JP5144093B2 - Electric power steering device - Google Patents

Description

  The present invention relates to an electric power steering apparatus that controls a reaction force component of auxiliary steering torque generated in an electric motor according to vehicle behavior.

In the electric power steering apparatus, an electric motor that generates auxiliary steering torque is provided for the purpose of reducing the steering force of the driver. There is known a technique for improving the running stability of a vehicle by controlling so as to increase as the vehicle becomes larger (see, for example, Patent Documents 1 and 2).
Japanese Patent No. 3110891 JP 2006-273185 A

  However, in the control for adding the reaction force component to the auxiliary steering torque according to the vehicle behavior, generally, the reaction force component according to the vehicle behavior is set to be large, thereby stabilizing the vehicle against disturbance. However, on the other hand, the steering wheel becomes heavier than necessary, resulting in inconvenience that the operability of the driver is impaired. In order to avoid this, if the basic auxiliary steering torque itself that is set according to the manual steering force of the driver is set to be large, the steering wheel can be used in the event of a failure in the control system related to vehicle behavior. Becomes significantly lighter and the operability of the driver is impaired. In addition, since the control according to the vehicle behavior is effective only after the vehicle behavior occurs, there is a delay in the correction of the so-called steering wheel operation in which the operating element is operated by an external force input to the rack from the steering wheel side. There is a difficulty that arises.

  The present invention has been devised to solve such problems of the prior art, and its main purpose is to improve the stability against vehicle disturbance and improve the operability of the driver. An object of the present invention is to provide an electric power steering apparatus configured as described above.

In order to solve such a problem, in the electric power steering apparatus according to the present invention, as shown in claim 1, the assisting of the electric motor (9) according to the manual steering force input to the operating element (steering wheel 1). A basic control unit (21) for calculating the steering torque, a steering reaction force control unit (22) for calculating a correction amount that is a reaction force component of the auxiliary steering torque according to the vehicle behavior, estimating the rack load, The rack load compensator (23) for calculating a correction amount corresponding to the rack load, and the auxiliary steering torque acquired by the basic controller are corrected by the correction amounts acquired by the steering reaction force controller and the rack load compensator. and the auxiliary steering torque determining section for determining a steering assist torque and (subtractor 24) possess, at the time of stop control of the steering reaction force control unit, while continuing the control of the basic control unit The steering with obtaining non correction amount by the reaction force control unit, the correction based on possible correction amount obtained by the rack load compensation unit, and to those in not performed in the assist steering torque determination section.

  According to this, the auxiliary steering torque is corrected by the correction amount according to the rack load separately from the correction amount according to the vehicle behavior, and the auxiliary steering torque is increased by the amount corresponding to the rack load. For this reason, even if the reaction force component corresponding to the vehicle behavior is set to be large in order to improve the stability against the disturbance of the vehicle, it is possible to avoid the operator from becoming heavier than necessary and to impair the operability of the driver. Therefore, the stability against the disturbance of the vehicle can be improved.

  Then, the ratio of the rack load component in the steering reaction force that hinders the driver from sensing the vehicle behavior via the operating element is reduced, and the ratio of the vehicle behavior component is relatively increased, and the steering reaction force is increased. As the information transmitted to the driver is centered on the vehicle behavior component, the information property regarding the vehicle behavior (information transmission) is improved, that is, the driver can sense the vehicle behavior sensitively, The operability of the driver can be improved.

  In addition, the auxiliary steering torque increases by the amount corresponding to the rack load, and the ratio of the rack load component in the steering reaction force decreases, so the operating element operates with rack load disturbances, especially with external force input to the rack from the steering wheel side. It is possible to effectively suppress the handle being pulled.

Furthermore , by canceling the control of the steering reaction force control unit, the auxiliary steering torque is abnormally corrected by correcting the auxiliary steering torque only with the correction amount according to the rack load without the correction amount according to the vehicle behavior. It can be avoided that the operability of the driver is impaired due to the increase in the weight of the operating member, and the electric power steering device operates under the general control of only the basic control unit. Sex can be secured.

