JP5444958B2 - Steering operation state estimation device and program - Google Patents

Description

  The present invention relates to a steering operation state estimation device and a program.

  Conventionally, the force and torque (moment) applied to each divided portion of the steering wheel rim is detected by a force sensor, and the force applied point of the driver's hand holding the divided portion of the steering wheel rim is detected by a contact sensor and a calculation unit, Furthermore, based on these detection results, a steering operation force detection device that calculates a force and torque at an applied force point and outputs the calculation results to a host device is known (for example, see Patent Document 1).

  Conventionally, a component force change characteristic in which the component force acting on the six-component force meter changes according to the steering wheel posture by the weight of the steering wheel is obtained in advance, and the steering wheel reference is made with reference to the component force change property. There is known a steering operation state detection device that compensates for six component forces by a component force that acts by its own weight (see, for example, Patent Document 2).

JP 2008-265528 A JP 2008-298430 A

  However, when the device described in Patent Document 2 is mounted on an actual vehicle, and this device detects the force and torque (6 component forces) applied to the steering wheel that the driver grips during steering, There is a problem that the accuracy of the detected 6-component force is not good because the direction of gravity acting on the 6-component force meter changes due to the change in the sprung posture that occurs as the vehicle moves in the vehicle.

  In this case, the output of the six-component force meter during actual vehicle travel is affected by centrifugal force and inertial force generated by the vehicle motion, so the accuracy of the detected six-component force is not good. There is also a problem.

  These problems are considered to be a phenomenon caused by, for example, the mass present at the tip portion rather than the strain generating portion of the 6-component force meter.

  The same applies to the device described in Patent Document 1. The device described in Patent Document 1 is mounted on an actual vehicle, and the force and torque (6 component force) applied to the steering wheel gripped by the driver during steering by this device. ), The accuracy of the calculated 6 component force is not good.

  The present invention has been made to solve the above-described problems, and provides a steering operation state estimation device and a program capable of detecting force and torque with better accuracy as compared with the prior art. For the purpose.

  In order to achieve the above object, a first steering operation state estimation device according to the present invention includes a first detection means for detecting a force and torque acting on a predetermined portion of a steering wheel, and a posture angle of the vehicle. Second detection means for detecting, third detection means for detecting the steering angle of the steering wheel, force and torque detected by the first detection means, and posture detected by the second detection means Based on the angle, the steering angle detected by the third detection means, the mass of the predetermined portion, and the tilt angle of the steering wheel, the force and torque applied by the driver to the predetermined portion And an estimation means for estimating.

  According to the steering operation state estimating device of the present invention, since the attitude angle of the vehicle is taken into account when the driver estimates the force and torque applied to a predetermined portion of the steering wheel, Compared with the force and torque detected without considering the attitude angle, the driver can estimate the force and torque applied to the predetermined portion with better accuracy.

  In order to achieve the above object, the second steering operation state estimation device of the present invention includes a first detection means for detecting a force and a torque acting on a predetermined portion of the steering wheel, and a posture of the vehicle. A second detection means for detecting an angle; a third detection means for detecting a steering angle of the steering wheel; a force and a torque detected by the first detection means; and a detection by the second detection means. Attitude angle, angular velocity obtained from the attitude angle, steering angle detected by the third detecting means, angular velocity obtained from the steering angle, mass of the predetermined portion, and inclination angle of the steering wheel And the estimation means for estimating the force and torque in addition to the predetermined portion and the centrifugal force generated in the predetermined portion being removed. To have.

  According to the steering operation state estimation device of the present invention, the attitude angle of the vehicle is taken into account when the driver estimates the force and torque applied to the predetermined portion, and the centrifugal force generated at the predetermined portion. Since the driver estimates the force and torque applied to the predetermined part, it is compared with the detected force and torque without considering the attitude angle and centrifugal force of the vehicle as in the prior art. Thus, it is possible to estimate the force and torque applied to a predetermined portion by a driver with better accuracy.

  In order to achieve the above object, a third steering operation state estimation device according to the present invention includes a first detection means for detecting a force and a torque acting on a predetermined portion of the steering wheel, and a posture of the vehicle. Detected by a second detection means for detecting an angle, a third detection means for detecting a steering angle of the steering wheel, a fourth detection means for detecting an acceleration of the vehicle, and the first detection means. Force and torque, attitude angle detected by the second detection means, first angular velocity obtained from the attitude angle, angular acceleration obtained from the first angular velocity, detected by the third detection means A steering angle, a second angular velocity obtained from the steering angle, an angular acceleration obtained from the second angular velocity, the acceleration of the vehicle detected by the fourth detection means, the mass of the predetermined portion, and Steari Based on the inclination angle of the wheel, the driver includes an estimation means for estimating the force and torque in addition to the predetermined portion and the centrifugal force and inertial force generated in the portion being removed. Yes.

  According to the steering operation state estimation device of the present invention, the attitude angle of the vehicle is taken into account when the driver estimates the force and torque applied to the predetermined portion, and the centrifugal force generated at the predetermined portion. In addition, since the driver estimates the force and torque applied to the predetermined part by removing the inertial force, it is detected without considering the vehicle attitude angle, centrifugal force and inertial force as in the prior art. It is possible to estimate the force and torque applied to the predetermined portion by the driver with better accuracy compared to the determined force and torque.

