JP6214984B2 - Control device for rear wheel steering device - Google Patents

Description

  The present invention relates to a control device for a rear wheel steering device installed in a vehicle such as an automobile.

  2. Description of the Related Art Conventionally, a rear wheel steering device that steers rear wheels in addition to front wheel steering is known for the purpose of achieving stable running performance of a vehicle. The control device for the rear wheel steering device has a built-in microcomputer, determines the appropriate steering angle and target angle of the toe angle from the values of various sensor groups for constantly monitoring the state of the vehicle, and for steering Actuator is driven. The rear wheel steering device is an important function that affects the running performance of the vehicle. When the abnormality occurs, it is desired to reliably detect the abnormality and maintain the safety performance as much as possible.

  As an example prepared for an abnormal state related to the rear wheel steering control device, for example, in Patent Document 1, when a communication abnormality occurs between the first control means and the second control means, it is included in the second control means. The digital processor to be reset is provided with means for cutting off the electric power supplied to the electric motor driving means for turning. In this case, the steering function is naturally lost when an abnormality occurs.

  In Patent Document 2, the control of the rear wheel steering device and the abnormality monitoring are performed by separate arithmetic processing means, and the abnormality monitoring can be performed without deteriorating the control performance of the rear wheel steering. In this case, when an abnormality occurs in the arithmetic processing unit itself that performs abnormality monitoring, the abnormality detecting unit itself is lost, and reliability is reduced. This Patent Document 2 does not particularly describe a solution regarding the failure of the abnormality monitoring function.

  In Patent Document 3, two CPUs, a main CPU and a sub CPU, are provided as control means for the rear wheel steering device, and the failure response circuit functions when at least one of the two CPUs fails. Can be returned to the straight position (neutral position). In this case, the safety at the time of occurrence of an abnormality is improved by the fail-safe design, but only the rear wheel is returned to the straight traveling position, and the redundancy for continuing the steering function itself is not ensured.

Japanese Patent No. 3477889 JP 2009-227122 A Japanese Patent No. 4287565

As described above, in the technology of Patent Document 1, when an abnormality occurs, the digital processor is reset and the power supplied to the electric motor driving means for turning is shut off. The rudder function is lost.
The technology of Patent Document 2 performs control of the rear wheel steering device and abnormality monitoring by separate arithmetic processing means. However, when abnormality occurs in the arithmetic processing means itself that performs abnormality monitoring, the abnormality detecting means itself is lost. , Reliability decreases. The document does not particularly describe a solution when the abnormality monitoring function fails.
The technology of Patent Document 3 includes two CPUs as control means for the rear wheel steering device, and the safety at the time of occurrence of an abnormality is improved by the fail safe design, but only the rear wheel is returned to the straight traveling position. Redundancy to continue the steering function itself is not ensured.

  As described above, in any of Patent Documents 1 to 3, redundancy for continuing the rear wheel steering function is not ensured when an abnormality occurs.

  The object of the present invention is to solve the above-mentioned problems, enable reliable abnormality diagnosis, and have a redundant function capable of avoiding the failure of the steering function as much as possible even if the control means fails. It is providing the control apparatus of a wheel steering apparatus.

A control device for a rear wheel steering device according to the present invention is a control device for a rear wheel steering device capable of controlling a steering angle and a toe angle of a rear wheel of a vehicle, respectively, and is a control target value for the steering angle and the toe angle. First control means 31 for calculating
Second control means 33 for receiving the control target value from the first control means 31 and controlling the turning angle;
Receiving the control target value from the first control means 31, and having a third control means 34 for controlling the toe angle;
The second control means 33 has a toe angle preliminary command part 33b for controlling the toe angle, and the third control means 34 is a turning angle preliminary command for controlling the turning angle. Part 34b,
A failure determination unit 35 for determining a failure of the second control unit 33 and the third control unit 34;
Based on the determination result of the failure determination means 35, any one of the preliminary outputs output from the toe angle preliminary command section 33b of the second control means 33 and the turning angle preliminary command section 34a of the third control means 33. A control signal switching means 36 for switching to a command is provided,
The control signal switching unit 36 determines the turning angle command and the turning based on the determination result of whether the second and third control units 33 and 34 transmitted from the failure determination unit 35 are normal. Select a valid signal from each command output of the angle preliminary command and the toe angle command and the toe angle preliminary command, and switch to the selected signal.
It is characterized by that.