In the electric power steering apparatus, as shown in claim 2, permits and prohibits the signal of the steering reaction force controller and the correction amount obtained by the rack load compensation unit is inputted to the steering assist torque determining section The switch means (relay 26) to be provided can be provided. In this case , when the control of the steering reaction force control unit is stopped, the signal input is preferably prohibited by the switch means.

  In addition, when the control of the steering reaction force control unit is stopped, for example, acquisition of a correction amount corresponding to the vehicle behavior due to a failure of the steering reaction force control unit, that is, a failure of a sensor that detects the vehicle behavior (yaw rate) or the like. This is a case where an event that does not occur normally occurs. In this case, a failure detection unit for detecting the failure of the steering reaction force control unit is provided, and when the failure detection unit detects the failure of the steering reaction force control unit, the switch means is operated to prohibit signal input. A configuration is good.

  The vehicle behavior can be detected not only by the yaw rate but also by lateral acceleration.

  As described above, according to the present invention, the auxiliary steering torque is increased by the amount corresponding to the rack load, so that it is possible to avoid the driver from becoming heavier than necessary and deteriorating the operability of the driver. Since the information transmitted to the driver is centered on the vehicle behavior component, the driver can sense the vehicle behavior sensitively, and a great effect is obtained in improving the operability of the driver.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 is a schematic diagram showing an electric power steering apparatus according to the present invention. This electric power steering device is provided with a pinion 3 connected to a steering wheel (operator) 1 via a steering shaft 2 so as to be integrally rotatable, and meshed with the pinion 3 so as to be able to reciprocate in the vehicle width direction. And a rack and pinion mechanism having a rack shaft 4 that is connected to both ends of the rack shaft 4 via tie rods 5 to knuckle arms 7 of left and right front wheels 6 as steering wheels. The left and right front wheels 6 are steered in accordance with the rotation operation, and an electric motor 9 that generates an auxiliary steering force for reducing the manual steering force via such a rack and pinion mechanism is provided. The rack shaft 4 is provided coaxially.

  A steering angle sensor 11 that detects the steering angle of the steering wheel 1 is provided on the steering shaft 2, and a steering torque sensor 12 that detects manual steering torque acting on the pinion 3 is provided in the vicinity of the pinion 3. . A yaw rate sensor 13 for detecting the yaw rate (vehicle behavior) of the vehicle and a vehicle speed sensor 14 for detecting the vehicle speed are provided at appropriate positions of the vehicle body.

  Output signals of the steering angle sensor 11, the steering torque sensor 12, the yaw rate sensor 13, and the vehicle speed sensor 14 are input to a steering control device (EPS-ECU) 16 that controls the electric motor 9 through a drive circuit 17. The steering control device 16 controls the electric motor 9 based on the steering angle, the steering torque, the yaw rate, and the vehicle speed, and a required auxiliary steering force is input to the rack shaft 4.

  FIG. 2 is a block diagram showing a schematic configuration of the steering control device 16 shown in FIG. The steering control device 16 includes a basic control unit 21, a steering reaction force control unit 22, a rack load compensation unit 23, and subtractors 24 and 25, and corresponds to the auxiliary steering torque generated by the electric motor 9. The target current It is calculated.

  The basic control unit 21 calculates a base current Ib that is a source of the target current It corresponding to the auxiliary steering torque generated in the electric motor 9 according to the manual steering force input to the steering wheel (operator) 1 and The assist current Ia is obtained by performing a necessary correction on the base current Ib, and includes a base current calculation unit 31, an inertia compensation unit 32 that compensates steering system inertia, and damper compensation that compensates steering system damping. Part 33.

  The base current calculation unit 31 calculates the base current Ib based on the steering torque by the steering torque sensor 12 and the vehicle speed by the vehicle speed sensor 14. The inertia compensator 32 calculates an inertia correction value based on the time differential value of the steering torque by the steering torque sensor 12 and the vehicle speed by the vehicle speed sensor 14, and corrects the base current Ib. The damper compensation unit 33 calculates the damping correction value based on the steering angular velocity (motor angular velocity) obtained by time differentiation of the steering angle by the steering angle sensor 11 and the vehicle speed by the vehicle speed sensor 14, and corrects the base current Ib. .