  In order to achieve the above object, a fourth steering operation state estimation device according to the present invention includes first detection means for detecting force and torque acting on a predetermined portion of a steering wheel, a vehicle A second detection means for detecting the attitude angle of the vehicle, a third detection means for detecting the steering angle of the steering wheel, a fourth detection means for detecting the acceleration of the vehicle, and the first detection means. Detected force and torque, attitude angle detected by the second detection means, angular acceleration obtained from the attitude angle, steering angle detected by the third detection means, angular acceleration obtained from the steering angle The driver adds to the predetermined portion based on the acceleration of the vehicle detected by the fourth detection means, the mass of the predetermined portion, and the tilt angle of the steering wheel. And is configured to include a estimating means for estimating the force of inertia force generated in said portion is removed and torque.

  According to the steering operation state estimation device of the present invention, the attitude angle of the vehicle is taken into account when the driver estimates the force and torque applied to the predetermined portion, and the inertial force generated in the predetermined portion is determined. Since the driver estimates the force and torque applied to the predetermined part, the vehicle is compared with the detected force and torque without considering the vehicle attitude angle and inertial force as in the prior art. Thus, it is possible to estimate the force and torque applied to a predetermined portion by a driver with better accuracy.

  In order to achieve the above object, the first program of the present invention includes a computer that detects a force detected by a first detecting means that detects a force and a torque that act on a predetermined portion of the steering wheel, and a torque. Torque, attitude angle detected by second detection means for detecting the attitude angle of the vehicle, steering angle detected by third detection means for detecting the steering angle of the steering wheel, mass of the predetermined portion And a program for causing the driver to function as estimation means for estimating the force and torque applied to the predetermined portion based on the tilt angle of the steering wheel.

  According to the program of the present invention, since the attitude angle of the vehicle is taken into account when the driver estimates the force and torque applied to the predetermined part of the steering wheel, the attitude angle of the vehicle is changed as in the prior art. Compared with the force and torque detected without consideration, it is possible to estimate the force and torque applied to the predetermined portion by the driver with better accuracy.

  In order to achieve the above object, a second program of the present invention uses a computer to calculate a posture angular velocity based on a posture angle detected by a first detection means for detecting a posture angle of a vehicle. 1 calculating means, second calculating means for calculating the steering angular velocity based on the steering angle detected by the second detecting means for detecting the steering angle of the steering wheel, and a predetermined portion of the steering wheel. The force and torque detected by the third detecting means for detecting the acting force and torque, the attitude angle detected by the first detecting means, the attitude angular velocity calculated by the first calculating means, the second Based on the steering angle detected by the detecting means, the steering angular velocity calculated by the second calculating means, the mass of the predetermined portion, and the inclination angle of the steering wheel, In addition to the portion where the serial driver have been established the advance, and the a program for centrifugal force generated on the predetermined portion is to function as estimating means for estimating the forces and torques removed.

  According to the program of the present invention, the attitude angle of the vehicle is taken into consideration when estimating the force and torque applied by the driver to the predetermined portion, and the centrifugal force generated in the predetermined portion is removed. Since the driver estimates the force and torque applied to the predetermined part, it is more accurate than the force and torque detected without considering the vehicle attitude angle and centrifugal force as in the prior art. It is possible to estimate the force and torque applied to a predetermined portion by a good driver.

  In order to achieve the above object, a third program according to the present invention calculates a posture angular velocity based on the posture angle detected by the first detection means for detecting the posture angle of the vehicle. 1 calculating means, second calculating means for calculating attitude angular acceleration based on the attitude angular velocity calculated by the first calculating means, and second detecting means for detecting the steering angle of the steering wheel. A third computing means for computing a steering angular velocity based on the steering angle; a fourth computing means for computing a steering angular acceleration based on the steering angular speed computed by the third computing means; and The force and torque detected by the third detecting means for detecting the force and torque acting on the predetermined portion, the attitude angle detected by the first detecting means, the first calculating means Calculated attitude angular velocity, attitude angular acceleration calculated by the second calculating means, steering angle detected by the second detecting means, steering angular velocity calculated by the third calculating means, Based on the steering angular acceleration calculated by the calculation means of 4, the mass of the predetermined portion, and the tilt angle of the steering wheel, the driver adds to the predetermined portion and the predetermined It is a program for functioning as an estimation means for estimating the force and torque from which the centrifugal force and inertial force generated in the portion are removed.

  According to the program of the present invention, when the driver estimates the force and torque applied to the predetermined portion, the attitude angle of the vehicle is taken into account, and the centrifugal force and inertial force generated in the predetermined portion are calculated. Since the force and torque applied to the predetermined part by the driver are estimated after being removed, the force and torque detected without considering the vehicle attitude angle, centrifugal force and inertial force as in the prior art As compared with the above, it is possible to estimate the force and torque applied to a predetermined portion by a driver with better accuracy.