According to this configuration, the toe angle preliminary command unit 33b that outputs the command value of the rear wheel toe angle to the second control unit 33 that controls the turning angle, and the rear wheel rotation to the third control unit 34 that controls the toe angle. Since the steered angle preliminary command unit 34b for outputting the steered angle command value is mounted as a redundant circuit, even if an abnormality occurs in one of the second and third control means 33, 34, the steered function Can be maintained.
Thus, reliable abnormality diagnosis is possible, and even if the control means breaks down, the failure of the steering function can be avoided as much as possible.
The turning angle command and the turning angle preliminary command, and the toe angle command and the toe angle preliminary are determined based on the determination result of whether the control means 33 and 34 transmitted from the failure determination means 35 are normal. Since the effective signal is selected from each command output of the command and switched to the selected signal, the steering and toe angle control corresponding to the abnormality can be performed more reliably.

In the present invention, the second control means 33 has a self-diagnosis unit 33c for diagnosing the second control means 33 and a mutual diagnosis part 33d for monitoring the state of the third control means 34, The third control unit 34 includes a self-diagnosis unit 34c that diagnoses the third control unit 34 and a mutual diagnosis unit 34d that monitors the state of the second control unit 33. The control unit 31 includes a mutual diagnosis unit 31 b that monitors the states of the second control unit 33 and the third control unit 33, and the failure determination unit 35 includes the mutual diagnosis unit of the first control unit 31. 31b diagnostic results of the second and third control means 33, 34, self-diagnosis parts 33c, 34c self-diagnosis results of the second and third control means 33, 34, and mutual diagnosis parts 33d, 34d Diagnosis obtained from mutual diagnosis results Of the results, failure of the second and third control means 33, 34 may be determined from at least two highly reliable diagnosis results, and the determination result may be transmitted to the control signal switching means 36. .
As described above, it is possible to reliably diagnose an abnormality by the mutual diagnosis function of the first to third three control means 31, 33, 34. Further, out of the obtained diagnosis results, the failure of the second and third control means 33 and 34 is determined from at least two highly reliable diagnosis results, and the determination result is transmitted to the control signal switching means 36. In this case, the abnormality diagnosis can be performed more reliably.

A control device for a rear wheel steering device according to the present invention is a control device for a rear wheel steering device capable of controlling a steering angle and a toe angle of a rear wheel of a vehicle, respectively, and is a control target value for the steering angle and the toe angle. First control means for calculating the control target value, second control means for receiving the control target value from the first control means and controlling the turning angle, and the control target value from the first control means. The second control means has a toe angle preliminary command unit for controlling the toe angle, and the third control means has a third control means for controlling the toe angle. Has a turning angle preliminary command section for controlling the turning angle, and includes failure determination means for determining failure of the second control means and the third control means. Based on the result, the toe angle preliminary command section of the second control means and the turning angle prediction of the third control means. Setting the control signal switching means for switching to one of the pre-command output from the command section only, the control signal switching means, whether normal or not of the second and third control means which is transferred from the defect determination unit Based on the determination result, the effective signal is selected from the respective command outputs of the turning angle command and the turning angle preliminary command, and the toe angle command and the toe angle preliminary command, and the selected signal is selected. Since the switching is performed , a reliable abnormality diagnosis is possible, and the control device for the rear wheel steering device with a redundant function capable of avoiding the failure of the steering function as much as possible even if the control means breaks down.

It is a top view which shows schematic structure of the vehicle provided with the control apparatus of the rear-wheel steering apparatus which concerns on one Embodiment of this invention. It is a partially broken top view which shows the rear-wheel steering apparatus of the vehicle. It is a block diagram which shows the conceptual structure of the control apparatus of the rear-wheel steering apparatus. It is a block which shows the specific circuit example of the failure determination means in the control apparatus of the same rear wheel steering apparatus, and a control signal switching means.

