JP5251028B2 - Vehicle steering control device - Google Patents

Description

  The present invention belongs to the technical field of a vehicle steering control device that varies a steering gear ratio, which is a ratio of a steering angle of a steering wheel to a steering angle of a steered wheel.

This type of vehicle steering control device controls the motor target drive speed of the gear ratio variable actuator in proportion to the steering speed, so that the steering angle exceeds the steering angle when the steering wheel is turned back and forth. What suppresses a chute | shoot is known (for example, refer patent document 1).
JP 11-310147 A

  Since the variable gear ratio actuator is arranged on the intermediate shaft of the steering wheel and generates torque with the steering wheel as a supporting point, the steering force of the driver is reduced by releasing the steering wheel from the state where the motor is generating torque. Then, the support force of the motor is reduced, and so-called self-excited vibration is generated in which the deviation between the rotational angle command value of the motor and the actual rotational angle that is the actual rotational angle changes in a vibrational manner.

  Since this phenomenon occurs at a stage before the steering speed changes, the above-described conventional technique that controls the speed of the motor according to the steering speed cannot prevent self-excited vibration accompanying a decrease in steering force. . In addition, when the motor support force is small, it is difficult to control the speed of the motor.

  The present invention has been made paying attention to the above-mentioned problem, and the object of the present invention is to provide a vehicle steering system that can suppress self-excited vibration of a gear ratio variable actuator accompanying a decrease in steering force, such as letting go of a handle. It is to provide a control device.

In order to achieve the above object, in the present invention, when the deviation between the target turning angle and the actual turning angle is equal to or smaller than a predetermined value and the amount of decrease in the steering force is equal to or larger than the predetermined amount, a self-excited vibration occurs. determined to be the target turning angle limits the change in the rotation angle command value of the gear ratio varying actuator as an actual turning angle, the target turning angle and the actual turning while limiting the change in the rotation angle command value When the angle matches, the restriction on the change of the rotation angle command value is released .

In the present invention, when the self-excited vibration is generated as the steering force is reduced, the rotation angle command value and the actual rotation angle (actual rotation angle (actual rotation) are limited in order to limit the change in the rotation angle command value of the gear ratio variable actuator. It is possible to suppress the vibration deviation of the deviation from the angle.
As a result, it is possible to suppress self-excited vibration of the variable gear ratio actuator that accompanies a decrease in steering force, such as releasing the handle.

  Hereinafter, the best mode for carrying out the present invention will be described based on Examples 1 to 3.

First, the configuration will be described.
FIG. 1 is an overall system diagram of the vehicle steering control apparatus according to the first embodiment.
A column shaft 13 that connects a steering wheel 10 and a front wheel steering mechanism 12 that steers the front wheels (steering wheels) 11 and 11 includes a steering angle sensor 1, a front wheel steering actuator (gear ratio variable actuator) 5, and a steering force sensor ( Steering force detecting means) 6 is provided.

  For example, the front wheel steering actuator 5 includes a motor and a speed reducer, and the output shaft of the motor is connected to the column shaft 13 via the speed reducer. The front wheel steering actuator 5 decelerates the rotation input via the column shaft 13 by the variable gear ratio according to the current command value from the controller 14 and outputs it to the steering gear of the front wheel steering mechanism 12. The steering gear ratio, which is the ratio of the steering angle of the steering wheel 10 to the steering angle of the front wheels 11, 11, is variably controlled according to the steering angle and the vehicle speed.

FIG. 2 is a control block diagram of the controller 14 according to the first embodiment. The controller 14 includes a steering control controller 3 and a front wheel steering controller 4.
The steering control controller 3 calculates a target front wheel steering angle (target steering angle) based on the driver steering angle from the steering angle sensor 1 and the vehicle body speed from the vehicle speed sensor 2. The front wheel steering controller 4 controls the current sent to the motor of the front wheel steering actuator 5 so that the actual front wheel steering angle (actual turning angle), which is the actual front wheel steering angle, matches the target front wheel steering angle.

