双方の出力を比較
することで実舵角センサの故障診断を行うことが一般的
である。In a vehicle in which a steering angle control is performed by performing feedback control of an electric motor of this type, normal steering angle control cannot be performed if an actual steering angle sensor becomes abnormal. In general, it is common to use two steering angle sensors of different types and compare the outputs of the two to perform a fault diagnosis of the actual steering angle sensor.
【０００４】この故障診断システムは、具体的には、ロ
ータリーエンコーダからなる主舵角センサのカウント値
の変化量が前回値に対して±１カウントの範囲に入った
時の差動トランスからなる副舵角センサの値を基準値と
し、この状況下でのこの基準値に対する副舵角センサの
値の変化量が所定値を所定時間超えた場合に、主舵角セ
ンサを不良と判定して後輪舵角を中立にする、というも
のである。[0004] Specifically, this failure diagnosis system comprises a sub-transformer comprising a differential transformer when the amount of change in the count value of a main steering angle sensor comprising a rotary encoder falls within a range of ± 1 count with respect to the previous value. The value of the steering angle sensor is used as a reference value, and when the amount of change in the value of the sub steering angle sensor with respect to this reference value in this situation exceeds a predetermined value for a predetermined time, it is determined that the main steering angle sensor is defective. It is to make the wheel steering angle neutral.
【０００５】[0005]
【発明が解決しようとする課題】ところで、上記４輪操
舵システムに於いては、目標舵角と実舵角との間に偏差
が生じると、その偏差を０にするように電動機が駆動さ
れる。従って、実舵角を検出する舵角センサが断線する
などしてその信号が転舵による舵角変化に対して追従し
なくなった場合、電動機の駆動力は、舵角センサからの
誤った信号と目標舵角との間の偏差を０にしようとして
制御されることとなる。そのため、上記従来の故障診断
システムによると、誤判定を無くそうとして診断時間を
長くとると、舵角センサが故障と判定されるまでの間に
運転者の意志によらない後輪の転舵が行われてしまう懸
念があった。この反対に診断時間を短くすると、誤判定
で後輪が転舵されなくなる事態が生じることが懸念され
る。In the four-wheel steering system, when a deviation occurs between the target steering angle and the actual steering angle, the electric motor is driven so that the deviation becomes zero. . Therefore, if the steering angle sensor that detects the actual steering angle breaks and the signal no longer follows the change in the steering angle due to steering, the driving force of the electric motor is determined by an erroneous signal from the steering angle sensor. Control is performed so as to reduce the deviation from the target steering angle to zero. Therefore, according to the conventional failure diagnosis system described above, if the diagnosis time is increased to eliminate erroneous determination, the steering of the rear wheels without depending on the driver's will is performed until the steering angle sensor is determined to be defective. There was concern that it would be done. Conversely, if the diagnosis time is shortened, there is a concern that the rear wheel may not be steered due to erroneous determination.
【０００６】本発明は、このような従来技術の欠点を改
善するべく案出されたものであり、その主な目的は、舵
角センサの故障による誤った転舵や誤判定による非転舵
を解消し、転舵の信頼性をより一層向上し得る車両用舵
角制御装置を提供することにある。The present invention was devised in order to improve such disadvantages of the prior art, and its main object is to prevent erroneous steering due to a failure of a steering angle sensor or non-steering due to erroneous determination. An object of the present invention is to provide a vehicular steering angle control device that can solve the above problem and further improve the reliability of the steering.
【０００７】[0007]
【課題を解決するための手段】このような目的を果たす
ために、本発明に於いては、少なくとも運転者の操舵量
または車両運動状態量に応じた目標舵角と、舵角センサ
が検出した実舵角とを一致させるように、舵角制御用電
動機が駆動される車両用舵角制御装置に於いて、舵角セ
ンサの故障を診断する故障診断手段と、舵角制御用電動
機の駆動力を制限する駆動力制限手段とを備え、舵角セ
ンサの故障診断実行中は、舵角制御用電動機の駆動力が
制限されるものとした。In order to achieve the above object, according to the present invention, a target steering angle corresponding to at least a driver's steering amount or a vehicle motion state amount and a steering angle sensor are provided. A failure diagnosis means for diagnosing a failure of a steering angle sensor in a vehicle steering angle control device in which a steering angle control electric motor is driven so as to match the actual steering angle detected by And a driving force restricting means for restricting the driving force of the electric motor, wherein the driving force of the electric motor for steering angle control is restricted during the failure diagnosis of the steering angle sensor.