  In order to achieve the above object, the fourth program of the present invention calculates a posture angular acceleration based on the posture angle detected by the first detection means for detecting the posture angle of the vehicle. First calculation means, second calculation means for calculating steering angular acceleration based on the steering angle detected by the second detection means for detecting the steering angle of the steering wheel, and predetermined values for the steering wheel The force and torque detected by the third detecting means for detecting the force and torque acting on the part, the attitude angle detected by the first detecting means, and the attitude angle calculated by the first calculating means Acceleration, steering angle detected by the second detection means, steering angular acceleration calculated by the second calculation means, mass of the predetermined portion, and tilt of the steering wheel Based on, in addition to the portion in which the driver is the preset and the a program for inertial force generated in the predetermined portion is to function as estimating means for estimating the forces and torques removed.

  According to the program of the present invention, the attitude angle of the vehicle is taken into account when estimating the force and torque applied by the driver to the predetermined portion, and the inertial force generated in the predetermined portion is removed. Since the driver estimates the force and torque applied to the predetermined part, compared with the detected force and torque without considering the vehicle attitude angle and inertial force as in the prior art, more It is possible to estimate the force and torque applied to a predetermined portion by a driver with good accuracy.

  As described above, according to the steering operation state estimation device and program of the present invention, a driver with better accuracy can estimate the force and torque applied to the predetermined portion as compared with the prior art. The effect of being able to be obtained.

It is a figure which shows the structure of the steering operation state estimation apparatus which concerns on this Embodiment. It is a functional block diagram of the steering operation state estimation device according to the present embodiment. It is the schematic of the steering wheel which concerns on this Embodiment. It is a figure for demonstrating a sensor coordinate system. It is a figure for demonstrating the inclination angle and steering angle of a steering wheel. It is a flowchart of the steering operation state estimation process which the steering operation state estimation apparatus which concerns on this Embodiment performs. It is a figure for demonstrating a coordinate system. It is a figure for demonstrating the content of experiment. It is a figure which shows an experimental result. It is a figure which shows the vehicle motion at the time of approaching the road surface with a bank angle with a fixed vehicle speed with a real vehicle. It is a figure which shows the steering operation force of a driver's left hand estimated by the steering operation state estimation apparatus of this Embodiment, when approaching the road surface with a bank angle with a fixed vehicle speed with a real vehicle. It is a figure which shows a modification. It is a figure which shows a modification. It is a figure which shows a modification.

  DESCRIPTION OF EMBODIMENTS Hereinafter, an embodiment of a steering operation state estimation device of the present invention will be described in detail with reference to the drawings.

  As shown in FIG. 1, a steering operation state estimation device 10 according to the present embodiment is mounted on a vehicle, and includes a computer 12, a six component force detector (six component force measuring device) 14, a steering angle sensor 16, and a posture. An angle sensor 18 and an acceleration sensor 20 are provided.

  The computer 12 includes a ROM (Read Only Memory) 12a, an HDD (Hard Disk Drive) 12b, a CPU (Central Processing Unit) 12c, a RAM (Random Access Memory) 12d, and an I / O (input / output) port 12e. . The ROM 12a, HDD 12b, CPU 12c, RAM 12d, and I / O port 12e are connected to each other via a bus 12f.

  A basic program such as an OS is stored in the ROM 12a as a storage medium (storage means).

  The HDD 12b as a storage medium (storage means) stores a program for executing a steering operation state estimation processing routine, the details of which will be described below.

  The CPU 12c reads the program from the ROM 12a and the HDD 12b and executes it. Various data are temporarily stored in the RAM 12d.

  A 6-component force detector 14, a steering angle sensor 16, a posture angle sensor 18, and an acceleration sensor 20 are connected to the I / O port 12e. Therefore, the CPU 12c can capture (acquire) each data output from each of the six component force detector 14, the steering angle sensor 16, the attitude angle sensor 18, and the acceleration sensor 20.

  When the computer 12 is represented by functional blocks according to the steering operation state estimation process described in detail below, as shown in FIG. 2, a parameter derivation unit 70, an initial stress compensation unit 72, a gravity compensation unit 74, a centrifugal force compensation unit 76, And an inertial force compensator 78. The parameter deriving unit 70 is connected to the initial stress compensating unit 72, the gravity compensating unit 74, the centrifugal force compensating unit 76, and the inertial force compensating unit 78. The initial stress compensation unit 72 is connected to the gravity compensation unit 74. The gravity compensation unit 74 is connected to the centrifugal force compensation unit 76. The centrifugal force compensator 76 is connected to the inertial force compensator 78.

  Here, the detail of the steering wheel of the vehicle carrying the steering operation state estimation apparatus 10 of this Embodiment is demonstrated. As shown in FIG. 3, the steering wheel 22 of the vehicle equipped with the steering operation state estimating device 10 is steered with the steering wheel rims 24A, 24B, 24C, 24D and the steering wheel rims 24A, 24B, 24C, 24D. Steering arms 28A, 28B, 28C, and 28D that connect the wheel hub 26 are included.

  As shown in FIG. 3, the steering wheel rim of the steering wheel 22 is divided into four steering wheel rims 24A, 24B, 24C, and 24D. In the example of FIG. 3, the steering wheel rims 24B and 24D have a center point C (rotation plane and rotation axis) of the steering wheel hub 26 in the rotation plane of the steering wheel rim when no force is applied to the steering wheel 22. X-axis direction of x, y, and z axes orthogonal to each other in the coordinate system when the horizontal direction is the x-axis and the direction orthogonal to the x-axis is the y-axis in this rotation plane. This is a portion of the steering wheel rim in the range of an angle + θ to −θ (θ is, for example, 20 degrees) with respect to (horizontal direction). The steering wheel rims 24B and 24D are portions gripped by the driver, and six component forces (force and torque) are applied to the steering wheel rims 24B and 24D by the driver. The steering wheel rims 24B and 24D are an example of a predetermined portion of the steering according to the present invention. In this coordinate system, the rotation axis direction is the z-axis direction.

