JP4600657B2 - Power steering valve drive controller - Google Patents

Description

  The present invention relates to a power steering valve drive control device for driving and controlling an electromagnetic control valve for changing the flow rate of pressure oil flowing through a hydraulic actuator for power steering.

Conventionally, as this type of power steering valve drive control device, one that changes the assist force by controlling the valve opening of an electromagnetic control valve in accordance with vehicle speed information is known (for example, see Patent Documents 1 and 2). . Further, it is determined whether or not the hydraulic actuator is in a state of requiring pressure oil according to the steering angle information, and the valve opening of the electromagnetic control valve is controlled according to the determination result, so that the hydraulic pump is connected to the hydraulic actuator. When excessive pressure oil is discharged, the pressure oil discharged excessively is returned to the suction port of the hydraulic pump to reduce the load on the hydraulic pump (for example, Patent Document 3). , 4).
Japanese Patent No. 3407482 (paragraph [0013], FIG. 1) JP 2001-163233 A (paragraphs [0004] to [0008], FIG. 1) JP-A-6-59836 (paragraphs [0014] to [0016], FIG. 1) JP 2004-17804 (paragraphs [0027] to [0030], FIG. 2)

  However, in the conventional configuration described above, there is no abnormality in the electromagnetic control valve itself, and even if the valve opening degree can be changed by flowing a solenoid current through the electromagnetic control valve, the vehicle speed information and the steering angle information have abnormal values. If included, the electromagnetic control valve becomes inoperable, so that the assist force for the steering operation could hardly be obtained.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a power steering valve drive control device that can obtain assisting force for steering operation even when abnormality occurs in vehicle speed information or steering angle information. .

  In order to achieve the above object, a power steering valve drive control device according to the invention of claim 1 is provided with a hydraulic pump and a hydraulic actuator for power steering, is a flow path constituting the hydraulic actuator, and the first Mounted in a vehicle provided with a first flow path having an electromagnetic control valve, and a flow path connecting a hydraulic pump and a hydraulic actuator and having a second flow path having a second electromagnetic control valve, vehicle speed information The assisting force by the hydraulic actuator is controlled by changing the valve opening of the first electromagnetic control valve according to the control, and the valve opening of the second electromagnetic control valve is changed according to the steering angle information and the vehicle speed information. A power steering valve drive control device capable of reducing excessive pressure oil supply to the hydraulic actuator, and vehicle speed information determination means for determining whether the vehicle speed information is normal or abnormal When the steering angle information determination means for determining whether the steering angle information is normal or abnormal, and when the vehicle speed information is abnormal, both the first and second electromagnetic control valves are set to predetermined intermediate positions. When the valve opening degree is set and the vehicle speed information is normal and the steering angle information is abnormal, the valve opening degree of the first electromagnetic control valve is set to the vehicle speed information with the second electromagnetic control valve fully opened. It has a feature in that it is provided with an abnormality processing means that changes accordingly.

  According to a second aspect of the present invention, in the power steering valve drive control device according to the first aspect, when the vehicle speed information is normal, the intermediate valve opening has a vehicle speed of 30 for the first electromagnetic control valve. It has a feature in that the valve opening is employed at a speed of ~ 70 [km / hr].

  According to a third aspect of the present invention, in the power steering valve drive control device according to the first or second aspect, the vehicle speed information determination means continuously elapses a predetermined reference time while the vehicle speed information includes an abnormal value. If the vehicle speed information is determined to be abnormal, the rudder angle information determining means determines that the rudder angle information is determined when the rudder angle information continuously includes the abnormal value and the predetermined reference time has elapsed. It is characterized in that it is configured to determine that the information is abnormal.

  According to a fourth aspect of the present invention, in the power steering valve drive control device according to the third aspect, when the vehicle speed information determining means continuously passes a predetermined reference time in a state in which the vehicle speed information does not include an abnormal value. In addition, it is determined that the vehicle speed information has returned to the normal state, and the rudder angle information determination means is configured to turn the rudder when the predetermined reference time has elapsed without the rudder angle information including an abnormal value. It is characterized in that it is configured to determine that the corner information has returned to a normal state.

  According to a fifth aspect of the present invention, in the power steering valve drive control device according to the third or fourth aspect, the vehicle speed information and the steering angle information are acquired through the in-vehicle LAN, and the abnormal values of the vehicle speed information and the steering angle information include It is characterized in that an abnormal value resulting from a LAN communication abnormality is included.

  According to a sixth aspect of the present invention, there is provided a power steering valve drive control device that changes a valve opening of an electromagnetic control valve for adjusting a flow rate from a hydraulic pump to a hydraulic actuator for power steering in accordance with vehicle speed information. A power steering valve drive control device for controlling assist force by a hydraulic actuator, wherein vehicle speed information determination means for determining whether vehicle speed information is normal or abnormal, and if the vehicle speed information is abnormal, While the control valve is set to a predetermined intermediate valve opening, when the vehicle speed information is normal, the electromagnetic control valve is changed according to the vehicle speed information.