【０００８】[0008]
【発明の実施の形態】以下に添付の図面を参照して本発
明の構成を詳細に説明する。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The configuration of the present invention will be described below in detail with reference to the accompanying drawings.
【０００９】図１は、本発明が適用される前後輪操舵装
置の概略構成図である。図１に於て、ステアリングホイ
ール１は、ステアリングシャフト２の上端に固着され、
かつ該ステアリングシャフト２を介してラックアンドピ
ニオン機構からなる前輪ステアリングギア機構３に連結
されている。そして前輪ステアリングギア機構３は、ス
テアリングシャフト２と一体回動するピニオンギア４及
びこれに噛合するラック５からなり、ラック５の両端
に、それぞれタイロッド６Ｌ・６Ｒ及びナックルアーム
７Ｌ・７Ｒを介して左右前輪８Ｌ・８Ｒが連結されてい
る。FIG. 1 is a schematic configuration diagram of a front and rear wheel steering device to which the present invention is applied. In FIG. 1, a steering wheel 1 is fixed to an upper end of a steering shaft 2,
Further, it is connected to a front wheel steering gear mechanism 3 including a rack and pinion mechanism via the steering shaft 2. The front wheel steering gear mechanism 3 includes a pinion gear 4 that rotates integrally with the steering shaft 2 and a rack 5 that meshes with the pinion gear 4. Left and right ends of the rack 5 are connected to tie rods 6L and 6R and knuckle arms 7L and 7R, respectively. The front wheels 8L and 8R are connected.
【００１０】ステアリングシャフト２には、その回転角
度を検出するための例えばロータリーエンコーダ等から
なる操舵角センサ９が取り付けられている。この操舵角
センサ９は、ＣＰＵ等を備える制御装置１０に接続され
ており、ステアリングホイール１の操舵角度信号を制御
装置１０へ出力するようになっている。そして両前輪８
Ｌ・８Ｒには、それぞれ制御装置１０に接続された車速
センサ１１Ｌ・１１Ｒが取り付けられており、車速信号
を制御装置１０へ出力するようになっている。The steering shaft 2 is provided with a steering angle sensor 9 for detecting a rotation angle of the steering shaft 2, such as a rotary encoder. The steering angle sensor 9 is connected to a control device 10 having a CPU and the like, and outputs a steering angle signal of the steering wheel 1 to the control device 10. And both front wheels 8
Vehicle speed sensors 11L and 11R connected to the control device 10 are attached to the L · 8R, and output vehicle speed signals to the control device 10.
【００１１】後輪側には、制御装置１０により駆動制御
される電動機１２が配置されている。この電動機１２
は、ラックアンドピニオン機構からなる後輪ステアリン
グギア機構１４に例えばかさ歯車機構１３を介して連結
されている。この後輪ステアリングギア機構１４は、電
動機１２の出力軸と一体回動するピニオンギア１５及び
これに噛合するラック１６を備えており、ラック１６の
両端に、それぞれタイロッド１７Ｌ・１７Ｒ及びナック
ルアーム１８Ｌ・１８Ｒを介して左右後輪１９Ｌ・１９
Ｒが連結されている。これら両後輪１９Ｌ・１９Ｒに
も、車速センサ２１Ｌ・２１Ｒがそれぞれ取り付けら
れ、かつ制御装置１０に接続されている。An electric motor 12 driven and controlled by a control device 10 is arranged on the rear wheel side. This electric motor 12
Is connected to a rear wheel steering gear mechanism 14 composed of a rack and pinion mechanism via a bevel gear mechanism 13, for example. The rear wheel steering gear mechanism 14 includes a pinion gear 15 that rotates integrally with the output shaft of the electric motor 12 and a rack 16 that meshes with the pinion gear 15. Tie rods 17L and 17R and knuckle arms 18L and Left and right rear wheels 19L and 19 via 18R
R is linked. Vehicle speed sensors 21L and 21R are also attached to these two rear wheels 19L and 19R, respectively, and are connected to the control device 10.