  A force sensor 30B as a detecting means for detecting a force and torque (moment) applied to the steering arm 28B is provided at a substantially central portion in the longitudinal direction of the steering arm 28B. Further, a force sensor 30D as a detecting means for detecting the force and torque relating to the steering arm 28D is provided at a substantially central portion in the longitudinal direction of the steering arm 28D. As the force sensors 30B and 30D, for example, a known six-component load cell that can detect three component forces in the x, y, and z axis directions orthogonal to each other in the sensor coordinate system and torque around these three axes is used. Can do. In addition, you may use the well-known 6 component force load cell which can detect 3 component force and the torque around 3 axes | shafts simultaneously. Further, the force and torque (six component forces) acting on the steering arm 28B and the steering arm 28D are detected by the steering operation state estimation process described below, and the force applied by the driver to the steering arm 28B and the steering arm 28D Therefore, the force sensor 30B and the force sensor 30D have a part of a function as a detection means for detecting the force and torque acting on the steering arm 28B and the steering arm 28D.

  Here, the sensor coordinate system of the present embodiment will be described. As shown in FIGS. 3 and 4, for the sensor coordinate system of the force sensor 30B, the coordinate of the mass center position of the force sensor 30B is the origin, the x-axis direction is the longitudinal direction of the steering arm 28B, and the y-axis direction is Is a direction orthogonal to the x-axis in the rotation plane of the steering wheel 22, and a coordinate system in which the z-axis direction is the direction orthogonal to the x-axis and y-axis is a sensor coordinate system of the force sensor 30B. Similarly, for the sensor coordinate system of the force sensor 30D, the coordinate of the center of mass of the force sensor 30D is the origin, the x-axis direction is the longitudinal direction of the steering arm 28D, and the y-axis direction is the rotation plane of the steering wheel 22. A coordinate system in which the direction perpendicular to the x-axis is set and the z-axis direction is perpendicular to the x-axis and the y-axis is defined as a sensor coordinate system of the force sensor 30D. Here, the six-component force detector 14 of the present embodiment includes a force sensor 30B and a force sensor 30D. That is, the CPU 12c can capture data indicating the force and torque output from the force sensor 30B and can also acquire data indicating the force and torque output from the force sensor 30D. The suffix “R” in FIG. 4 indicates each axis in the sensor coordinate system of the force sensor 30B located on the right side when viewed from the driver, and the suffix “L” is the force sense located on the left side when viewed from the driver. This indicates that each axis is in the sensor coordinate system of the sensor 30D.

  Further, as shown in FIG. 5, it is assumed that the steering wheel 22 is installed in the vehicle at an inclination angle (tilt angle) η. Further, regarding the steering angle δ, the right rotation is considered as positive.

  As described above, the six-component force detector 14 includes the force sensor 30B and the force sensor 30D, and outputs data indicating the force and torque applied to the steering arm 28B, and the steering arm 28D. The data which shows the force and torque which are applied to is output.

  The steering angle sensor 16 is for detecting the steering angle (steering angle) δ of the steering wheel 22, detects the steering angle δ of the steering wheel 22, and outputs data indicating the detected steering angle δ.

  The attitude angle sensor 18 detects the attitude angle of the vehicle (pitch angle ξ, roll angle φ, yaw angle γ), detects the attitude angle of the vehicle, and stores data indicating the detected attitude angle of the vehicle. Output.

Acceleration sensor 20 is for detecting the acceleration _a of the vehicle spring _{(= (a x, a y} , a z) T ∈R 3), detects the acceleration a of the vehicle springs, the detected acceleration Data indicating a is output.

Next, a steering operation state estimation process routine executed by the CPU 12c of the computer 12 will be described with reference to FIG. As shown in FIG. 7, the center position vector of the steering wheel 22 in the vehicle coordinate system is S = (s _x , s _y , s _z ) ^T ∈ R ³ . Here, the vehicle coordinate system is a coordinate system in which the longitudinal direction of the vehicle is the X axis, the lateral direction of the vehicle is the Z axis, and the vertical upward direction of the vehicle is the Y axis, and the X, Y, and Z axes are orthogonal to each other. The output voltage of the force sensors 30B and 30D when the vehicle is stopped on the horizontal plane and the driver is not touching the grip portion (the steering wheel rim 24B and the steering wheel rim 24D) is V ₀ ∈R ⁶ , When the output voltage of the force sensors 30B and 30D is V∈R ⁶ and the calibration matrix obtained by the static load test is C∈R ^{6 × 6} , the 6 component force F measured (estimated) when the vehicle is stopped _Measured0 ∈R ⁶ is as shown in the following equation (1), as shown in 6 component force F _measured ∈R ⁶ the following formula vehicle is measured in the running state (2).