  A power steering valve drive control device according to a seventh aspect of the present invention comprises a hydraulic pump and a hydraulic actuator for power steering, a first flow path constituting the hydraulic actuator, and a flow path connecting the hydraulic pump and the hydraulic actuator. And a second flow path having an electromagnetic control valve is mounted on the vehicle, and an excessive pressure applied to the hydraulic actuator by changing the valve opening of the electromagnetic control valve according to the steering angle information and the vehicle speed information. A power steering valve drive control device capable of reducing oil supply, where steering angle information determination means for determining whether the steering angle information is normal or abnormal, and when the steering angle information is abnormal Is characterized in that, while the electromagnetic control valve is fully opened, the electromagnetic control valve is changed according to the steering angle information and the vehicle speed information when the steering angle information is normal.

[Invention of Claim 1]
According to the configuration of claim 1, when both the vehicle speed information and the steering angle information are normal, the hydraulic actuator assists by changing the valve opening of the first electromagnetic control valve according to the vehicle speed information. The excessive pressure oil supply to the hydraulic actuator can be reduced by controlling the force according to the vehicle speed and changing the valve opening of the second electromagnetic control valve according to the steering angle information and the vehicle speed information. it can. When the vehicle speed information is normal and the steering angle information is abnormal, the valve opening degree of the first electromagnetic control valve is changed according to the vehicle speed information with the second electromagnetic control valve fully opened. Although it becomes impossible to reduce the excessive pressure oil supply, the assist force by the hydraulic actuator is controlled to a magnitude corresponding to the vehicle speed as in the case where both the vehicle speed information and the steering angle information are normal. be able to. Even when the vehicle speed information becomes abnormal, the first and second electromagnetic control valves are both set to intermediate valve openings, so that at least a predetermined magnitude of assist force can be ensured. As described above, according to the present invention, it is possible to obtain an assist force for a steering operation even if an abnormality occurs in vehicle speed information or steering angle information.

[Invention of claim 2]
According to the structure of Claim 2, even if vehicle speed information becomes abnormal, the assist force equivalent to the case where a vehicle speed is 30-70 [km / hour] is securable.

[Inventions of Claims 3 and 4]
According to the configuration of claim 3, it is not determined that the vehicle speed information or the steering angle information includes an abnormal value, but the condition is abnormal on the condition that the reference time has passed while the abnormal value is included. Therefore, it is possible to prevent erroneous determination due to noise. Similarly, according to the configuration of claim 4, since it is determined that the normal state has been restored on the condition that the reference time has passed without including the abnormal value, erroneous determination due to noise is performed. Can be prevented.

[Invention of claim 5]
According to the configuration of the fifth aspect, it is possible to obtain the assist force for the steering operation even if the communication abnormality of the in-vehicle LAN occurs.

[Invention of claim 6]
According to the configuration of the sixth aspect, when the vehicle speed information is normal, the valve opening degree of the electromagnetic control valve is changed according to the vehicle speed information, so that the assist force by the hydraulic actuator is set to a magnitude according to the vehicle speed. Can be controlled. Even when the vehicle speed information becomes abnormal, the electromagnetic control valve is set to an intermediate valve opening, so that at least a predetermined magnitude of assist force can be ensured.

[Invention of Claim 7]
According to the configuration of claim 7, when the steering angle information is normal, excessive hydraulic oil to the hydraulic actuator is changed by changing the valve opening of the electromagnetic control valve according to the steering angle information and the vehicle speed information. Supply can be reduced. If the steering angle information and the vehicle speed information are abnormal, it is impossible to reduce the excessive pressure oil supply by fully opening the electromagnetic control valve, but the assist force by the hydraulic actuator must be secured. Can do.

  Hereinafter, an embodiment of the present invention will be described with reference to FIGS. In FIG. 1, reference numeral 10 denotes a hydraulic pump mounted on a vehicle (not shown), which operates by receiving engine power through a timing belt (not shown). Then, as shown in FIG. 2, the hydraulic pump 10 sucks oil from the reservoir tank 11, applies pressure to the oil to form pressure oil, and supplies the pressure oil to the hydraulic actuator 14 for power steering.

  The hydraulic actuator 14 passes a linear rod 13 (see FIG. 1) through the hydraulic cylinder 12, and the two hydraulic oil chambers 12A are passed through the hydraulic cylinder 12 by a sliding flange 13F fixed to the linear rod 13. , 12B. Further, a rack gear (not shown) is formed in a portion of the hydraulic actuator 14 away from the sliding flange 13F. As shown in FIG. 1, a pinion gear (not shown) is connected to a lower end portion of a steering shaft 31 extending downward from the steering 30 (that is, a handle), and the pinion gear is rack gear in the hydraulic cylinder 12. Is engaged. As a result, when the steering wheel 30 is steered left and right, the direct acting rod 13 is also moved to the left and right in conjunction with this, and steered wheels (not shown) can be steered.