【００１２】ピニオン１５には、例えばロータリーエン
コーダ等からなる舵角センサ２０Ｍが取り付けられてい
る。この舵角センサ２０Ｍは、制御装置１０に接続され
ており、後輪１９Ｌ・１９Ｒの転舵角度信号を制御装置
１０へ出力するようになっている。なお、舵角センサ２
０Ｍの故障診断用として、ラック１６の軸線方向の移動
距離を検出する差動トランス等からなる副舵角センサ２
０Ｓを必要に応じて取り付けておいても良い。A steering angle sensor 20M, such as a rotary encoder, is attached to the pinion 15. The steering angle sensor 20M is connected to the control device 10 and outputs a steering angle signal of the rear wheels 19L and 19R to the control device 10. The steering angle sensor 2
For fault diagnosis of 0M, a secondary steering angle sensor 2 including a differential transformer for detecting the moving distance of the rack 16 in the axial direction.
OS may be attached as needed.
【００１３】図２に示したように、制御装置１０には、
各種センサからの信号を処理するＣＰＵ２２と、電動機
１２への電流を制御するためのＦＥＴ駆動回路２３およ
びＦＥＴブリッヂ回路２４とが設けられている。ＦＥＴ
ブリッヂ回路２４は、対角にある２組のＦＥＴによって
各々が構成されており、これに電動機１２が接続されて
いる。そしてＦＥＴ駆動回路２３は、ＣＰＵ２２からの
駆動信号を受けてＦＥＴブリッヂ回路２４にＰＷＭ信号
を与え、これによって電動機１２への駆動電流をデュー
ティ比制御するようになっている。As shown in FIG. 2, the control device 10 includes:
A CPU 22 for processing signals from various sensors, and an FET drive circuit 23 and an FET bridge circuit 24 for controlling a current to the electric motor 12 are provided. FET
The bridge circuit 24 is constituted by two sets of diagonal FETs, and the motor 12 is connected to the two sets. The FET drive circuit 23 receives the drive signal from the CPU 22 and provides a PWM signal to the FET bridge circuit 24, thereby controlling the drive current to the electric motor 12 in the duty ratio.
【００１４】ＣＰＵ２２には、上記のように、車速セン
サ１１・２１、ステアリングホイールの操舵角センサ
９、及び舵角センサ２０Ｍ（並びに場合によっては副舵
角センサ２０Ｓ）からの各信号がそれぞれ入力される。
そして操舵角センサ９の信号で前輪８Ｌ・８Ｒの転舵角
度と転舵角速度とを検出すると共に、車速センサ１１Ｌ
・１１Ｒ・２１Ｌ・２１Ｒで車体の走行速度を検出し、
これらから後輪１９Ｌ・１９Ｒの最適舵角値を演算す
る。それと同時に、舵角センサ２０Ｍにて後輪１９Ｌ・
１９Ｒの実舵角を検出し、これと最適舵角演算値とを比
較し、両者を一致させるように電動機１２の回転方向及
び駆動トルクを決定する。Signals from the vehicle speed sensors 11 and 21, the steering wheel steering angle sensor 9, and the steering angle sensor 20M (and, in some cases, the auxiliary steering angle sensor 20S) are input to the CPU 22 as described above. You.
The steering angle and the steering angular speed of the front wheels 8L and 8R are detected by the signal of the steering angle sensor 9, and the vehicle speed sensor 11L is detected.
・ Detects the running speed of the vehicle body with 11R ・ 21L ・ 21R,
From these, the optimum steering angle values of the rear wheels 19L and 19R are calculated. At the same time, the rear wheel 19L
The actual steering angle of 19R is detected, and this is compared with the optimum steering angle calculation value, and the rotation direction and the driving torque of the electric motor 12 are determined so as to match the two.