The steering control controller 3 includes a target value generation unit 31, a target output value generation unit 32, a logic start / release determination unit (self-excited vibration generation determination unit) 33, and a control switching unit (self-excited vibration suppression control unit) 34. And.
The target value generator 31 generates a target yaw rate based on the driver steering angle from the steering angle sensor 1 and the vehicle body speed from the vehicle speed sensor 2. The generated target yaw rate is output to the target output value generation unit 32. The target output value generation unit 32 generates a target front wheel steering angle calculation value based on the target yaw rate from the target value generation unit 31.

  FIG. 3 is a control block diagram of the target value generation unit 31 according to the first embodiment, and the target value generation unit 31 includes a vehicle model calculation unit 311 and a target value calculation unit 312. The vehicle model calculation unit 311 calculates vehicle parameters using a two-wheel model based on the driver steering angle and the vehicle body speed. The calculated vehicle parameter is output to the target value calculation unit 312. The target value calculation unit 312 determines the target yaw rate of the vehicle based on the steering angle, the vehicle body speed, and the vehicle parameters.

  The logic start / release determination unit 33 is based on the steering force (steering torque) from the steering force sensor 6, the target front wheel steering angle from the target output value generation unit 32, and the actual front wheel steering angle of the front wheel steering actuator 5. When it is determined whether or not the self-excited vibration is generated, and it is determined that the self-excited vibration is generated, the control flag = 1 is output to the control switching unit 34 and the self-excited vibration is generated. If it is determined that the situation is not present, a control flag = 0 is output to the control switching unit 34.

  When the control flag = 0, the control switching unit 34 outputs the target front wheel steering angle calculation value, which is the output of the target output value generation unit 32, to the front wheel steering controller 4 as the target front wheel steering angle. On the other hand, when the control flag = 1, the actual front wheel steering angle is output to the front wheel steering controller 4 as the target front wheel steering angle. When the control flag = 1, self-excited vibration suppression control that suppresses the occurrence of self-excited vibration is executed.

  The front wheel steering controller 4 calculates a duty command value (duty ratio) of a PWM (Pulse Width Modulation) signal for driving the front wheel steering actuator 5 based on the deviation between the target front wheel steering angle and the actual front wheel steering angle. The electric power (current command value) supplied to the front wheel steering actuator 5 is controlled based on the duty command value. Here, in the first embodiment, the actual rotation angle of the motor of the front wheel steering actuator 5 is measured as the actual turning angle of the front wheels 11, 11 (corresponding to the turning angle detection means). Therefore, the deviation between the target front wheel steering angle and the actual turning angle is determined by comparing the deviation between the rotation angle command value of the front wheel steering actuator 5 corresponding to the target front wheel steering angle and the actual rotation angle.

Next, vehicle model calculation, target yaw rate generation, and target front wheel steering angle generation in the steering control controller 3 will be described in detail.
[Vehicle model calculation]
The vehicle model calculation unit 311 calculates vehicle parameters using the vehicle model shown below.

ここで、

である。 In general, assuming a two-wheel model, the yaw angular acceleration and lateral velocity of the vehicle can be expressed by the following equation (1).

here,

It is.

When the transfer function of the yaw rate for the front wheel steering is obtained from the state equation, the following equation (3) is obtained.

ここで、

である。 The yaw rate transfer function is expressed by the following equation (4) from equation (3).

here,

It is.

が求められる。 From the above, vehicle parameters

Is required.

[Target value calculation]
The target value calculation unit 312 calculates a target yaw rate ψ ′ ^* from the vehicle body speed V, the vehicle parameters, and a target value parameter described later.

The target yaw angular acceleration ψ ″ ^* is expressed by the following equation (6) from equation (4).

ただし、yrate_gain_map，yrate_omegn_map，yrate_zeta_map，yrate_zero_mapはチューニングパラメータである。 Here, the parameter of the target yaw rate ψ ′ ^* is expressed by the following equation (11).