  In the following description, inertia compensation is performed on these 6 component force data. In the following description, only the force sensor 30B attached to the right side will be described, but the force sensor 30D attached to the left side is point-symmetric with respect to the force sensor 30B with the center point C as the center of symmetry. The force sensor 30D can compensate similarly by replacing the steering angle δ with the steering angle (δ + π).

  In the present embodiment, the steering operation state estimation process is executed at predetermined time intervals (for example, every 1 second) when a power source (not shown) of the steering operation state estimation device 10 is turned on.

  First, in step 100, data output from the force sensor 30B is captured, and the force and torque indicated by the captured data are calculated to detect the force and torque.

  In the next step 102, the steering angle δ is detected by taking in the data output from the steering angle sensor 16 and calculating the steering angle δ indicated by the fetched data. In step 102, a plurality of steering angles δ may be detected in time series.

  In the next step 104, the data output from the attitude angle sensor 18 is acquired, and the attitude angle of the vehicle (pitch angle ξ, roll angle φ, yaw angle γ) indicated by the acquired data is calculated, thereby calculating the attitude angle. To detect. In step 104, a plurality of posture angles may be detected in time series.

  In the next step 106, the data output from the acceleration sensor 20 is captured, and the acceleration a on the vehicle spring indicated by the captured data is calculated, thereby detecting the acceleration a on the vehicle spring as the acceleration of the vehicle.

In the next step 108, the vehicle angular velocity (posture angular velocity) ω (= (ω _x , ω _y , ω _z ) ^T ∈ R ³ ) is calculated by differentiating the posture angle detected in step 104 with respect to time. In step 108, a plurality of posture angular velocities may be calculated in time series.

In the next step 110, the angular velocity of the vehicle (posture angular acceleration) ω ′ (= (ω ′ _x , ω ′ _y , ω ′ _z ) ^T ∈ is obtained by differentiating the angular velocity of the vehicle calculated in step 108 with respect to time. R ³ ) is calculated.

  In the next step 112, the steering angular velocity δ ′ is calculated by differentiating the steering angle δ detected in step 102 with respect to time. In step 112, a plurality of steering angular velocities δ 'may be calculated in time series.

  In the next step 114, the steering angular acceleration δ ″ is calculated by differentiating the steering angular velocity δ ′ calculated in step 112 with respect to time.

  In the next step 116, processing for performing initial stress compensation is executed. Details of the process for performing the initial stress compensation will be described. In general, the force sensor unit is attached to a dedicated jig during static load verification. However, in actual use, the force sensor unit is screwed into the spoke portion of the steering wheel 22 (for example, the steering arm 28B in the present embodiment). It will be stopped. For this reason, the initial stress state differs between static load verification and actual use. In order to compensate for this difference, the following initial stress compensation is performed.

The effective mass of the steering 6 component force gauge grip (steering wheel rim 24B) is m, the grip mass center position vector in the sensor coordinate system is S _c = (c _x , c _y , c _z ) ^T ∈ R ³ , The case where the vehicle is attached to the vehicle at an angle η and a steering angle δ ₀ will be described. When ξ ₀ and φ ₀ are respectively a vehicle sprung pitch angle and a roll angle with respect to a horizontal plane, a 6-component force F acting on the sensor coordinate system origin is obtained. ₀ = (F _0x , F _0y , F _0z , τ _0x , τ _0y , τ _0z ) ^T ∈ R ⁶ is the following expression (3), expression (4), expression (5), expression (6), expression (7), obtained from equation (8).

Therefore, the 6 component force F _{i ′} εR ⁶ after the initial stress compensation can be expressed by the following equation (9).

However, ε ₀ in the above formula (9) is obtained by the following formula (10).

Note that ε _i εR ⁶ is an initial stress compensation term. The processing in step 116 has been described above.

In the next step 118, processing for performing gravity compensation is executed. Details of the processing for performing the gravity compensation will be described. With the change of the steering angle δ and the vehicle sprung posture (vehicle posture), the direction of gravity acting on the sensor coordinate system origin also changes. Therefore, if the six component forces acting on the origin of the sensor coordinate system by the gravitational acceleration g are F _g = (F _gx , F _gy , F _gz , τ _gx , τ _gy , τ _gz ) ^T ∈ R ⁶ , gravity compensation is as follows: It can be carried out by the equations (11), (12), and (13).

However, F _{g ′} εR ⁶ is the 6 component force after compensation.

Through the above processing, the force and torque detected in step 100, the attitude angle detected in step 104, the steering angle δ detected in step 102, and the grip portion including the strain generating portion of the force sensor 30B are detected. Based on the mass (mass obtained by adding the mass of the steering arm 28B to the steering wheel rim 24B to the mass of the force sensor 30B) m and the inclination angle η of the steering wheel 22, the compensated 6 component force F _g 'Is estimated.

In the next step 120, processing for performing centrifugal force compensation is executed. Details of the processing for performing the centrifugal force compensation will be described. If the centrifugal force generated at the origin of the sensor coordinate system by the steering angular velocity δ ′ and the angular velocity ω of the vehicle is F _h = (F _hx , F _hy , F _hz , τ _hx , τ _hy , τ _hz ) ^T ∈ R ⁶ , Centrifugal force compensation can be performed by the following equations (14), (15), (16), and (17).