  A linkage valve 16 that operates in conjunction with the rotation of the steering wheel 30 is provided at a portion of the hydraulic actuator 14 that rotatably supports the steering shaft 31 or the pinion gear. The linkage valve 16 has a known structure disclosed in Japanese Patent No. 3407482, and FIG. 3 shows a development of the mechanical structure. The linkage valve 16 accommodates a substantially columnar movable valve body 16A in a valve body 16B having a substantially cylindrical inner peripheral surface so as to be capable of linear movement. In addition, a plurality of groove portions 16M are formed on the inner peripheral surface of the valve body 16B, and a plurality of disk protrusions 16T are formed to project from the outer peripheral surface of the movable valve body 16A. A plurality of variable aperture portions V1 to V10 are formed between the opening both side edges of the groove portion 16M and the outer edge both side edges of the plurality of disc protrusions 16T. Further, the inner part of the predetermined groove portion 16M and any one of the hydraulic oil chambers 12A, 12B or the reservoir tank 11 in the hydraulic cylinder 12 are connected by a flow path, and the hydraulic pump 10 is connected to the groove portions 16M, 16M. Between the inner surfaces of the valve body 16B.

  Then, by steering the steering 30 in either the left or right direction, the movable valve body 16A moves directly in the left or right direction in FIG. 3 in the valve body 16B, and the degree of restriction of each of the variable throttle portions V1 to V10 is increased. By changing, the flow rate of the pressure oil flowing into one pressure oil chamber 12A and the other pressure oil chamber 12B in the hydraulic cylinder 12 is changed. As a result, a differential pressure is generated between the one pressure oil chamber 12A and the other pressure oil chamber 12B, and the linear drive force of the linear motion rod 13 is obtained by this differential pressure, and this is output as an assist force. FIG. 2 shows a hydraulic circuit 10C in which the hydraulic pump 10 and the hydraulic oil chambers 12A and 12B of the hydraulic cylinder 12 and the linkage valve 16 are connected by a flow path as described above.

  As shown in the figure, the first electromagnetic control valve 21 is provided in the middle of the flow path (corresponding to the “first flow path” in the present invention) connecting the flow path in the linkage valve 16 and the reservoir tank 11. Is provided. The first electromagnetic control valve 21 has a solenoid 21S (see FIG. 4), and the valve opening degree is changed according to the magnitude of the solenoid current passed through the solenoid 21S. Then, as the valve opening of the first electromagnetic control valve 21 increases, the hydraulic pressure applied to the pressure oil chambers 12A and 12B decreases, and the assist force output from the hydraulic actuator 14 is suppressed. That is, the steering operation becomes heavy. The first electromagnetic control valve 21 is assembled together with the linkage valve 16, for example.

  As shown in FIG. 2, the hydraulic circuit 10C is provided with a return channel 10D for short-circuiting between the discharge port and the suction port of the hydraulic pump 10, and the flow rate control valve 10E is provided in the return channel 10D. Is provided. Further, a second electromagnetic control valve 22 is provided in the discharge flow path 10F (corresponding to the “second flow path” in the present invention) connecting the discharge port of the hydraulic pump 10 and the hydraulic actuator 14. Similarly to the first electromagnetic control valve 21, the second electromagnetic control valve 22 also has a solenoid 22S (see FIG. 4), and the valve opening degree depends on the magnitude of the solenoid current passed through the solenoid 22S. Be changed. The above configuration is the same as that described in Japanese Patent Application Laid-Open No. 2004-17804, and the opening (valve opening) of the variable orifice formed on the discharge flow path 10F by the second electromagnetic control valve 22 is as follows. Corresponding flow rate of pressure oil flows to the hydraulic actuator 14. At this time, the excess (excessive) flow rate of the pressure oil that has not flowed to the hydraulic actuator 14 passes through the flow rate control valve 10E that opens and closes the return flow path 10D according to the differential pressure across the variable orifice. Flows into (pump suction port). And the flow volume which flows into the hydraulic actuator 14 increases as the valve opening degree of this 2nd electromagnetic control valve 22 becomes large, and the flow volume of the pressure oil provided to power steering can be increased. Conversely, the load on the hydraulic pump 10 is reduced by increasing the flow rate of the pressure oil flowing through the return flow path 10D as the valve opening of the second electromagnetic control valve 22 decreases. Note that the second electromagnetic control valve 22 is assembled together with the hydraulic pump 10, for example.

  The first and second electromagnetic control valves 21 and 22 are driven and controlled by a power steering valve drive control device 40 (hereinafter simply referred to as “control device 40”). As shown in FIG. 1, the control device 40 drives the first electromagnetic control valve 21 based on data acquired via a CAN 35 (“CAN” is an abbreviation for Controller Area Network) as an example of an in-vehicle LAN. A first current command value I1 for driving and a second current command value I2 for driving the second electromagnetic control valve 22 are determined. Specifically, as shown in FIG. 1, a steering sensor 32 and a vehicle stability control system 34 are connected to the CAN 35 as a device related to the control device 40, and the wheel rotation speed sensor 33 is connected to the vehicle stability control system 34. Is connected.