However, yrate_gain_map, yrate_omegn_map, yrate_zeta_map, and yrate_zero_map are tuning parameters.

Therefore, the target yaw rate is
φ ' ^* (s) = φ'' ^* (s) / s… (8)
The target front wheel rudder angle θ ^* is
φ '' ^* = a ₁₁ φ ' ^* + a ₁₂ V _y + b _f1 θ ^* … (9)
θ ^* = (φ '' ^* + a ₁₁ φ ' ^* + a ₁₂ V _y ) / b _f1 (10)
Is required.

Next, the operation of the logic start / release determination unit 33 will be described.
The logic start / release determination unit 33 sets the control flag = 1 when the following AND condition that is considered to generate self-excited vibration is satisfied. Thereby, the self-excited vibration suppression control is executed with the target front wheel rudder angle as the actual front wheel rudder angle.

(a) Deviation between target front wheel rudder angle and actual front wheel rudder angle is greater than or equal to a predetermined value Here, the predetermined value is experimentally measured in advance when self-excited vibration occurs when the motor support force is reduced. Can be measured.
(b) When the decrease amount of the steering force is equal to or greater than a predetermined amount Here, the predetermined amount is set to a decrease amount of the steering force in which self-excited vibration is generated in correspondence with the setting of the predetermined value.

  The logic start / cancel determination unit 33 sets the control flag = 0 when the following condition (c) determined that the situation where the self-excited vibration is generated is satisfied. Thereby, it returns to the normal control which makes the target front wheel steering angle calculated value the target front wheel steering angle.

(c) When the target front wheel steering angle calculation value calculated by the target output value generation unit 32 substantially coincides with the actual front wheel steering angle, or after a predetermined time has elapsed since the control flag = 1, where the predetermined time is From the state of the start condition (predetermined value of deviation, amount of decrease in steering force), the time when the target front wheel rudder angle calculation value = actual front wheel rudder angle can be obtained, and is set in advance according to the start condition.

[Self-excited vibration suppression control processing]
FIG. 4 is a flowchart showing the flow of the self-excited vibration suppression control process executed by the front wheel steering controller 4 of the first embodiment. Each step will be described below.

  In step S1, the logic start / release determination unit 33 reads the target front wheel steering angle calculation value (actually, the rotation angle command value of the motor), and proceeds to step S2.

  In step S2, the logic start / release determination unit 33 reads the steering force (steering torque), and proceeds to step S3.

  In step S3, the logic start / release determination unit 33 reads the actual front wheel rudder angle (actually the actual rotation angle of the motor), and proceeds to step S4.

  In step S4, the logic start / release determination unit 33 determines whether or not the deviation between the target front wheel steering angle calculation value and the actual front wheel steering angle is greater than or equal to a predetermined value and the amount of decrease in steering force is greater than or equal to a predetermined amount. To do. If YES, the process proceeds to step S5. If NO, the process proceeds to step S7. Here, the amount of decrease in the steering force is determined, for example, by comparing the steering force read in step S2 with the steering force read in the previous control cycle (the previous steering force value).

  In step S5, the control switching unit 34 sets the target front wheel rudder angle as the actual front wheel rudder angle, and proceeds to step S6. Thereby, the self-excited vibration suppression control is executed with the target front wheel rudder angle as the actual front wheel rudder angle.

  In step S6, the logic start / release determination unit 33 determines whether or not the target front wheel steering angle calculation value matches the actual front wheel steering angle. If YES, the process proceeds to step S7. If NO, the process proceeds to step S5. Here, instead of comparing the target front wheel rudder angle calculated value with the actual front wheel rudder angle, determination may be made based on elapsed time. In this case, it is determined whether or not a predetermined time has elapsed since YES is determined in step S4. If YES, the process proceeds to step S7, and if NO, the process proceeds to step S5.