However, F _{h ′} εR ⁶ is the 6 component force after compensation, and r is the radius of the steering wheel 22. Further, the first term of the equation (15) is the centrifugal force due to the steering angular velocity, and the second term is the centrifugal force due to the rotational motion of the vehicle. In addition, S _r (= (s _rx , s _ry , s _rz ) ^T ∈ R ³ ) in Expression (16) is a sensor mass center position vector in the vehicle coordinate system.

Through the above processing, the force and torque detected in step 100, the posture angle detected in step 104, the angular velocity ω obtained from the posture angle in step 108, the steering angle δ detected in step 102, Based on the steering angular velocity δ ′ obtained from the steering angle δ in step 112, the mass m of the grip portion, and the tilt angle η of the steering wheel 22, the compensated 6-component force F _h ′ is estimated. Here, the compensated 6-component force F _h ′ is added to the steering wheel rim 24B which is a predetermined part of the steering wheel 22 by the driver, and the centrifugal force generated in the steering wheel rim 24B is removed 6 Component force (force and torque).

In the next step 122, processing for performing inertial force compensation is executed. Details of the processing for performing the inertial force compensation will be described. The inertial force generated at the origin of the sensor coordinate system by the steering angular acceleration δ ″, the vehicle sprung acceleration a, and the vehicle angular acceleration ω ′ is expressed as F _a = (F _ax , F _ay , F _az , τ _ax , τ _ay , When τ _az ) ^T ∈ R ⁶ , inertial force compensation can be performed by the following equations (18), (19), (20), (21), and (22).

However, F _{a ′} εR ⁶ is the 6 component force after compensation. In Equation (19), F _as ∈R ³ is an inertial force caused by the steering angular acceleration δ ″, and F _av ∈R ³ is an inertial force caused by the vehicle acceleration.

Considering all the inertia compensation described above, the 6 component force F′∈R ⁶ applied to the steering wheel rim 24B of the steering wheel 22 by the driver is expressed by the following equation (23).

以上の処理によって、上記ステップ１００で検出された力及びトルク、上記ステップ１０４で検出された姿勢角、上記ステップ１０８で姿勢角から得られた角速度ω、上記ステップ１１０で角速度ωから得られた角加速度ω´、上記ステップ１０２で検出された操舵角δ、上記ステップ１１２で操舵角δから得られた操舵角速度δ´、上記ステップ１１４で操舵角速度δ´から得られた操舵角加速度δ´´、上記ステップ１０６で検出された車両の加速度ａ、グリップ部の質量ｍ、及びステアリングホイール２２の傾斜角ηに基づいて、ドライバがステアリングホイールリム２４Ｂに加えた力及びトルクとして補償後の６分力Ｆ´が推定される。ここで、この補償後の６分力Ｆ´は、ドライバがステアリングホイール２２の予め定められた部分であるステアリングホイールリム２４Ｂに加え、かつステアリングホイールリム２４Ｂに発生した遠心力及び慣性力が除去された６分力（力及びトルク）である。そして、本ステアリング操作状態推定処理を終了する。

Through the above processing, the force and torque detected in step 100, the posture angle detected in step 104, the angular velocity ω obtained from the posture angle in step 108, and the angle obtained from the angular velocity ω in step 110 Acceleration ω ′, steering angle δ detected in step 102, steering angular velocity δ ′ obtained from steering angle δ in step 112, steering angular acceleration δ ″ obtained from steering angular velocity δ ′ in step 114, Based on the acceleration a of the vehicle detected in step 106, the mass m of the grip portion, and the inclination angle η of the steering wheel 22, the force applied by the driver to the steering wheel rim 24B and the 6-component force F after compensation as the torque. 'Is estimated. Here, the 6-component force F ′ after compensation is added to the steering wheel rim 24B, which is a predetermined portion of the steering wheel 22, by the driver, and the centrifugal force and inertial force generated in the steering wheel rim 24B are removed. 6 component forces (force and torque). Then, the steering operation state estimation process ends.

  Steps 100, 102, 104, 106, 108, 110, 112, and 114 are executed by the parameter deriving unit 70, step 116 is executed by the initial stress compensation unit 72, and step 118 is executed by the gravity compensation unit 74. Step 120 is executed by the centrifugal force compensator 76, and step 122 is executed by the inertial force compensator 78.

  In order to confirm the effect of the compensation performed as described above, as shown in FIG. 8, the steering operation state estimation device 10 installed on the experimental bench with the inclination angle η of the steering wheel 22 set to 0.548 (rad). On the other hand, gripping the parts other than the sensor part (that is, gripping the parts other than the steering wheel rim 24B and the steering wheel rim 24D, for example, the steering wheel rim 24A and the steering wheel rim 24C), and the steering wheel 22 at about 0.5 Hz. The force sensor 30B (or 30D) output (that is, the detected 6 component force) and the steering angle δ when rotating the left and right were measured at a sampling frequency of 100 Hz and compensated as described above. Since the sensor unit is not touched, all the 6 component forces should be zero if compensation is ideally performed.