【００１５】さて、後輪１９Ｌ・１９Ｒの実舵角を検出
する舵角センサ２０Ｍが異常を来すと正常な後輪舵角制
御が行えなくなるので、本発明に於いては、舵角センサ
２０Ｍの出力の変化の有無を判別することにより、舵角
センサ２０Ｍの故障診断を行うようにしている。そして
故障診断中は、以下の制御フローに基づいて電動機１２
の駆動力制御量を制限するものとしている。If the steering angle sensor 20M for detecting the actual steering angles of the rear wheels 19L and 19R becomes abnormal, normal rear wheel steering angle control cannot be performed. In the present invention, the steering angle sensor 20M is used. The failure diagnosis of the steering angle sensor 20M is performed by determining whether or not the output of the steering angle sensor 20M has changed. During the failure diagnosis, the motor 12 is controlled based on the following control flow.
Is limited.
【００１６】先ず、車速Ｖが所定値Ｖｓ以上か否かを判
別する（ステップ１）。ここで後輪転舵角度の操縦性に
与える影響が小さい所定車速値Ｖｓ以下の場合は、故障
診断を行わない。First, it is determined whether the vehicle speed V is equal to or higher than a predetermined value Vs (step 1). Here, if the rear wheel turning angle is less than or equal to the predetermined vehicle speed value Vs where the influence on the maneuverability is small, the failure diagnosis is not performed.
【００１７】車速Ｖが所定値Ｖｓ以上の場合は、現状が
通常モードか制限モードかを、後記するモード判別フラ
グから判別する（ステップ２）。なお、通常モード時に
は、目標駆動力を表す計算デューティ比Ｘｃ％と、電動
機１２をＰＷＭ制御する制御デューティ比Ｘ％とが基本
的に一致する。If the vehicle speed V is equal to or higher than the predetermined value Vs, it is determined whether the current state is the normal mode or the limited mode from a mode determination flag described later (step 2). In the normal mode, the calculated duty ratio Xc% representing the target driving force basically matches the control duty ratio X% for performing the PWM control on the electric motor 12.
【００１８】ここでフラグが０、即ち通常モードであっ
たならば、舵角センサ２０Ｍの信号の前回値に対する変
化が±１カウント以内であるか否かを判別する（ステッ
プ３）。その結果、舵角センサ２０Ｍの信号が前回値と
変化していないと判断された場合は、その継続時間Ｔを
判別し（ステップ４）、継続時間Ｔが所定時間Ｔｓに達
するまでフローを最初から繰り返す。そして舵角センサ
２０Ｍの信号が前回値と変化していない状態の継続時間
Ｔが所定時間Ｔｓに達したならば、故障診断モードに入
り（ステップ５）、舵角センサ２０Ｍの信号の監視をあ
る所定時間さらに続行する一方、計算デューティ比Ｘｃ
％が所定値Ｘｓ％を超えているか否かを判別する（ステ
ップ６）。ここで計算デューティ比Ｘｃ％が所定値Ｘｓ
％を超えている場合は、制御デューティ比Ｘ％を所定値
Ｘｓ％以下に制限し（ステップ７）、フラグを１として
制限モードに設定し（ステップ８）、以上のフローを繰
り返す。Here, if the flag is 0, that is, if the mode is the normal mode, it is determined whether or not the change of the signal of the steering angle sensor 20M from the previous value is within ± 1 count (step 3). As a result, when it is determined that the signal of the steering angle sensor 20M has not changed from the previous value, the duration T is determined (step 4), and the flow is repeated from the beginning until the duration T reaches the predetermined time Ts. repeat. Then, when the duration T in which the signal of the steering angle sensor 20M has not changed from the previous value has reached the predetermined time Ts, a failure diagnosis mode is entered (step 5), and monitoring of the signal of the steering angle sensor 20M is performed. While continuing for a predetermined time, the calculated duty ratio Xc
It is determined whether or not% exceeds a predetermined value Xs% (step 6). Here, the calculated duty ratio Xc% is a predetermined value Xs
If the value exceeds%, the control duty ratio X% is limited to a predetermined value Xs% or less (step 7), the flag is set to 1 and the limited mode is set (step 8), and the above flow is repeated.