  In step S7, the control switching unit 34 sets the target front wheel rudder angle as the target front wheel rudder angle calculation value, and proceeds to return. Thus, normal control is performed in which the target front wheel steering angle calculation value is the target front wheel steering angle.

Next, the operation will be described.
[Self-excited vibration generation mechanism]
Since the gear ratio variable actuator is disposed on the intermediate shaft of the steering wheel and generates torque with the steering wheel as a supporting point, if the steering force of the driver is reduced while the torque is generated, the supporting power is reduced. A so-called self-excited vibration is generated in which the deviation between the rotation angle command value of the motor and the actual rotation angle, which is the actual rotation angle, changes in a vibrational manner. Since this phenomenon occurs at a stage before the steering speed changes, the above-described conventional technique that controls the speed of the motor in accordance with the steering speed cannot prevent the self-excited vibration accompanying the decrease in the steering force. In addition, when the supporting force is small, it is difficult to control the speed of the motor.

The generation mechanism of self-excited vibration will be described below.
In FIG. 5, in the section from time t0 to time t1, the rotation angle command value of the gear ratio variable actuator and the actual rotation angle are in a state where forces are balanced with a predetermined deviation.

  At time t1, the support point (handle) of the actuator disappears (supporting force decreases) by letting the driver go.

  At time t2, the input from the tire and the mechanical friction inside the actuator cancel each other, and the load on the motor output shaft inside the actuator becomes small. As a result, in the section from time t2 to time t3, the actual rotation angle overshoots and starts hunting (self-excited vibration).

  After time t3, the steering wheel starts to return to the steering neutral position, and when the rotation angle command value of the actuator approaches the actual rotation angle, the load on the actuator increases, and the rotation angle command value and the actual rotation angle are in a balanced state. Become.

[Self-excited vibration suppression action]
In contrast, in the first embodiment, when the self-excited vibration is generated as the steering force decreases, the rotation angle command value and the actual rotation are limited in order to limit the change in the rotation angle command value of the front wheel steering actuator 5. It is possible to suppress the vibration deviation of the deviation from the corner. Thereby, the self-excited vibration of the front wheel steering actuator 5 accompanying the decrease in the steering force, such as releasing the handle 10, can be suppressed.

In the first embodiment, the actual front wheel rudder angle is set as the target front wheel rudder angle as a method of limiting the change in the rotation angle command value of the front wheel steering actuator 5. That is, as shown in FIG. 6, when the handle is released at time t1, the deviation between the target front wheel steering angle calculation value (rotation angle command value) and the actual front wheel steering angle (actual rotation angle) is equal to or greater than a predetermined value, and the steering force is If it is below the predetermined value, it is determined that self-excited vibration is occurring, and the process proceeds from step S1 → step S2 → step S3 → step S4 → step S5 → step S6. Self-excited vibration suppression control with the actual front wheel steering angle as the target front wheel steering angle is performed until the front wheel steering angle coincides with (or until a predetermined time elapses).
By making the actual front wheel rudder angle the target front wheel rudder angle, the deviation between the rotation angle command value of the front wheel steering actuator 5 and the actual rotation angle is eliminated, so that the occurrence of self-excited vibration can be reliably prevented.

Furthermore, by eliminating self-excited vibration, the return time to the steering neutral position of the handle 10 can be shortened, and the handle return performance can be improved. As shown in FIG. 7, with respect to self-excited vibration of the steering wheel return time T _B is longer prior art due to the effect, in the first embodiment, since the steering wheel return time T _A is shorter, it is also advantageous in terms of steering wheel return performance .

  If the target front wheel steering angle calculation value (rotation angle command value) and the actual turning angle (actual rotation angle) match during self-excited vibration suppression control (time t4), the process proceeds from step S6 to step S7. The self-excited vibration suppression control is canceled, and the control returns to normal control with the target front wheel steering angle calculation value as the target front wheel steering angle. That is, when the target front wheel steering angle calculation value and the actual turning angle match, it can be determined that the load applied to the front wheel steering actuator 5 increases and the situation where self-excited vibration is generated has been avoided. Therefore, by returning to the normal control in a situation where no self-excited vibration occurs, the influence on the steering feeling can be eliminated as much as possible, and the deterioration of the steering feeling accompanying the self-excited vibration suppression control can be avoided.