  FIG. 9 shows a comparison result between the case where only the initial stress compensation is performed and the case where all the above compensations are performed for the right-hand sensor (force sensor 30B in the present embodiment). Compared to the case where only the initial stress compensation is performed, it can be seen that the output is closer to 0 by performing all the compensations. The result when only initial stress compensation is performed is indicated by a wavy line, and the result when all compensation is performed is indicated by a solid line.

Furthermore, FIG. 10 shows the vehicle movement when entering a road surface with a bank angle at a constant vehicle speed in FIG. 10, and FIG. 11 shows the left hand of the driver estimated by the steering operation state estimation device 10 of the present embodiment at that time. The steering operation force F ′ is shown. For comparison, the steering operation force when the vehicle motion is not taken into consideration is indicated by a wavy line. It can be seen that there is a difference of about 1.0 N in F _ZL in the figure. From this, it can be seen that when the sprung posture change and the longitudinal acceleration change greatly, the above-described compensation considering the vehicle motion is necessary.

  The steering operation state estimation device 10 according to the present embodiment has been described above. According to the steering operation state estimation device 10 of the present embodiment, when the driver estimates the force and torque applied to a predetermined part, the attitude angle of the vehicle is taken into account and is generated in the predetermined part. The 6-component force (force and torque) F ′ applied to the predetermined part by removing the centrifugal force and the inertial force is estimated, so that the vehicle attitude angle, centrifugal force, In addition, the force and torque applied by the driver with better accuracy to the predetermined portion can be estimated as compared with the detected force and torque without considering the inertial force.

Note that the processing in step 122 is omitted, and the compensated 6-component force F _h ′ estimated in step 120 is estimated as 6-component force (force and torque) applied to a predetermined portion by the driver. May be. In this case, when estimating the force and torque applied to the predetermined part by the driver, the attitude angle of the vehicle is taken into account, and the centrifugal force generated in the predetermined part is removed and the driver Since the force and torque applied to the determined portion are estimated, the accuracy is better than the force and torque detected without considering the vehicle attitude angle and centrifugal force as in the prior art. The force and torque applied by the driver to the predetermined part can be estimated. When the computer 12 in this case is represented by functional blocks, it can be represented by a parameter deriving unit 70, an initial stress compensation unit 72, a gravity compensation unit 74, and a centrifugal force compensation unit 76, as shown in FIG.

Further, the processing in steps 120 and 122 is omitted, and the compensated 6-component force F _g ′ estimated in step 118 is estimated as 6-component force (force and torque) applied to a predetermined portion by the driver. You may do it. In this case, the vehicle attitude angle is taken into account when the driver estimates the force and torque applied to a predetermined portion of the steering wheel, so the vehicle attitude angle is not considered as in the prior art. It is possible to estimate the force and torque applied to a predetermined portion by a driver with better accuracy compared to the force and torque detected in the above. If the computer 12 in this case is represented by functional blocks, it can be represented by a parameter derivation unit 70, an initial stress compensation unit 72, and a gravity compensation unit 74, as shown in FIG.

  Further, the inertial force compensation may be performed in step 122 without performing the centrifugal force compensation in step 120 (the process of step 120 is omitted). In this case, when estimating the force and torque applied by the driver to the predetermined portion, the attitude angle of the vehicle is taken into account, and the driver removes the inertial force generated in the predetermined portion. Since the force and torque applied to the determined part are estimated, the accuracy is better than the force and torque detected without considering the attitude angle and inertial force of the vehicle as in the prior art. The force and torque applied by the driver to the predetermined part can be estimated. When the computer 12 in this case is represented by functional blocks, it can be represented by a parameter deriving unit 70, an initial stress compensation unit 72, a gravity compensation unit 74, and an inertial force compensation unit 78, as shown in FIG.

  Moreover, although the example which detects the acceleration a using the acceleration sensor 20 was demonstrated above, the speed of a vehicle is detected using a vehicle speed sensor, and the acceleration a is calculated by time-differentiating the speed of a vehicle. May be.

  Further, in the above description, an example in which a physical quantity necessary for compensation is detected using each sensor has been described. However, a physical quantity necessary for compensation can be obtained by solving a predetermined equation of motion without using all the sensors described above. You may make it calculate.

  Moreover, although the example which has arrange | positioned force sensor 30B, 30D to each of the steering arm (spoke part) 28B and steering arm 28D of the steering wheel 22 was demonstrated above, force sensor 30B, 30D is not arrange | positioned at a spoke part. Also good. For example, the force sensor 30B may be disposed on the steering wheel rim 24B, and the force sensor 30D may be disposed on the steering wheel rim 24D.

  In addition, although the example in which the steering arm 28B and the steering arm 28D are arranged at the so-called 3 o'clock and 9 o'clock positions has been described, the present invention is not limited to this and may be in any position.