  In FIG. 1, the schematic block diagram of the motor vehicle carrying a rear-wheel steering apparatus is shown. The front wheels 2 and 3 of the vehicle 1 are steered left and right by transmitting the steering angle of the steering wheel 4 to a front wheel steering mechanism 5 made of a rack and pinion. The outputs of the steering angle sensor 6, the vehicle speed sensor 7, and the yaw rate sensor 8 provided on the steering shaft of the steering wheel 4 are input to the electronic control unit 9. The rear wheels 10 and 11 are steered via a tie rod 13 connected to the rear wheel steering device 12. The turning angles of the rear wheels 10 and 11 are controlled in response to a command from the electronic control unit 9 based on the traveling information of the automobile 1 such as the steering angle sensor 6, the vehicle speed sensor 7, and the yaw rate sensor 8.

  The outline of the rear wheel steering device 12 is as follows. As shown in FIG. 2, the steering mechanism 12A, which is a first drive means for steering the rear wheels in the same phase and in the opposite phase with respect to the front wheel steering angle, A toe angle adjusting mechanism 12B, which is a second driving means for realizing toe angle adjustment, is disposed. For example, each of the mechanisms includes a slide screw or a ball screw, and nuts 23 and 25 that are screwed to the screws are rotated by motors 15 and 16 via a reduction gear.

  Specifically, the rear wheel steering device 12 includes a steering mechanism 12A and a toe angle adjusting mechanism 12B. The steered mechanism 12A includes a steered motor 15 and a steered power transmission mechanism 17 that transmits the rotation of the steered motor 15 to the shaft member 14ab as an axial movement. The toe angle adjusting mechanism 12 </ b> B includes a toe angle adjusting motor 16 and a toe angle adjusting power transmission mechanism 18 that adjusts the toe angle by the rotation of the toe angle adjusting motor 16. The steered shaft 14 is divided into a non-rotating divided shaft 14A and a rotating divided shaft 14B in the axial direction, and both the divided shafts 14A and 14B are coupled to each other by a screw coupling portion 14C concentric with the shaft center so as to be extendable and contractable. It is. The screw coupling portion 14C is configured by a slide screw or a ball screw. The left and right tie rods 13 (FIG. 1) are connected to the tip portions of the non-rotating split shaft 14A and the rotating split shaft 14B protruding from the housing 19 of the rear wheel steering device 12, respectively.

  In FIG. 2, the screw coupling portion 14 </ b> C includes a male screw 20 provided on the non-rotating divided shaft 14 </ b> A and a female screw 21 provided on the rotating divided shaft 14 </ b> B and meshing with the male screw 20. The lead angle α of the male screw 20 and the female screw 21 is set to an angle at which the rotary split shaft 14B can be held by the friction of the screw coupling 14C. That is, the lead angle α is less than the friction angle at which slippage occurs due to an axial external force. The rotation-divided shaft 14B is said to be “self-holdable” when the drive by the toe angle adjusting motor 16 is stopped and the rotation-divided shaft 14B is held unrotatable even when an axial external force is applied. This means that the screwing length of the screw coupling portion 14C does not change. The male screw 20 is provided at the tip of a fitting shaft portion that protrudes from the ball screw shaft portion 14a of the non-rotating divided shaft 14A toward the rotating divided shaft 14B.

  The rotation division shaft 14 </ b> B includes a cylindrical portion 22 and a shaft member 22 a that is partially fitted in the cylindrical portion 22 and extends toward the front end side of the turning shaft. A female screw 21 is formed on the inner periphery of the cylindrical portion 22, and the male screw 20 of the non-rotating split shaft 14 </ b> A meshes with the female screw 21. The rotation division shaft 14B is a spline shaft portion 14Ba in which a part of the cylindrical portion 22 in the axial direction is formed with a spline on the outer peripheral surface, and a shaft member 22a is fixed to one axial end of the spline shaft portion 14Ba. Yes. The shaft member 22a is connected to the tie rod 13 (FIG. 1) by connecting means (not shown).

  A ball screw mechanism BK is provided in the housing 19, and the ball screw mechanism BK includes a ball screw shaft portion 14 a and a ball nut 23 that is screwed to the ball screw shaft portion 14 a. A ball nut 23 is rotatably mounted on the housing 19 by a bearing 24.