  Further, in the first embodiment, in step S4, the self-excited vibration is generated only when the deviation between the target front wheel steering angle calculation value and the actual front wheel steering angle is equal to or greater than a predetermined value in addition to the amount of decrease in the steering force. Judging the situation. For example, when it is determined whether or not self-excited vibration occurs only from the amount of decrease in steering force, self-excited vibration occurs even if the hand is released straight or the handle is lightly gripped. It is misjudged that it is.

  In contrast, in the first embodiment, in order to determine whether or not the self-excited vibration is generated based on the deviation between the target front wheel steering angle calculation value and the actual front wheel steering angle in addition to the amount of decrease in the steering force. Thus, it is possible to prevent a case where the self-excited vibration is generated in the situation where the self-excited vibration is generated by letting go of the vehicle when traveling straight ahead, and the execution of unnecessary self-excited vibration suppression control.

Next, the effect will be described.
In the vehicle steering control device of the first embodiment, the following effects can be obtained.

  (1) Start of logic to determine that self-excited vibration occurs when the deviation between the target front wheel steering angle and the actual front wheel steering angle is less than a predetermined value and the amount of decrease in steering force is more than a predetermined amount. A release determination unit 33, and a control switching unit 34 that restricts a change in the rotation angle command value of the front wheel steering actuator 5 according to the target front wheel steering angle when it is determined that self-excited vibration occurs. . Thereby, the self-excited vibration of the front wheel steering actuator 5 accompanying the decrease in the steering force, such as releasing the handle 10, can be suppressed.

  (2) When it is determined that the self-excited vibration is generated, the control switching unit 34 uses the actual front wheel rudder angle as the target front wheel rudder angle, so that the self-excited vibration can be prevented more reliably. it can.

  (3) When the target front wheel rudder angle and the actual front wheel rudder angle coincide with each other during the self-excited vibration suppression control, the control switching unit 34 releases the restriction on the change in the rotation angle command value, so that self-excited vibration does not occur. In the region, intervention of self-excited vibration suppression control with respect to normal control can be eliminated.

  (4) The control switching unit 34 releases the restriction on the change in the rotation angle command value after a predetermined time has elapsed since it is determined that the self-excited vibration is generated. Intervention of self-excited vibration suppression control to control can be eliminated.

In the second embodiment, the duty command value is fixed as a method of limiting the change in the rotation angle command value of the front wheel steering actuator 5 instead of the method of setting the actual front wheel steering angle as the target front wheel steering angle shown in the first embodiment. It is an example using the method.
In addition, since the whole structure of Example 2 is the same as that of Example 1 shown in FIG. 1, illustration and description are abbreviate | omitted.

  FIG. 8 is a control block diagram of the steering control controller 3 according to the second embodiment, and the steering control controller 3 includes a target value generation unit 31 and a target output value generation unit 32. The target value generator 31 generates a target yaw rate based on the driver steering angle from the steering angle sensor 1 and the vehicle body speed from the vehicle speed sensor 2. The generated target yaw rate is output to the target output value generation unit 32. The target output value generation unit 32 generates a target front wheel steering angle based on the target yaw rate from the target value generation unit 31.

  FIG. 9 is a control block diagram of the front wheel steering controller 4 of the second embodiment. The front wheel steering controller 4 includes a duty command calculation unit 41, a current control unit (current control means) 42, and a logic start / release determination unit ( A self-excited vibration generation determining means) 43, a duty command correction value calculating section 44, and a control switching section (self-excited vibration suppression control means) 45.