  The steering reaction force control unit 22 calculates the yaw rate reaction force correction current Iy corresponding to the reaction force component of the auxiliary steering torque generated in the electric motor 9 according to the yaw rate (vehicle behavior). A calculation unit 34 is provided. The yaw rate reaction force correction current calculation unit 34 calculates the yaw rate reaction force correction current Iy based on the yaw rate by the yaw rate sensor 13.

  In the basic control unit 21, the assist current Ia is set to increase as the manual steering torque increases, and in the steering reaction force control unit 22, the yaw rate reaction force correction current Iy increases as the yaw rate increases. It is set to increase accordingly. As a result, even if the driver gives a large steering force to the steering wheel 1, if the yaw rate (body behavior) is large, the auxiliary steering torque of the electric motor 9 decreases and the steering reaction force increases. This increases the weight of the vehicle, thereby making it possible for the driver to detect the instability of the vehicle while suppressing the steering operation of the driver, thereby improving the running stability of the vehicle and improving the operability of the driver.

  The rack load compensator 23 estimates the load acting on the rack shaft 4 from the wheel 6 side due to the external force applied to the wheel 6 according to the rack load, that is, the behavior of the vehicle such as turning and the road surface condition such as the saddle. The rack load correction current Ir corresponding to the correction amount corresponding to the rack load is calculated, the rack load estimation unit 35, the gain 36 and the compensator (in order to improve the stability and responsiveness of the control) Filter) 37.

  Here, the rack load correction current Ir is calculated based on the steering torque by the steering torque sensor 12, the steering angle by the steering angle sensor 11, and the actual current of the electric motor 9 detected by the motor ammeter 28.

  The rack load is obtained by adding the manual steering torque input to the steering wheel 1 by the driver and the auxiliary steering torque output by the electric motor 9 and subtracting the mechanical system friction element, that is, the power loss due to mechanical friction. It is done. Here, the manual steering torque is obtained by adding the steering system inertia term to the torque value detected by the steering torque sensor 12, and the steering system inertia term is the second order of the steering angle detected by the steering angle sensor 11. It is obtained from the steering angular acceleration obtained by differentiation. The auxiliary steering torque is obtained from the actual current of the motor 9 by the motor ammeter 28. The mechanical friction element may be given as a constant.

  Thus, the rack load can be obtained from the steering torque by the steering torque sensor 12, the steering angle by the steering angle sensor 11, and the actual current of the electric motor 9 by the motor ammeter 28, and according to these values and the rack load. The rack load correction current Ir is calculated by preparing a table and a calculation formula indicating the correlation with the rack load correction current Ir as the correction amount based on experimental values and design values in advance.

The yaw rate reaction force correction current Iy acquired by the steering reaction force control unit 22 and the rack load correction current Ir acquired by the rack load compensation unit 23 are input to the subtractor 25, where the yaw rate reaction force correction is performed. The rack load correction current Ir is subtracted from the current Iy, and the correction current (Iy−Ir) acquired by the subtracter 25 and the assist current Ia acquired by the basic control unit 21 are subtracted (auxiliary steering torque determination unit) 24. Here, the correction current (Iy−Ir) is subtracted from the assist current Ia to calculate the target current It.
It = Ia− (Iy−Ir) = Ia−Iy + Ir
It becomes.

  The target current It output from the subtractor 24 is input to the drive circuit 17, and the current flowing through the electric motor 9 is controlled so that the deviation between the actual current flowing through the electric motor 9 and the target current It is reduced. The

  Further, the steering control device 16 detects a failure in the relay 26 that intermittently inputs the signal of the correction current (Iy−Ir) from the subtracter 25 to the subtractor 24 and a failure in the steering reaction force control unit 22. The relay 26 is controlled to be turned on / off (conducting / cut off) by a relay drive signal from the failure detection unit.