【００１９】他方、ステップ３で舵角センサ２０Ｍの信
号に±１カウント以上の変化があると判別された場合
は、継続時間Ｔの計時タイマをリセットし（ステップ
９）、フローを最初から繰り返す。On the other hand, if it is determined in step 3 that the signal of the steering angle sensor 20M has changed by ± 1 count or more, the timer for measuring the duration T is reset (step 9), and the flow is repeated from the beginning.
【００２０】制限モードに入ると、ステップ２の判断に
てフラグは１となるので、それ以後は、ステップ３の舵
角センサ２０Ｍの信号及びステップ４の継続時間Ｔの監
視は行わずに、計算デューティ比Ｘｃ％が所定値Ｘｓ％
を下回るまで、制御デューティ比Ｘ％に制限をかけて電
動機１２の駆動力を制限する（図４参照）。そして計算
デューティ比Ｘｃ％が所定値Ｘｓ％を下回った時点で制
限モードをキャンセルし、通常モードに戻す（ステップ
１０）。In the limit mode, the flag is set to 1 by the judgment in step 2, and thereafter, the signal of the steering angle sensor 20M in step 3 and the continuation time T in step 4 are not monitored. Duty ratio Xc% is a predetermined value Xs%
, The driving force of the electric motor 12 is limited by limiting the control duty ratio X% (see FIG. 4). When the calculated duty ratio Xc% falls below the predetermined value Xs%, the restriction mode is canceled and the mode is returned to the normal mode (step 10).
【００２１】このようにして、舵角センサ２０Ｍの故障
が確定するまでの間は、電動機１２の駆動力が制限され
る。In this manner, the driving force of the electric motor 12 is limited until the failure of the steering angle sensor 20M is determined.
【００２２】なお、制御デューティ比Ｘ％の制限値Ｘｓ
％は、通常の直進走行時には理論的に発生し得ない範囲
であり、かつ車両挙動変化量が運転者に不安を感じさせ
ない範囲に収まるような値に設定すれば良い。The control duty ratio X% limit value Xs
% May be set to a value that is theoretically not generated during normal straight running and that the amount of change in vehicle behavior falls within a range that does not cause the driver to feel uneasy.
【００２３】舵角センサ２０Ｍの故障診断を副舵角セン
サ２０Ｓの出力との比較に基づいて行う場合は、ステッ
プ３に於いて、舵角センサ２０Ｍと副舵角センサ２０Ｓ
との出力値の偏差ΔＳが所定の基準値Ｓｓを超えている
か否かを判別し、偏差ΔＳが基準値Ｓｓを超えている場
合はステップ４に進み、超えていない場合はステップ９
へ進み、以下上記と同様の処理を行えば良い。これによ
ると、例えば舵角センサ２０Ｍの出力が不安定となる故
障も診断できるという利点が得られる。When the failure diagnosis of the steering angle sensor 20M is performed based on the comparison with the output of the auxiliary steering angle sensor 20S, in step 3, the steering angle sensor 20M and the auxiliary steering angle sensor 20S are used.
It is determined whether or not the deviation ΔS of the output value exceeds the predetermined reference value Ss. If the deviation ΔS exceeds the reference value Ss, the process proceeds to Step 4, and if not, Step 9
Then, the same process as described above may be performed. According to this, for example, there is an advantage that a failure in which the output of the steering angle sensor 20M becomes unstable can be diagnosed.
【００２４】[0024]
【発明の効果】このように本発明によれば、舵角センサ
の故障診断中は、モータ駆動電流が制限されるので、舵
角センサの出力異常による運転者の意図しない後輪の転
舵や、誤判定による非転舵を解消し、転舵の信頼性をよ
り一層向上することができる。As described above, according to the present invention, the motor drive current is limited during the failure diagnosis of the steering angle sensor, so that the rear wheel unintended by the driver due to abnormal output of the steering angle sensor can be prevented. In addition, non-turning due to erroneous determination can be eliminated, and the reliability of turning can be further improved.