The duty command calculation unit 41 calculates a duty command calculation value (duty ratio) of a PWM (Pulse Width Modulation) signal that drives the front wheel steering actuator 5 based on the deviation between the target front wheel steering angle and the actual front wheel steering angle.
The current control unit 42 controls the power supplied to the front wheel steering actuator 5 based on the duty command value output from the control switching unit 45.

  The logic start / release determination unit 43 is based on the steering force (steering torque) from the steering force sensor 6, the target front wheel steering angle from the target output value generation unit 32, and the actual front wheel steering angle of the front wheel steering actuator 5. When it is determined whether or not the self-excited vibration is generated, and it is determined that the self-excited vibration is generated, the control flag = 1 is output to the control switching unit 34 and the self-excited vibration is generated. If it is determined that the situation is not present, a control flag = 0 is output to the control switching unit 34.

  The duty command correction value calculation unit 44 calculates a duty command correction value for suppressing actuator self-excited vibration. The duty command correction value is a fixed value. This fixed value may be an average value of the duty command values for several times calculated immediately before (before the start condition (predetermined value of deviation, reduction amount of steering force) is established).

  When the control flag = 0, the control switching unit 45 outputs the duty command calculation value output from the duty command calculation unit 41 to the current control unit 42 as a duty command value. On the other hand, when the control flag = 1, the duty command correction value (fixed value) output from the duty command correction value calculation unit 44 is output to the current control unit 42 as a duty command value. When the control flag = 1, self-excited vibration suppression control that suppresses the occurrence of self-excited vibration is executed.

[Self-excited vibration suppression control processing]
Since the self-excited vibration suppression control process of the second embodiment differs from the process flow of the first embodiment shown in FIG. 4 only in the processing contents of step S5 and step S7, refer to FIG. The processing content of S7 will be described.

  In step S5, the control switching unit 45 sets the duty command correction value as the duty command value, and proceeds to step S6. Thereby, self-excited vibration suppression control for fixing the duty command value is executed.

  In step S7, the control switching unit 45 sets the duty command calculation value as the duty command value, and proceeds to return. Thus, normal control for driving the front wheel steering actuator 5 with the duty command value according to the target front wheel steering angle is executed.

Next, the operation will be described.
[Self-excited vibration suppression effect]
In the second embodiment, when the self-excited vibration is generated as the steering force decreases, the duty command correction value is set as the duty command value. Here, the duty command correction value is an average value of the duty command values for several times calculated immediately before the start condition (predetermined value of deviation, amount of decrease in steering force) is satisfied. That is, since the duty command value immediately before releasing the steering wheel is smaller than the duty command value at the time of increasing or switching back, the response value of the front wheel steering actuator 5 can be improved by fixing the duty command value to the average value of the latest several times. The deviation between the motor rotation angle command value and the actual rotation angle caused by the reduction of the steering force can be reduced to the extent that the actual rotation angle is not changed.

  Therefore, even if the deviation between the rotation angle command value of the motor and the actual rotation angle varies, the actual front wheel steering angle is maintained at a constant angle due to the follow-up delay of the front wheel steering actuator 5, so that Excited vibration can be suppressed.

  In addition, since the duty command correction value is set to the average value of the past several times, the variation of the duty command value can be suppressed small when shifting from the normal control to the self-excited vibration suppression control. A sense of incongruity can be suppressed.

Next, the effect will be described.
In the vehicle steering control apparatus of the second embodiment, the following effects are obtained in addition to the effects (1), (3), and (4) of the first embodiment.

  (5) Provided with a current control unit 42 that PWM-controls the power supplied to the front wheel steering actuator 5 based on the target turning angle,

  When it is determined that the self-excited vibration is generated, the control switching unit 45 keeps the duty command value of the PWM control constant. Self-excited vibration can be suppressed.

In the third embodiment, as a method for restricting the change in the rotation angle command value of the front wheel steering actuator 5, the responsiveness of the front wheel steering actuator is used instead of the method of setting the actual front wheel steering angle as the target front wheel steering angle shown in the first embodiment. This is an example using a method of reducing (gain).
The overall configuration of the third embodiment is the same as that of the first embodiment shown in FIG.