  The non-rotating split shaft 14A includes a ball screw shaft portion 14a and a shaft member 14ab that is fixed to one end of the ball screw shaft portion 14a in the axial direction and extends in the axial direction. The shaft member 14ab is connected to the tie rod 13 (FIG. 1) by connecting means (not shown). Further, the non-rotating divided shaft 14A can be moved forward and backward in the axial direction with respect to the housing 19 and cannot be rotated around the shaft by a rotation preventing means (not shown). The anti-rotation means is, for example, a non-concentric circular portion that is a portion continuing to the axially outer side of the ball screw shaft portion 14a in the non-rotating divided shaft 14A, and a housing 19 fixed to the non-concentric circular portion. And a sliding bearing that is slidably fitted. When the non-concentric circular portion of the ball screw shaft portion 14a is fitted to the slide bearing fixed to the housing 19, the non-rotating divided shaft 14A can move forward and backward in the axial direction with respect to the housing 19 and cannot rotate about the shaft. Is done.

  The entire steered shaft 14 is supported by the housing 19 as follows. First, regarding the support structure of the non-rotating split shaft 14A, the rolling bearing 24 such as a double-row angular ball bearing and the sliding bearing are fitted to the inner periphery of the housing 19 so that the ball nut 23 can be freely rotated on the rolling bearing 24. Installed. A non-rotating split shaft 14A is supported by the ball nut 23 and the sliding bearing. With respect to the support structure of the rotary split shaft 14 </ b> B, a rolling bearing 26 is fitted to the inner periphery of the housing 19, and a spline nut 25 is rotatably installed on the rolling bearing 26. When the outer periphery of the spline shaft portion 14Ba is spline fitted to the inner periphery of the spline nut 25, the rotary split shaft 14B is supported. Note that the spline shaft portion 14Ba and the spline nut 25 may be in sliding contact with each other, or may be in rolling contact with each other via a ball (not shown).

  The steered power transmission mechanism 17 is configured to steer the rear wheels 10 and 11 (FIG. 1) by moving the non-rotating split shaft 14A and the rotating split shaft 14B of the steered shaft 14 together in the axial direction. The steered motor 15 is attached to the housing 19 so that the motor shaft is parallel to the steered shaft 14.

  The turning power transmission mechanism 17 is fixed to the input shaft 28 and the output gear 27, the input gear 28 meshing with the output gear 27 via a counter gear (not shown). And a ball nut 23 screwed into the ball screw shaft portion 14a. The rotational driving force of the steering motor 15 is transmitted to the gears 27 and 28 and the ball nut 23, and the ball nut 23 rotates, whereby the non-rotating divided shaft 14A and the rotating divided shaft 14B are integrally moved in the axial direction. Thereby, the rear wheels 10 and 11 can be steered.

  The toe angle adjusting motor 16 is attached to the housing 19. The toe angle adjusting power transmission mechanism 18 includes an output gear 29 fixed to the motor shaft of the toe angle adjusting motor 16, an input gear 30 meshing with the output gear 29 via an intermediate gear (not shown), and the input gear. And a spline nut 25 fixed to 30. Further, the spline shaft portion 14Ba is spline-fitted to the spline nut 25. The rotational driving force of the toe angle adjusting motor 16 is transmitted to the gears 29, 30 and the spline nut 25. By rotating the spline shaft portion 14Ba together with the spline nut 25, the screwing length of the screw coupling portion 14C is adjusted. Can do.

  The toe angle adjusting power transmission mechanism 18 adjusts the screwing length of the screw coupling portion 14 </ b> C by rotating the rotating split shaft 14 </ b> B with respect to the non-rotating split shaft 14 </ b> A, thereby extending and retracting the steered shaft 14. As a result, the distance between the left and right tie rods is changed to change the toe angle of the rear wheels 10 and 11 (FIG. 1). When adjusting the toe angle, if only the toe angle adjusting motor 16 is driven, only the rotation division shaft 14B side expands and contracts. For example, when the vehicle is traveling, the toe of the left and right rear wheels 10 and 11 shown in FIG. When changing the angle equally, the toe angle adjusting motor 16 and the steering motor 15 are controlled in cooperation.