【図１】本発明が適用される前後輪操舵装置の概略構成
図。FIG. 1 is a schematic configuration diagram of a front and rear wheel steering device to which the present invention is applied.
【図２】本発明装置の制御装置のブロック図。FIG. 2 is a block diagram of a control device of the device of the present invention.
【図３】本発明装置の制御フロー図。FIG. 3 is a control flowchart of the apparatus of the present invention.
【図４】故障診断時の計算デューティ比Ｘｃ％と制御デ
ューティ比Ｘ％との関係を示すグラフ。FIG. 4 is a graph showing a relationship between a calculated duty ratio Xc% and a control duty ratio X% at the time of failure diagnosis.
１ ステアリングホイール ２ ステアリングシャフト ３ 前輪ステアリングギア機構 ４ ピニオンギア ５ ラック ６ タイロッド ７ ナックルアーム ８ 前輪 ９ 操舵角センサ １０ 制御装置 １１ 車速センサ（前輪） １２ 電動機 １３ かさ歯車 １４ 後輪ステアリングギア機構 １５ ピニオンギア １６ ラック １７ タイロッド １８ ナックルアーム １９ 後輪 ２０ 舵角センサ ２１ 車速センサ（後輪） ２２ ＣＰＵ ２３ ＦＥＴ駆動回路 ２４ ＦＥＴブリッヂ回路 Reference Signs List 1 steering wheel 2 steering shaft 3 front wheel steering gear mechanism 4 pinion gear 5 rack 6 tie rod 7 knuckle arm 8 front wheel 9 steering angle sensor 10 controller 11 vehicle speed sensor (front wheel) 12 electric motor 13 bevel gear 14 rear wheel steering gear mechanism 15 pinion gear 16 Rack 17 Tie rod 18 Knuckle arm 19 Rear wheel 20 Steering angle sensor 21 Vehicle speed sensor (rear wheel) 22 CPU 23 FET drive circuit 24 FET bridge circuit
フロントページの続き (51)Int.Cl.6 識別記号 ＦＩ Ｂ６２Ｄ 113:00 137:00 (72)発明者 若松 清志 埼玉県和光市中央１丁目４番１号 株式 会社 本田技術研究所内 (72)発明者 飽田 好恭 埼玉県和光市中央１丁目４番１号 株式 会社 本田技術研究所内 (72)発明者 池谷 学 埼玉県和光市中央１丁目４番１号 株式 会社 本田技術研究所内 (56)参考文献 特開 平６−127411（ＪＰ，Ａ) (58)調査した分野(Int.Cl.6，ＤＢ名) B62D 7/14 Continuation of the front page (51) Int.Cl. 6 Identification code FI B62D 113: 00 137: 00 (72) Inventor Kiyoshi Wakamatsu 1-4-1 Chuo, Wako-shi, Saitama Pref. Person Yoshiyasu Akuta 1-4-1 Chuo, Wako-shi, Saitama Pref. In Honda R & D Co., Ltd. (72) Inventor Manabu Ikeya 1-4-1 Chuo in Wako-shi, Saitama Pref. In Honda R & D Co., Ltd. (56) JP-A-6-127411 (JP, A) (58) Fields investigated (Int. Cl. 6 , DB name) B62D 7/14
Claims (1)
動状態量に応じた目標舵角と、舵角センサが検出した実
舵角とを一致させるように、舵角制御用電動機が駆動さ
れる車両用舵角制御装置であって、 前記舵角センサの故障を診断する故障診断手段と、前記
舵角制御用電動機の駆動力を制限する駆動力制限手段と
を備え、 前記舵角センサの故障診断実行中は、前記舵角制御用電
動機の駆動力が制限されることを特徴とする車両用舵角
制御装置。1. A vehicle in which a steering angle control electric motor is driven such that a target steering angle corresponding to at least a driver's steering amount or a vehicle motion state amount matches an actual steering angle detected by a steering angle sensor. A steering angle control device, comprising: a failure diagnosis unit that diagnoses a failure of the steering angle sensor; and a driving force limiting unit that limits a driving force of the steering angle control electric motor; and a failure diagnosis of the steering angle sensor. A steering angle control device for a vehicle, wherein a driving force of the steering angle control electric motor is limited during execution.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP15483096A JP2938806B2 (en) | 1996-05-27 | 1996-05-27 | Vehicle steering angle control device |