  The steering sensor 32 is provided at a portion that supports the steering 30 and includes a resolver, a CPU, and a memory (not shown). The resolver includes a resolver rotor that rotates together with the steering 30 and is configured to output an electrical angle θ3 of the resolver rotor. The electrical angle θ3 of the resolver rotor is a relative electrical angle from the origin, for example, with the position of the resolver rotor when the ignition of the vehicle is turned on as the origin. The CPU executes the steering angle detection program PG1 shown in FIG. 5 at a predetermined cycle. When the steering angle detection program PG1 is executed, the CPU acquires the electrical angle θ3 from the resolver and also acquires the neutral position data P1 (S1). Note that the steering sensor 32 may have a structure in which the rotational position of the slit disk rotating with the steering 30 is detected by an optical element instead of the resolver.

  In addition, regarding the neutral position data P1, the steering sensor 32 is acquired from the vehicle stability control system 34, which will be described later, via the CAN 35, and provided to other sensors via the CAN 35. If the steering sensor 32 cannot acquire the neutral position data P1 from the vehicle stability control system 34, the steering sensor 32 provides the previously acquired neutral position data P1 stored in the memory via the CAN 35. Further, the neutral position data P1 will be described later together with the description of the vehicle stability control system 34.

  Next, the rotation angle (= θ2) of the steering angle sensor disk is calculated from the electrical angle θ3 of the steering angle sensor disk as the rotation position θ2 of the steering wheel (S2). Here, the rotation position θ2 refers to the rotation position of the steering wheel 30 with reference to the position of the steering wheel 30 for moving the vehicle straight (this is referred to as “neutral position”).

  Next, it is determined whether or not the rotational position θ2 is an abnormal value (S4). Specifically, it is determined whether or not the rotational position θ2 is an abnormal value based on whether or not the rotational position θ2 has changed discontinuously or has become larger than a reference value. . When it is determined that the rotation position θ2 is an abnormal value (S4: YES), the steering angle abnormality flag F1 is turned on (S5), while the rotation position θ2 is determined not to be an abnormal value. (S4: NO), the steering angle abnormality flag F1 is turned off (S6). In either case (S4: YES / NO), the rotation position θ2 and the steering angle abnormality flag F1 data are output to the CAN 35 (S7), and the steering angle detection program PG1 is exited.

  The vehicle stability control system 34 executes various programs at predetermined intervals to calculate data such as vehicle speed, steering neutral position, and yaw rate. FIG. 6 shows a part of a program for processing these data as a vehicle stability control system / data processing program PG2 (hereinafter simply referred to as “data processing program PG2”). When the data processing program PG2 is executed, the vehicle stability control system 34 acquires the wheel angular velocity ω1 from the wheel rotation speed sensor 33 provided near the wheel (not shown) (S10), and the vehicle speed is determined from the wheel angular velocity ω1. V1 is calculated (S11). Then, it is determined whether or not the vehicle speed V1 is an abnormal value (S12). Specifically, it is determined whether or not the vehicle speed V1 is an abnormal value based on whether or not the vehicle speed V1 has changed discontinuously or has increased beyond a reference value.

  Here, when it is determined that the vehicle speed V1 is an abnormal value (S12: YES), the vehicle speed abnormality flag F2 is turned on (S13), whereas when it is determined that the vehicle speed V1 is not an abnormal value (S12: NO) The vehicle speed abnormality flag F2 is turned off (S14).

  Next, the neutral position data P1 is specified and stored (S16). Here, the neutral position data P1 refers to, for example, the rotational position θ2 of the steering wheel 30 when the vehicle is in a straight traveling state. In order to specify the neutral position data P1, for example, the yaw rate is calculated to determine whether or not the vehicle is in a straight traveling state, and the rotational position θ2 acquired from the CAN 35 when it is determined that the vehicle is in a straight traveling state. Is specified and stored as neutral position data P1.

  Next, it is determined whether or not the calculated neutral position data P1 is an abnormal value (S17). Specifically, an abnormality occurs when the neutral position data P1 cannot be specified because the vehicle is not traveling in a straight line over a predetermined distance, or when the neutral position data P1 exceeds the reference value. It is determined to be a value. If it is determined that the neutral position data P1 is an abnormal value (S17: YES), the neutral abnormality flag F3 is turned on (S18), while the neutral position data P1 is determined not to be an abnormal value. (S17: NO), the neutral abnormality flag F3 is turned off (S19). In addition, step S15-S19 mentioned above corresponds to the steering angle information determination means in this invention.