  Specifically, the toe angle adjusting motor 16 is rotated in one direction, and the toe angle of the rear wheel 10 on the left side in FIG. At the same time, in order to change the toe angle of the rear wheel 11 on the right side of FIG. 1, the steering motor 15 is rotated, and the toe angles of the left and right rear wheels 10 and 11 in FIG. At this time, since the entire turning shaft 14 moves in the axial direction in the turning power transmission mechanism 17, the toe angle of the left rear wheel 10 is canceled. By increasing the amount of rotation of the toe angle adjusting motor 16 to compensate for the cancellation of the toe angle, the toe angles of the left and right rear wheels 10 and 11 can be changed equally. Thus, by controlling the toe angle adjusting motor 16 and the steering motor 15 in a coordinated manner, the toe angle adjusting power transmission mechanism 18 and the steered power transmission mechanism 17 can steer the left and right steered wheels 10 and 11. It is operated in cooperation with each other so that the angle matches the target value.

  As shown in FIG. 3, the electronic control unit 9 of FIG. 1 includes a main ECU (electric control unit) that constitutes the first control means 31 and a rear wheel steering dedicated control device 32. The control device for the rear wheel steering device 12 includes the first control device 31, the second control device 33, the third control device 34, and the failure determination device 35 provided in the rear wheel steering dedicated control device 32. And a control signal switching means 36 and a motor drive circuit unit 37. The second control means 33 and the third control means 34 are constituted by ECU (1) and ECU (2), which are dedicated ECUs, respectively.

  The first control means 31 receives outputs of sensor groups such as a vehicle speed sensor 7, a yaw rate sensor 8 and a steering angle sensor 6 provided on the steering shaft in order to determine a target value for rear wheel steering. Using the input, the control target value calculation unit 31a calculates an appropriate rear wheel turning angle or toe angle according to the state of the vehicle by a set calculation formula, and the calculation result is sent to the rear wheel steering dedicated control device 32. Output as control target value of turning angle and toe angle. The main ECU constituting the first control means 31 may be used in combination with a host ECU that controls the entire vehicle, or may be a dedicated ECU.

  Inside the rear wheel steering dedicated control device 32, the second control means 33 and the third control means 34 each receive a control target value from the control target value calculation unit 31a of the first control means 31, The steering angle command section 33a of the control means 33 controls the rear wheel steering actuator. Further, the toe angle actuator 34a of the third control means 34 controls the toe angle actuator.

  Normally, the steering motor 15 and the rotation angle detector 38 for driving the rear wheel steering actuator are controlled by the second control means 33, and the toe angle motor 16 for driving the toe angle driving actuator and The rotation angle detector 39 is controlled by the third control means 34.

  The second control means 33 has a self-diagnosis unit 33c, the third control means 34 has a self-diagnosis part 34c, and monitors the abnormal states of the second control means 33 and the third control means 34. The second control unit 33 and the third control unit 34 have the mutual diagnosis units 33d and 34d. The mutual diagnosis units 33d and 34d can always detect abnormality of either the second control unit 33 or the third control unit 34 or compare the calculated values, thereby improving the reliability of the abnormality diagnosis. It becomes possible.

  In this configuration, when an abnormality occurs in either the second control means 33 or the third control means 34, the steering or the toe angle cannot be controlled simply by monitoring the abnormality. Therefore, in order to prevent this malfunction, the following redundant circuit is provided. Hereinafter, this redundant circuit will be described.

  The second control means 33 is usually in charge of driving the steering, but in the unlikely event that the third control means 34 is in an abnormal state, it is always possible to drive the toe angle. A toe angle preliminary command unit 33b for calculating a toe angle control amount is provided. On the other hand, the third control unit 34 is usually in charge of driving the toe angle, but in the unlikely event that the second control unit 33 is in an abnormal state, the third control unit 34 can also drive the steering. In addition, a turning angle preliminary command unit 34b that always calculates a turning angle control amount is provided.

  When an abnormality occurs in either the second control means 33 or the third control means 34, the control signal switching means 36 is based on the diagnosis result by the failure determination means 35 and the second control means 33 and the third control means 33. The preliminary command output from the toe angle preliminary command unit 33b of the second control unit 33 or the steered angle preliminary command unit 34b of the third control unit 34, which is the normal control unit of the control units 34, is used. Switch.