FIG. 10 is a control block diagram of the steering control controller 3 of the third embodiment.
The steering control controller 3 according to the third embodiment is different from the steering control controller 3 according to the first embodiment in that a target front wheel steering angle correction unit (self-excited vibration suppression control unit) 35 is provided instead of the control switching unit 34. Since the second embodiment is different from the first embodiment, parts different from the first embodiment will be described.

  The logic start / release determination unit 33 is based on the steering force (steering torque) from the steering force sensor 6, the target front wheel steering angle from the target output value generation unit 32, and the actual front wheel steering angle of the front wheel steering actuator 5. Then, it is determined whether or not the self-excited vibration is generated, and if it is determined that the self-excited vibration is generated, the control flag = 1 is output to the target front wheel steering angle correction unit 35 and the self-excited vibration is generated. When it is determined that the situation does not occur, the control flag = 0 is output to the target front wheel steering angle correction unit 35.

  When the control flag = 0, the target front wheel steering angle correction unit 35 outputs the target front wheel steering angle calculation value, which is the output of the target output value generation unit 32, to the front wheel steering controller 4 as the target front wheel steering angle without correcting it. On the other hand, when the control flag = 1, a value obtained by reducing and correcting the target front wheel steering angle calculation value is output to the front wheel steering controller 4 as the target front wheel steering angle. When the control flag = 1, a self-excited vibration suppression control process that suppresses the occurrence of self-excited vibration is executed. Here, an arbitrary method can be used as a method of the reduction correction.

[Self-excited vibration suppression control processing]
The self-excited vibration suppression control process of the third embodiment is different from the process flow of the first embodiment shown in FIG. 4 only in the processing contents of step S5 and step S7. The processing content of S7 will be described.

  In step S5, the target front wheel rudder angle correction unit 35 sets the value obtained by correcting the target front wheel rudder angle calculation value to be the target front wheel rudder angle, and proceeds to step S6. Thereby, self-excited vibration suppression control for reducing the gain of the front wheel steering actuator 5 is executed.

  In step S7, the target front wheel rudder angle correction unit 35 sets the target front wheel rudder angle calculation value as the target front wheel rudder angle and shifts to return. Thus, normal control is performed in which the target front wheel steering angle calculation value is the target front wheel steering angle.

Next, the operation will be described.
[Self-excited vibration suppression effect]
In Example 3, when it is determined that self-excited vibration occurs, the target front wheel rudder angle correction unit 35 corrects the target front wheel rudder angle to decrease, and the deviation between the target front wheel rudder angle and the actual front wheel rudder angle is calculated. By making it small, the gain (responsiveness) of the front wheel steering actuator 5 can be lowered.

  Therefore, even if the deviation between the rotation angle command value of the motor and the actual rotation angle varies, the actual front wheel steering angle is maintained at a constant angle due to the follow-up delay of the front wheel steering actuator 5, so that Excited vibration can be suppressed.

Next, the effect will be described.
In the vehicle steering control apparatus according to the third embodiment, the following effects can be obtained in addition to the effects (1), (3), and (4) of the first embodiment.

  (6) The target front wheel steering angle correction unit 35 determines the gain of the front wheel steering actuator 5 when it is determined that the self-excited vibration is not generated, compared with the case where it is determined that the self-excited vibration is not generated. In order to make it small, the self-excited vibration of the variable gear ratio actuator associated with a decrease in the steering force, such as releasing the handle 10, can be suppressed.

(Other examples)
The best mode for carrying out the present invention has been described based on the first to third embodiments. However, the specific configuration of the present invention is not limited to the first to third embodiments. Design changes and the like within a range that does not depart from the gist are also included in the present invention.