  After the neutral abnormality flag F3 is turned on or off in this manner, the vehicle speed abnormality flag F2, the vehicle speed V1, the neutral abnormality flag F3, and the neutral position data P1 are output to the CAN 35 (S20), and the data processing program PG2 is exited.

  As shown in FIG. 4, the control device 40 obtains the vehicle speed V1, the rotation position θ2, and the neutral position data P1 from the CAN 35, and sets the first and second current command values I1 and I2 as follows. Then, the first electromagnetic control valve 21 and the second electromagnetic control valve 22 are driven. That is, the control device 40 determines the current command value I1 from the vehicle speed V1 based on the first data map MP1 set in advance. The first data map MP1 is set so that the first current command value I1 decreases as the vehicle speed V1 increases. Further, the control device 40 determines a current command value candidate value I2A for the assist state and a current command value candidate value I2B for the standby state according to the vehicle speed V1, using the second data map MP2 set in advance. To do. Here, the “assist state” means a case where a relatively large assist force of the hydraulic actuator 14 is required. For example, a state in which the steering wheel 30 is being steered is a typical example of the assist state. On the other hand, the standby state refers to a case where the assist force of the hydraulic actuator 14 is not required so much. For example, a state in which the steering wheel 30 is held in a neutral position or a position where the steering wheel 30 is turned off is given as a representative example of the standby state. It is done. Further, the control device 40 is based on the steering angle (absolute angle) θ1 of the steering 30 obtained from the rotational position θ2 and the neutral position data P1, the steering speed ωd obtained from the rotational position θ2, and the vehicle speed V1. Then, it is determined whether the above-mentioned “assist state” or “standby state”. Then, according to the determination result, one of the current command value candidate value I2A for the assist state and the current command value candidate value I2B for the standby state is determined as the second current command value I2. When the current command value candidate I2A for the assist state is adopted as the second electromagnetic command value I2, the second electromagnetic control valve 22 is fully opened and the flow rate of the pressure oil flowing to the hydraulic actuator 14 is maximized. It can cope with a situation where a relatively large amount of assist power is required. When the current command value candidate I2B for the standby state is adopted as the second current command value I2, the second electromagnetic control valve 22 is fully closed (meaning “minimum opening” instead of a completely closed state). Since the flow rate of the pressure oil flowing to the hydraulic actuator 14 is minimized, it is possible to reduce the excessive pressure oil supply under the situation where the assist force is not so required.

  The determined first current command value I1 is subjected to proportional control (P control) and integral control (I control) by the PI control unit 21A, converted into a DUTY ratio by the PWM output conversion unit 21W, and the DUYT ratio is converted into the DUYT ratio. In response, the drive circuit 21C turns on and off the FET 21F connected to the solenoid 21S of the first electromagnetic control valve 21. The solenoid current actually flowing to the solenoid 21S is detected and fed back by the current detector 21K. Similarly, with respect to the determined second current command value I2, proportional control (P control) and integral control (I control) are performed by the PI control unit 22A, and converted to a DUTY ratio by the PWM output conversion unit 22W. The drive circuit 22C turns on and off the FET 22F connected to the solenoid 22S of the second electromagnetic control valve 22 according to the DUYT ratio. Then, the solenoid current actually flowing to the solenoid 22S is detected by the current detector 22K and fed back.

  Now, the control device 40 determines whether or not an abnormality has occurred in the CAN 35 communication abnormality, the vehicle speed V1, the rotation position θ2 and the neutral position data P1 acquired from the CAN 35. Depending on the type of abnormality, command values of currents flowing through the solenoids 21S, 22S of the first electromagnetic control valve 21 and / or the second electromagnetic control valve 22 (ie, the first and second current command values I1, I2) is determined. As shown in Table 1, the types of abnormalities are divided into vehicle speed information abnormalities and steering information abnormalities shown in Table 2, and the conditions for determining the abnormalities, and the response to abnormalities, The conditions for determining that the operation has returned to normal are different.

  As shown in Tables 1 and 2, the CPU provided in the control device 40 repeatedly executes the valve control program PG3 shown in FIGS. 7 and 8 at a predetermined cycle in order to cope with an abnormality. When the valve control program PG3 is executed, the control device 40 (more precisely, the CPU of the control device 40) determines whether or not the first abnormality flag F10 is on (S30). The first abnormality flag F10 is turned off when the vehicle is started, and is turned on when an abnormal state occurs as described later.

  If the first abnormality flag F10 is not on (S30: NO), it is determined whether or not a communication abnormality has occurred in the CAN 35 (S31). Here, if no communication abnormality has occurred in the CAN 35 (S31: NO), the vehicle speed V1, the rotational position θ2, the neutral position data P1, the steering angle abnormality flag F1, the vehicle speed abnormality flag F2, the neutral abnormality flag F3 from the CAN 35. Is acquired (S32). Next, it is determined whether or not the vehicle speed abnormality flag F2 is ON (S33). If the vehicle speed abnormality flag F2 is not ON (S33: NO), it is determined that all elements for determining the first current command value I1 are normal, and the first data map MP1 is stored as described above. Based on this, the first current command value I1 is determined (S34).