FIG. 4 shows details of the failure determination means 35 and the control signal switching means 36.
The failure determination means 35 monitors the states of the second control means 33 and the third control means 34 by the output signals of the respective self-diagnosis units 33c and 34c and the mutual diagnosis units 33d and 34d. The turning angle command output from the second control means 33 and the toe angle command output from the third control means 34 are selected. The failure determination means 35 is implemented with a gate circuit (35a, 35b, 35c, 35d) so that it automatically switches to a spare signal when an abnormality occurs in the second control means 33 or the third control means 34. Is done. The configuration of the gate circuits (35a to 35d) and respective signals will be described below.

In the normal state, the second control means 33 outputs the second control means normal signal a from the self-diagnosis unit 33c, and simultaneously monitors the state of the third control means 34 by the mutual diagnosis unit 33d. In the state, the third control means normal signal a 'is output.
The third control unit 34 outputs the third control unit normal signal b from the self-diagnosis unit 34c in the normal state, and at the same time, constantly monitors the state of the second control unit 33 by the mutual diagnosis unit 34d. In the state, the second control means normal signal b 'is output.

  Here, for example, when the second control means 33 is determined to be abnormal as determined by the self-diagnosis unit 33c, the second control means (ECU1) normal signal a is not output due to an abnormality, but is in an abnormal state. Therefore, other output signals are not reliable. That is, the reliability of the third control means (ECU2) normal signal a ′ output from the mutual diagnosis unit 33d is lowered. Therefore, in the embodiment shown in FIG. 4, the third control means (ECU2) normal signal a ′ is further supplied from the third control means (ECU2) normal signal c output from the mutual diagnosis unit 31b of the first control means 31. 'And an OR circuit 35c are constituted, and an AND circuit 35d is constituted by its output and the third control means (ECU2) normal signal b. The reason why this circuit is added will be described below.

For the sake of explanation, the function of the second control means 33 will be described by paying attention to the behavior when it is in an abnormal state.
When the second control means 33 is in an abnormal state, the output signal of the normal signal a ′ of the third control means (ECU2) is not reliable because of the abnormal state. At this time, the unreliable third control means (ECU2) normal signal a 'and the third control means (ECU2) normal output from the self-diagnosis unit 34c of the third control means 34 for which the normal determination is made. If the determination of the third control means 34 is performed using only the AND circuit of the signals b, for example, there is a possibility of erroneous diagnosis.

  In order to avoid this, the first control means 31 is also equipped with the mutual diagnosis unit 31b of the second control means 33 and the third control means 34, and the second control means (ECU1) normal signal c and the third control means 31 are installed. The control means (ECU2) outputs a normal signal c ′.

Here, the third control means (ECU2) normal signal a ′ and the third control means (ECU2) normal signal c ′ are passed through the OR circuit 35c and the output thereof and the third control means (ECU2) normal signal b The OR circuit 35c gives priority to the highly reliable third control means (ECU2) normal signal c ′ without being influenced by the third control means (ECU2) normal signal a ′. Further, the reliability of diagnosis is further enhanced by the AND circuit 35d of the signal and the third control means normal signal b.
As a result, a command for ensuring redundancy is reliably selected based on at least two highly reliable diagnosis results.

  Contrary to the above, when the third control means 34 is determined to be abnormal and the second control means 33 is normal, the OR circuit 35a and the AND circuit 35b are provided in order to satisfy the same function.

In the control signal switching means 36, based on the diagnosis result of the second control means 33 and the third control means 34 obtained from the AND circuit 35b and the AND circuit 35d, the turning angle and the toe can be continued so that the turning function can be continued. Corner motor command selection is performed.
The signals from the rotation angle detectors 38 and 39 are always input to the second control means 33 and the third control means 34, respectively, in order to enable switching between them.

  The AND circuits 35b and 35d and the OR circuits 35a and 35c may be composed of AND means and OR means using software.