  The failure detection unit 27 determines whether or not the calculation process of the yaw rate reaction force correction current Iy cannot be performed due to the failure of the steering reaction force control unit 22, that is, the failure of the yaw rate sensor 13, and the steering reaction force control unit 22 is determined. When there is no failure, the relay 26 is turned on, and the correction current (Iy−Ir) signal from the subtracter 25 is input to the subtractor 24. On the other hand, when the failure of the steering reaction force control unit 22 occurs, the relay 26 is turned off, the correction current (Iy−Ir) signal from the subtractor 25 is not input to the subtractor 24, and the basic control unit 21 The assist current Ia is input to the drive circuit 17 without being corrected.

  Thereby, when a failure of the steering reaction force control unit 22 occurs, it can be avoided that the torque generated by the electric motor 9 becomes abnormally large and the steering wheel 1 is remarkably lightened to impair the operability of the driver. it can.

  That is, when a failure of the steering reaction force control unit 22 occurs and only the rack load correction current Ir signal from the rack load compensation unit 23 is input to the subtractor 25, the correction current (−Ir) is output from the subtractor 25. ) Is output, and the assist current Ia is corrected by the subtractor 24 with this correction current (−Ir), so that the target current It becomes abnormally large and the generated torque of the electric motor 9 also becomes abnormally large. As described above, when the failure of the steering reaction force control unit 22 occurs, by prohibiting the input of the correction current signal to the subtractor 24, the torque generated by the electric motor 9 can be prevented from becoming abnormally large. In addition, since the electric power steering apparatus operates under the general control of only the basic control unit 21, the operability of the driver can be ensured.

  In the above example, the yaw rate reaction force correction current Iy from the steering reaction force control unit 22 and the rack load correction current Ir from the rack load compensation unit 23 are previously subtracted by the subtracter 25 and then input to the subtractor 24. However, each signal of the assist current Ia from the basic control unit 21, the yaw rate reaction force correction current Iy from the steering reaction force control unit 22, and the rack load correction current Ir from the rack load compensation unit 23 is supplied to one adder / subtractor. In this case, two switches for intermittently inputting the signals of the yaw rate reaction force correction current Iy from the steering reaction force control unit 22 and the rack load correction current Ir from the rack load compensation unit 23 are provided. Open and close at the same time.

1 is a schematic diagram showing an electric power steering apparatus according to the present invention. It is a block diagram which shows schematic structure of the steering control apparatus shown in FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Steering wheel 3 Pinion 4 Rack shaft 6 Wheel 9 Electric motor 13 Yaw rate sensor 16 Steering control apparatus 21 Basic control part 22 Steering reaction force control part 23 Rack load compensation part 24 Subtractor (auxiliary steering torque determination part)
26 Relay 35 Rack Load Estimator It Target Current Ib Base Current Ia Assist Current Iy Yaw Rate Reaction Force Correction Current Ir Rack Load Correction Current

Claims (2)

A basic control unit that calculates an auxiliary steering torque of the electric motor according to a manual steering force input to the operator;
A steering reaction force control unit that calculates a correction amount that is a reaction force component of the auxiliary steering torque according to the vehicle behavior;
A rack load compensator that estimates a rack load and calculates a correction amount corresponding to the rack load;
An auxiliary steering torque acquired by the basic control unit, the steering is corrected by the acquired correction amount by the reaction force control unit and the rack load compensator, possess an auxiliary steering torque determining section for determining an auxiliary steering torque,
When stopping the control of the steering reaction force control unit, the correction that can be acquired by the rack load compensation unit together with the correction amount that cannot be acquired by the steering reaction force control unit while continuing the control of the basic control unit An electric power steering apparatus characterized in that correction based on a quantity is not performed by the auxiliary steering torque determination unit . The switch means for permitting and prohibiting each signal of the correction amount acquired by the steering reaction force control unit and the rack load compensation unit to be input to the auxiliary steering torque determination unit is provided. The electric power steering device described in 1.

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