  On the other hand, when an abnormality has occurred in the CAN 35 (S31: YES) or when the vehicle speed abnormality flag F2 is on (S33: YES), it is determined whether or not the first timer T1 is operating (S35). When the 1 timer T1 is not operating (S35: NO), the first timer T1 is started (S36).

  Next, it is determined whether or not the first timer T1 has reached or exceeded a preset first reference time Z1 (S37). Accordingly, it is determined whether or not the CAN 35 is abnormal or whether the vehicle speed V1 is in an abnormal value (the vehicle speed abnormality flag F2 is ON) and the first reference time Z1 has elapsed. If the first timer T1 is not equal to or longer than the first reference time Z1 (S37: NO), the aforementioned step S34 is executed, and the first current command value I1 is determined based on the first data map MP1. .

  On the other hand, when the first timer T1 is equal to or longer than the first reference time Z1 (S37: YES), it is determined as an abnormal state, the first abnormality flag F10 is turned on (S38), and a second timer T2 to be described later. Is stopped and reset (S39), the first and second current command values I1 and I2 are set to intermediate fixed values, that is, the first and second electromagnetic control valves 21 and 22 are both predetermined intermediate valves. The value (current value) is determined to be an opening (an opening between the maximum opening and the minimum opening) (S40, S41), and the valve control program PG3 is exited. For the first electromagnetic control valve 21, the intermediate fixed value is a valve opening employed at a speed of 30 km / hour to 70 km / hour, which is generally called an intermediate vehicle speed between a low vehicle speed and a high vehicle speed. A value corresponding to the degree, for example, a value corresponding to the valve opening degree of the first electromagnetic control valve 21 at 60 km / hour. In the second electromagnetic control valve 22, a value corresponding to the valve opening between the valve opening in the assist state and the valve opening in the standby state is an intermediate fixed value.

  When the valve control program PG3 is repeatedly executed and the first abnormality flag F10 is turned on, it is determined in step S30 that the first abnormality flag F10 is on (S30: YES). In steps S42 to S44, as in steps S31 to S33 described above, abnormality determination of CAN 35, acquisition of various data, and ON / OFF determination of vehicle speed abnormality flag F2 are performed. Here, CAN 35 is abnormal or vehicle speed abnormality flag F2 is determined. Is determined to be on (S42 or S44: YES), step S35 and subsequent steps are executed. If not (S42 and S44: NO), it is determined whether the second timer T2 is operating (S45). If the second timer T2 is not operating (S45: NO) ), The second timer T2 is started (S46).

  Next, it is determined whether or not the second timer T2 has reached a preset second reference time Z2 (S47). Thereby, it is determined whether or not the second reference time Z2 has elapsed since the state where the CAN 35 is normal and the vehicle speed V1 is a normal value (the vehicle speed abnormality flag F2 is off) continues. When the second timer T2 is not equal to or longer than the second reference time Z2 (S47: NO), the above-described steps S40 and S41 are executed to determine the first and second current command values I1 and I2 in advance. Determined to be an intermediate fixed value.

  On the other hand, if the second timer T2 is equal to or longer than the second reference time Z2 (S47: YES), it is determined that the abnormality has returned from the abnormal state, the first abnormality flag F10 is turned off (S48), and the first timer After stopping and resetting T1 (S49), step S34 is executed, and the first current command value I1 is determined based on the first data map MP1 (S34).

  The above-described steps S10 to S14, S30 to 33, S35 to 37, and S42 to S47 correspond to “vehicle speed information determination means” in the present invention.

  When step S34 is executed, it is determined whether or not the second abnormality flag F20 is on (S50). The second abnormality flag F20 is turned off when the vehicle is started, and is turned on when an abnormal state occurs as described later. If the second abnormality flag F20 is not on (S50: NO), it is determined whether the steering angle abnormality flag F1 is on (S51), and the neutral abnormality flag F3 is on. It is determined whether or not there is (S52). Here, when both the steering angle abnormality flag F1 and the neutral abnormality flag F3 are not on (S51, S52: NO), it is determined that all the elements for determining the second current command value I2 are normal. Then, the steering angle (absolute angle) θ1 of the steering wheel 30 is obtained from the rotation position θ2 and the neutral position data P1, and the steering speed ωd is obtained from the rotation position θ2 (S66), and the steering angle θ1 and the steering speed ωd are obtained. In addition, the second current command value I2 is determined based on the vehicle speed V1 and the second data map MP2 (S67).

  On the other hand, when at least one of the steering angle abnormality flag F1 or the neutral abnormality flag F3 is on (S51 or S52: YES), it is determined whether the third timer T3 is operating (S53), If the third timer T3 is not operating (S53: NO), the third timer T3 is started (S54).