  For example, the method of limiting the change in the rotation angle command value of the front wheel steering actuator (gear ratio variable actuator) is not limited to the method shown in the first to third embodiments. In the second embodiment, the example in which the duty command value is fixed is shown. However, instead of the method of fixing the duty command value, a method of reducing the duty command value to reduce the responsiveness of the front wheel steering actuator is used. May be.

1 is an overall system diagram of a vehicle steering control apparatus according to a first embodiment. FIG. 3 is a control block diagram of a controller 14 according to the first embodiment. FIG. 3 is a control block diagram of a target value generation unit 31 according to the first embodiment. 4 is a flowchart showing a flow of self-excited vibration suppression control processing executed by the front wheel steering controller 4 of the first embodiment. It is a time chart of the rotation angle command value and the actual rotation angle showing the generation mechanism of self-excited vibration of the gear ratio variable actuator. 6 is a time chart of a rotation angle command value and an actual rotation angle indicating the self-excited vibration suppression control of the first embodiment. 3 is a time chart of a steering angle showing a steering wheel return performance when releasing the hand according to the first embodiment. It is a control block diagram of the steering control controller 3 of Example 2. FIG. FIG. 6 is a control block diagram of a front wheel steering controller 4 according to a second embodiment. FIG. 10 is a control block diagram of a steering control controller 3 according to a third embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Steering angle sensor 2 Vehicle speed sensor 3 Steering control controller 4 Front wheel steering controller 5 Front wheel steering actuator (Gear ratio variable actuator)
6 Steering force sensor (steering force detection means)
10 Handle 11, 11 Front wheel (steering wheel)
12 front wheel steering mechanism 13 column shaft 14 controller 31 target value generation unit 311 vehicle model calculation unit 312 target value calculation unit 32 target output value generation units 33 and 43 logic start / release determination unit (self-excited vibration generation determination unit)
34, 45 Control switching unit (self-excited vibration suppression control means)
35 Target front wheel rudder angle correction unit (self-excited vibration suppression control means)
41 Duty command calculation unit 42 Current control unit (current control means)
44 Duty command correction value calculator

Claims (3)

In a vehicle steering control device including a gear ratio variable actuator that varies a steering gear ratio, which is a ratio of a steering angle of a steering wheel to a steering angle of a steered wheel according to a target turning angle,
Steering force detecting means for detecting the steering force of the driver;
A turning angle detection means for detecting an actual turning angle that is an actual turning angle of the steered wheel;
Self-excited vibration generation determination for determining that self-excited vibration is generated when a deviation between the target turning angle and the actual turning angle is equal to or smaller than a predetermined value and a reduction amount of the steering force is equal to or larger than a predetermined amount. Means,
When it is determined that self-excited vibration is occurring, self-excited vibration suppression control means for limiting the change in the rotation angle command value of the gear ratio variable actuator with the target turning angle as the actual turning angle ;
Equipped with a,
The self-excited vibration suppression control means, when the the rotation angle the target turning angle while limiting the change in the command value and the actual turning angle matches, Rukoto to remove the limit of variation of the rotation angle command value A vehicle steering control device. The vehicle steering control device according to claim 1,
The vehicle steering control device, wherein the self-excited vibration suppression control means releases the restriction on the change in the rotation angle command value after a predetermined time has elapsed since it was determined that self-excited vibration is occurring. In a vehicle steering control device including a gear ratio variable actuator that varies a steering gear ratio, which is a ratio of a steering angle of a steering wheel to a steering angle of a steered wheel according to a target turning angle,
A situation in which self-excited vibration occurs when the deviation between the target turning angle and the actual turning angle, which is the actual turning angle, is not more than a predetermined value and the amount of decrease in the steering force of the driver is not less than a predetermined amount. The change of the rotation angle command value of the gear ratio variable actuator is limited using the target turning angle as the actual turning angle, and the target turning angle and the target turning angle are limited during the limitation of the change of the rotation angle command value. The vehicle steering control device, wherein when the actual turning angle coincides, the restriction on the change in the rotation angle command value is released.

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