According to the above configuration, the rear wheel steering dedicated control device 32 of the control device for the rear wheel steering device is divided into two parts, the second control means 33 and the third control means 34, each composed of ECU (2) and ECU (3). Since it is composed of two control circuits and performs mutual diagnosis and self-diagnosis of occurrence of abnormality, it is possible to improve reliability.
In addition, the abnormal state of the control circuit of the rear wheel steering control device 32 can be monitored, and even if an abnormality occurs, the steering function can be maintained, that is, fault tolerance can be ensured.
In particular, a toe angle preliminary command unit 33b that outputs a rear wheel toe angle command value to the second control means 33 that controls the turning angle, and a third control means 34 that controls the toe angle to the rear wheel turning angle. Since the turning angle preliminary command unit 34b for outputting the command value is mounted as a redundant circuit, the turning function is maintained even if an abnormality occurs in one of the second and third control means 33 and 34. be able to.
Further, the failure determination means 35 determines a failure of the second and third control means 33 and 34 from at least two reliable diagnosis results among the obtained diagnosis results, and determines the determination result as the control result. Since it is transmitted to the signal switching means 36, abnormality diagnosis can be performed more reliably.
Further, the control signal switching means 36 is based on the determination result of whether or not each of the control means 33 and 34 transmitted from the failure determination means 35 is normal, the turning angle command and the turning angle preliminary command, and The effective signal is selected from the output of each command of the toe angle command and the toe angle preliminary command, and switching to the selected signal is made. Can be done.

DESCRIPTION OF SYMBOLS 1 ... Vehicle 2, 3 ... Front wheel 7 ... Vehicle speed sensor 8 ... Yaw rate sensor 9 ... Electronic control unit 10, 11 ... Rear wheel 12 ... Rear wheel steering device 12A ... Steering mechanism 12B ... Toe angle adjustment mechanism 15 ... Steering motor 17 ... steering power transmission mechanism 16 ... toe angle adjusting motor 18 ... toe angle adjusting power transmission mechanism 13 ... tie rod 31 ... first control means 31a ... control target value calculation unit 31b ... mutual diagnosis unit 33 ... second control Means 33a ... Turning angle command section 33b ... Toe angle preliminary command section 33c ... Self diagnosis section 33d ... Mutual diagnosis section 34 ... Third control means 34a ... Toe angle command section 34b ... Turning angle preliminary command section 34c ... Self diagnosis Unit 34d ... Mutual diagnosis unit 35 ... Failure determination means 36 ... Control signal switching means 37 ... Motor drive circuit

Claims (2)

A control device for a rear wheel steering device capable of respectively controlling a steering angle and a toe angle of a rear wheel of a vehicle, wherein the first control means calculates a control target value of the steering angle and the toe angle;
Second control means for receiving the control target value from the first control means and controlling the turning angle;
Receiving the control target value from the first control means, and having a third control means for controlling the toe angle;
The second control means has a toe angle preliminary command unit for controlling the toe angle,
The third control means has a turning angle preliminary command unit for controlling the turning angle,
A failure determination means for determining a failure of the second control means and the third control means;
A control signal for switching to one of the preliminary commands output from the toe angle preliminary command unit of the second control unit and the steering angle preliminary command unit of the third control unit based on the determination result of the failure determination unit set the switching means,
The control signal switching means, based on the determination result of whether the second and third control means are normal transmitted from the failure determination means, the turning angle command and the turning angle preliminary command, and Select the valid signal from the command output of the toe angle command and the toe angle preliminary command, and switch to the selected signal.
A control device for a rear wheel steering device. In the control device of the rear wheel steering device according to claim 1,
The second control unit includes a self-diagnosis unit that diagnoses the second control unit and a mutual diagnosis unit that monitors the state of the third control unit.
The third control unit has a self-diagnosis unit that diagnoses the third control unit, and a mutual diagnosis unit that monitors the state of the second control unit,
The first control means includes a mutual diagnosis unit that monitors the states of the second control means and the third control means,
The failure determination means includes a diagnosis result of the second and third control means by the mutual diagnosis section of the first control means, and a self-diagnosis result of the self-diagnosis section of the second and third control means. The failure of the second and third control means is determined from at least two reliable diagnosis results among the diagnosis results obtained from the mutual diagnosis results of the mutual diagnosis unit, and the determination result is switched to the control signal A control device for the rear wheel steering device, which is transmitted to the means.

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