  Next, it is determined whether or not the third timer T3 has reached or exceeded a preset third reference time Z3 (S55). As a result, the state where either the rotational position θ2 is an abnormal value (the steering angle abnormality flag F1 is on) or the neutral position data P1 is an abnormal value (the neutral abnormality flag F3 is on) continues and the third reference time Z3. It is determined whether or not elapses. When the third timer T3 is not equal to or longer than the third reference time Z3 (S55: NO), the above-described steps S66 and 67 are executed to determine the second current command value I2.

  On the other hand, if the third timer T3 is equal to or longer than the third reference time Z3 (S55: YES), it is determined that the steering angle is abnormal, the second abnormality flag F20 is turned on (S56), and a fourth described later. After the timer T4 is stopped and reset (S57), the second current command value I2 is determined to be a fully open fixed value (for example, a value for fully opening the second electromagnetic control valve 22) (S58). Exit from the valve control program PG3.

  And step S38-S41 mentioned above and step S56-S58 correspond to the "abnormality processing means" in this invention.

  When the valve control program PG3 is repeatedly executed and the second abnormality flag F20 is turned on, it is determined in step S50 that the second abnormality flag F20 is turned on (S50: YES). In steps S59 and S60, the steering angle abnormality flag F1 and the neutral abnormality flag F3 are turned on / off in the same manner as in steps S51 and S52 described above. Here, when it is determined that either the steering angle abnormality flag F1 or the neutral abnormality flag F3 is ON (S59 or S60: YES), Step S53 and subsequent steps are executed. If not (S59 and S60: NO), it is determined whether the fourth timer T4 is operating (S61). If the fourth timer T4 is not operating (S61: NO) ), The fourth timer T4 is started (S62).

  Next, it is determined whether or not the fourth timer T4 has reached or exceeded a preset fourth reference time Z4 (S63). Thereby, it is determined whether or not the fourth reference time Z4 has elapsed since the rotation position θ2 and the neutral position data P1 are both in the normal state. If the fourth timer T4 is not equal to or longer than the fourth reference time Z4 (S63: NO), the above-described step S58 is executed to determine the second current command value I2 as a predetermined fully open fixed value.

  On the other hand, if the fourth timer T4 is equal to or longer than the fourth reference time Z4 (S63: YES), it is determined that the state has returned from the abnormal state, the second abnormality flag F20 is turned off (S64), and the third timer After T3 is stopped and reset (S65), steps S66 and 67 are executed, and the second current command value I2 is determined as described above (S67) as in the normal state.

  And step S15-S19, S50-55, S59-63 mentioned above correspond to the "steering angle information determination means" in this invention.

  According to the control device 40 of the present embodiment configured as described above, when both the vehicle speed information (vehicle speed V1) and the steering angle information (turning position θ2, neutral position data P1) are normal, By changing the valve opening of the first electromagnetic control valve 21 according to the vehicle speed information, the assist force by the hydraulic actuator 14 is controlled to a magnitude according to the vehicle speed information, and the second electromagnetic control according to the steering angle information. By changing the valve opening degree of the valve 22, it is possible to reduce excessive pressure oil supply to the hydraulic actuator 14. Further, when the vehicle speed information is normal and the steering angle information is abnormal, the valve opening of the first electromagnetic control valve 21 is determined according to the vehicle speed information with the second electromagnetic control valve 22 fully opened. However, at least as in the case where both the vehicle speed information and the steering angle information are normal, the assist force by the hydraulic actuator 14 depends on the vehicle speed. The size can be controlled. Further, when the vehicle speed information becomes abnormal, the first and second electromagnetic control valves 21 and 22 are both set to intermediate valve openings, so that at least a predetermined magnitude of assist force can be ensured. . As described above, according to the present embodiment, it is possible to obtain an assist force for a steering operation even if an abnormality occurs in the vehicle speed information or the steering angle information. Further, it is possible to obtain an assist force for the steering operation even if the CAN 35 communication abnormality occurs. In addition, in the present embodiment, it is not determined that the vehicle speed information or the steering angle information includes an abnormal value, and it is not determined to be abnormal. On the condition that the reference time (Z1, Z3) has elapsed while including the abnormal value. Since it is determined to be abnormal, erroneous determination due to noise can be prevented. Similarly, since it is determined that the normal state has been restored on the condition that the reference time has elapsed in a state where no abnormal value is included, erroneous determination due to noise can be prevented.

[Other Embodiments]
The present invention is not limited to the above-described embodiment. For example, the embodiments described below are also included in the technical scope of the present invention, and various other than the following can be made without departing from the scope of the invention. It can be changed and implemented.

  (1) In the above-described embodiment, the current is supplied to the solenoids 21S and 22S based on the first and second current command values I1 and I2, and the current is detected and fed back. However, the feedback is not performed. It may be.