10 Steering operation state estimation device 12 Computer 12b HDD
12c CPU
14 6-component force detector 16 Steering angle sensor 18 Attitude angle sensor 20 Acceleration sensor

Claims (8)

First detection means for detecting force and torque acting on a predetermined portion of the steering wheel;
Second detection means for detecting a posture angle of the vehicle;
Third detecting means for detecting a steering angle of the steering wheel;
The force and torque detected by the first detection means, the attitude angle detected by the second detection means, the steering angle detected by the third detection means, the mass of the predetermined portion, and based on the tilt angle of the steering wheel, and estimating means for drivers to estimate the forces and torque applied to the predetermined portion,
A steering operation state estimation device including: First detection means for detecting force and torque acting on a predetermined portion of the steering wheel;
Second detection means for detecting a posture angle of the vehicle;
Third detecting means for detecting a steering angle of the steering wheel;
The force and torque detected by the first detection means, the attitude angle detected by the second detection means, the angular velocity obtained from the attitude angle, the steering angle detected by the third detection means, the steering angular velocity obtained from the angular, the mass of said predetermined portion, and on the basis of the inclination angle of the steering wheel, a centrifugal force driver is added to the predetermined portion, and has occurred in said predetermined portion Estimating means for estimating the force and torque from which
A steering operation state estimation device including: First detection means for detecting force and torque acting on a predetermined portion of the steering wheel;
Second detection means for detecting a posture angle of the vehicle;
Third detecting means for detecting a steering angle of the steering wheel;
Fourth detecting means for detecting acceleration of the vehicle;
The force and torque detected by the first detection means, the posture angle detected by the second detection means, a first angular velocity obtained from the posture angle, an angular acceleration obtained from the first angular velocity, The steering angle detected by the third detection means, the second angular velocity obtained from the steering angle, the angular acceleration obtained from the second angular velocity, the acceleration of the vehicle detected by the fourth detection means, predetermined portion of the mass, and on the basis of the inclination angle of the steering wheel, in addition to the portion where driver is the predetermined and forces the centrifugal force and inertial force generated in said portion has been removed and the torque Estimating means for estimating;
A steering operation state estimation device including: First detection means for detecting force and torque acting on a predetermined portion of the steering wheel;
Second detection means for detecting a posture angle of the vehicle;
Third detecting means for detecting a steering angle of the steering wheel;
Fourth detecting means for detecting acceleration of the vehicle;
The force and torque detected by the first detection means, the attitude angle detected by the second detection means, the angular acceleration obtained from the attitude angle, the steering angle detected by the third detection means, angular acceleration obtained from the steering angle, the fourth acceleration of the vehicle detected by the detection means, the mass of the predetermined portion, and on the basis of the inclination angle of the steering wheel, the predetermined is drivers An estimation means for estimating a force and a torque in which the inertial force generated in the portion is removed,
A steering operation state estimation device including: Computer
The force and torque detected by the first detecting means for detecting the force and torque acting on the predetermined part of the steering wheel, and the attitude angle detected by the second detecting means for detecting the attitude angle of the vehicle the third steering angle detected by the detecting means for detecting a steering angle of the steering wheel, the mass of the predetermined portion, and on the basis of the inclination angle of the steering wheel, the driver is the preset A program that functions as an estimation means for estimating the force and torque applied to a part. Computer
First calculation means for calculating a posture angular velocity based on the posture angle detected by the first detection means for detecting the posture angle of the vehicle;
Second calculating means for calculating a steering angular velocity based on the steering angle detected by the second detecting means for detecting the steering angle of the steering wheel, and force and torque acting on a predetermined portion of the steering wheel; The force and torque detected by the third detection means for detecting the angle, the attitude angle detected by the first detection means, the attitude angular velocity calculated by the first calculation means, and the second detection means in detected steering angle, the second of the computed steering angular velocity by the calculation means, the mass of said predetermined portion, and on the basis of the inclination angle of the steering wheel, the portion driver is the preset A program for functioning as an estimation means for estimating the force and torque that is added and the centrifugal force generated in the predetermined portion is removed. Computer
First calculation means for calculating a posture angular velocity based on the posture angle detected by the first detection means for detecting the posture angle of the vehicle;
Second calculating means for calculating posture angular acceleration based on the posture angular velocity calculated by the first calculating means;
Third computing means for computing the steering angular velocity based on the steering angle detected by the second detecting means for detecting the steering angle of the steering wheel;
4th computing means for computing a steering angular acceleration based on the steering angular velocity computed by the third computing means, and a first for detecting force and torque acting on a predetermined portion of the steering wheel. Force and torque detected by the detection means 3, attitude angle detected by the first detection means, attitude angular velocity calculated by the first calculation means, attitude angle calculated by the second calculation means Acceleration, steering angle detected by the second detection means, steering angular velocity calculated by the third calculation means, steering angular acceleration calculated by the fourth calculation means, mass of the predetermined portion , and based on the inclination angle of the steering wheel, in addition to the portion where driver is the predetermined and centrifugal force and inertial force generated in said predetermined portion A program for functioning as an estimation means for estimating the removed force and torque. Computer
First computing means for computing attitude angular acceleration based on the attitude angle detected by the first detecting means for detecting the attitude angle of the vehicle;
Second calculating means for calculating steering angular acceleration based on the steering angle detected by the second detecting means for detecting the steering angle of the steering wheel, and a force acting on a predetermined portion of the steering wheel; Force and torque detected by the third detecting means for detecting torque, attitude angle detected by the first detecting means, attitude angular acceleration calculated by the first calculating means, the second steering angle detected by the detecting means, the second steering angular acceleration calculated by the calculation means, the weight of the predetermined portion, and on the basis of the inclination angle of the steering wheel, the driver said predetermined A program for functioning as an estimation means for estimating the force and torque from which the inertial force generated in the predetermined portion is removed.

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