| DE19720602A DE19720602B4 (en) | 1996-05-27 | 1997-05-16 | Steering control system for a vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP15483096A JP2938806B2 (en) | 1996-05-27 | 1996-05-27 | Vehicle steering angle control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH09315331A JPH09315331A (en) | 1997-12-09 |
| JP2938806B2 true JP2938806B2 (en) | 1999-08-25 |
Family
ID=15592818
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP15483096A Expired - Lifetime JP2938806B2 (en) | 1996-05-27 | 1996-05-27 | Vehicle steering angle control device |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JP2938806B2 (en) |
| DE (1) | DE19720602B4 (en) |
Families Citing this family (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100748350B1 (en) * | 2006-09-12 | 2007-08-09 | 주식회사 만도 | Rear wheel toe angle control systems of the vehicles |
| JP5474774B2 (en) * | 2007-06-04 | 2014-04-16 | コンチネンタル・テベス・アーゲー・ウント・コンパニー・オーハーゲー | Steering device for adjusting wheel steering angle |
| DE102008002639A1 (en) * | 2008-06-25 | 2009-12-31 | Zf Friedrichshafen Ag | Beam axle |
| JP6452944B2 (en) * | 2013-11-18 | 2019-01-16 | Ntn株式会社 | Steering device |
| WO2015141254A1 (en) * | 2014-03-19 | 2015-09-24 | 日立オートモティブシステムズステアリング株式会社 | Power steering device and power steering device control device |
| CN104843059A (en) * | 2014-03-24 | 2015-08-19 | 北汽福田汽车股份有限公司 | Steering system of multi-axle vehicle, and multi-axle vehicle |
| KR102159555B1 (en) * | 2014-05-07 | 2020-09-24 | 주식회사 만도 | Measuring Method of Rear Wheel Steering Angle |
| US10787192B1 (en) | 2017-04-11 | 2020-09-29 | Apple Inc. | Steer-by-wire system with multiple steering actuators |
| DE102017209231B4 (en) | 2017-05-31 | 2021-02-25 | Zf Friedrichshafen Ag | Method and arrangement for the plausibility check and / or (re) initialization of a rear-wheel steering |
| DE102017221968A1 (en) * | 2017-12-05 | 2019-06-19 | Volkswagen Aktiengesellschaft | Method for operating a steering device and steering device |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2208375B (en) * | 1987-07-29 | 1991-08-14 | Honda Motor Co Ltd | Method of and apparatus for controlling steering operation of a motor vehicle with steerable front and rear wheels |
| DE3816254A1 (en) * | 1988-05-11 | 1989-11-23 | Siemens Ag | CONTROL UNIT FOR STEERING THE REAR WHEELS OF A ROAD VEHICLE |
| JPH0730455Y2 (en) * | 1989-08-07 | 1995-07-12 | 本田技研工業株式会社 | Vehicle steering system |
| JP2804395B2 (en) * | 1991-08-08 | 1998-09-24 | 本田技研工業株式会社 | Four-wheel steering system |
| JPH05155350A (en) * | 1991-11-30 | 1993-06-22 | Suzuki Motor Corp | Four-wheel steering control device |
-
1996
- 1996-05-27 JP JP15483096A patent/JP2938806B2/en not_active Expired - Lifetime
-
1997
- 1997-05-16 DE DE19720602A patent/DE19720602B4/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH09315331A (en) | 1997-12-09 |
| DE19720602B4 (en) | 2006-08-03 |
| DE19720602A1 (en) | 1998-01-15 |
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