  (2) In the above embodiment, the first reference duration Z1 used for determining whether or not the vehicle speed information is abnormal, and the first reference time Z1 used for determining whether or not the vehicle speed information has returned to normal. Although the two reference durations Z2 are the same, they may be configured differently. The same applies to the abnormality determination and return determination of the steering information.

1 is a perspective view of a hydraulic pump and a hydraulic actuator according to an embodiment of the present invention. Hydraulic circuit diagram including hydraulic pump and hydraulic actuator Partial cross-sectional view of linkage valve Block diagram showing the configuration of the control device Rudder angle detection program flowchart Flow chart of vehicle stability control system / data processing program Flow chart of valve control program Flow chart of valve control program

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Hydraulic pump 10D Return flow path 14 Hydraulic actuator 21 1st electromagnetic control valve 22 2nd electromagnetic control valve 31 Steering shaft 32 Steering sensor 33 Wheel rotational speed sensor 34 Vehicle stability control system 35 CAN
40 Power steering valve drive control device PG1 Steering angle detection program PG2 Vehicle stability control system / data processing program PG3 Valve control program V1 Vehicle speed Z1 First reference time Z2 Second reference time Z3 Third reference time Z4 Fourth reference time

Claims (7)

A flow that includes a hydraulic pump and a hydraulic actuator for power steering, and that connects the hydraulic pump and the hydraulic actuator to a first flow path that constitutes the hydraulic actuator and has a first electromagnetic control valve. The hydraulic actuator is mounted on a vehicle provided with a second flow path that is a road and has a second electromagnetic control valve, and changes the valve opening degree of the first electromagnetic control valve according to vehicle speed information It is possible to reduce the excessive pressure oil supply to the hydraulic actuator by controlling the assist force by the engine and changing the valve opening degree of the second electromagnetic control valve according to the steering angle information and the vehicle speed information. A valve drive control device for power steering,
Vehicle speed information determination means for determining whether the vehicle speed information is normal or abnormal;
Rudder angle information determining means for determining whether the rudder angle information is normal or abnormal,
If the vehicle speed information is abnormal, both the first and second electromagnetic control valves are set to a predetermined intermediate valve opening, the vehicle speed information is normal, and the steering angle information is abnormal. And an abnormality processing means for changing the valve opening degree of the first electromagnetic control valve in accordance with vehicle speed information in a state where the second electromagnetic control valve is fully opened. Valve drive control device for power steering.   When the vehicle speed information is normal, the intermediate valve opening is a valve that is used at a speed of 30 to 70 [km / hour] for the first electromagnetic control valve. The valve drive control apparatus for power steering according to claim 1, wherein the opening degree is an opening degree.   The vehicle speed information determination means determines that the vehicle speed information is abnormal when the vehicle speed information continues to be in a state including an abnormal value and a predetermined reference time has elapsed, and the steering angle information determination The means is configured to determine that the rudder angle information is abnormal when a predetermined reference time elapses continuously while the rudder angle information includes an abnormal value. The valve drive control apparatus for power steering according to claim 1 or 2.   The vehicle speed information determination means determines that the vehicle speed information has returned to a normal state when the predetermined reference time has elapsed without the vehicle speed information including an abnormal value, and the rudder The angle information determining means is configured to determine that the rudder angle information has returned to a normal state when a predetermined reference time has elapsed in a state where the rudder angle information does not include an abnormal value. The power steering valve drive control device according to claim 3, wherein the power steering valve drive control device is provided. The vehicle speed information and the rudder angle information are acquired through an in-vehicle LAN,
5. The power steering valve drive control device according to claim 3, wherein the abnormal values of the vehicle speed information and the steering angle information include an abnormal value due to a communication abnormality of the in-vehicle LAN. 6. A power steering valve drive control device that controls the assist force of the hydraulic actuator by changing the valve opening of an electromagnetic control valve for adjusting the flow rate from the hydraulic pump to the hydraulic actuator for power steering in accordance with vehicle speed information Because
Vehicle speed information determination means for determining whether the vehicle speed information is normal or abnormal;
When the vehicle speed information is abnormal, the electromagnetic control valve is set to a predetermined intermediate valve opening, and when the vehicle speed information is normal, the electromagnetic control valve is set to the vehicle speed information. A valve drive control device for power steering, which is changed according to A first flow path that includes a hydraulic pump and a hydraulic actuator for power steering, and that is a flow path that connects the hydraulic pump and the hydraulic actuator, and that has an electromagnetic control valve. For power steering, which can reduce the excessive pressure oil supply to the hydraulic actuator by changing the valve opening of the electromagnetic control valve according to the steering angle information and the vehicle speed information A valve drive control device comprising:
Rudder angle information determining means for determining whether the rudder angle information is normal or abnormal,
When the rudder angle information is abnormal, the electromagnetic control valve is fully opened, while when the rudder angle information is normal, the electromagnetic control valve is set according to the rudder angle information and the vehicle speed information. The valve drive control device for power steering is characterized by being changed.

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