JPH09315331A - Steering angle control device for vehicle - Google Patents

Steering angle control device for vehicle

Info

Publication number
JPH09315331A
JPH09315331A JP15483096A JP15483096A JPH09315331A JP H09315331 A JPH09315331 A JP H09315331A JP 15483096 A JP15483096 A JP 15483096A JP 15483096 A JP15483096 A JP 15483096A JP H09315331 A JPH09315331 A JP H09315331A
Authority
JP
Japan
Prior art keywords
steering angle
steering
angle sensor
value
control device
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
JP15483096A
Other languages
Japanese (ja)
Other versions
JP2938806B2 (en
Inventor
Kyoji Hamamoto
恭司 浜本
Yukihiro Fujiwara
幸広 藤原
Eiji Jitsukata
英士 実方
Kiyoshi Wakamatsu
清志 若松
Yoshiyasu Akuta
好恭 飽田
Manabu Iketani
学 池谷
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honda Motor Co Ltd
Original Assignee
Honda Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Priority to JP15483096A priority Critical patent/JP2938806B2/en
Priority to DE19720602A priority patent/DE19720602B4/en
Publication of JPH09315331A publication Critical patent/JPH09315331A/en
Application granted granted Critical
Publication of JP2938806B2 publication Critical patent/JP2938806B2/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B62LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62DMOTOR VEHICLES; TRAILERS
    • B62D7/00Steering linkage; Stub axles or their mountings
    • B62D7/06Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
    • B62D7/14Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering
    • B62D7/15Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels
    • B62D7/1581Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels characterised by comprising an electrical interconnecting system between the steering control means of the different axles
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B62LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62DMOTOR VEHICLES; TRAILERS
    • B62D7/00Steering linkage; Stub axles or their mountings
    • B62D7/06Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
    • B62D7/14Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering
    • B62D7/148Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering provided with safety devices

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Power Steering Mechanism (AREA)
  • Testing And Monitoring For Control Systems (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)

Abstract

PROBLEM TO BE SOLVED: To dissolve wrong steering or non-steering caused by misjudgment so as to improve steering reliability by providing a failure diagnostic means for a steering angle sensor, and a driving force limiting means for a steering angle control motor, and limiting the driving force of the steering angle control motor during the failure diagnosis execution of the steering angle sensor. SOLUTION: A control device 10 is provided with a CPU 22, and an FET driving circuit 23 and an FET circuit 24 for controlling a current to a motor 12. Signals from vehicle speed sensors 11, 21, a steering angle sensor 9 of a steering wheel and steering angle sensor 20M are inputted to the CPU 22. The steering angle and steering acceleration of front wheels are detected from the signal of the steering angle sensor 9, and the travel speed of a body is detected by the vehicle speed sensors 11, 21. On the basis of these detection value, the optimum steering angle value of rear wheels is computed. At the same time, the actual steering angle of the rear wheels is detected by the steering angle sensor 20M. The actual steering angle of the rear wheels is compared with the optimum steering angle computed value, and the rotating direction and driving torque of the motor 12 are determined so as to make both compared value coincide with each other.

Description

【発明の詳細な説明】Detailed Description of the Invention

【0001】[0001]

【発明の属する技術分野】本発明は、電動機などの動力
源を用いて車輪を転舵するようにした車両用舵角制御装
置に関するものである。
BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle steering angle control device for steering wheels by using a power source such as an electric motor.

【0002】[0002]

【従来の技術】運転者の操舵量や車両の運動状態量(車
速、ヨーレイト、横加速度等)に従って演算した目標舵
角と、実舵角センサで検出した実舵角とを一致させるよ
うにフィードバック制御で電動機を駆動し、操舵輪の舵
角を制御するように構成された4輪操舵システムが公知
となっている(特開平5−155350号公報など参
照)。
2. Description of the Related Art Feedback is made to match a target steering angle calculated according to a steering amount of a driver and a motion state amount of a vehicle (vehicle speed, yaw rate, lateral acceleration, etc.) with an actual steering angle detected by an actual steering angle sensor. A four-wheel steering system configured to drive an electric motor under control to control the steering angle of steered wheels is known (see Japanese Patent Laid-Open No. 5-155350, etc.).

【0003】この種の電動機をフィードバック制御して
舵角制御を行う車両に於いては、実舵角センサが異常を
来すと正常な舵角制御が行えなくなるので、例えばロー
タリーエンコーダと差動トランスといった具合に、方式
が異なる2つの舵角センサを併用し、双方の出力を比較
することで実舵角センサの故障診断を行うことが一般的
である。
In a vehicle in which a steering angle control is performed by feedback-controlling an electric motor of this type, if the actual steering angle sensor becomes abnormal, normal steering angle control cannot be performed. Therefore, for example, a rotary encoder and a differential transformer. As described above, it is common to use two steering angle sensors of different systems together and compare the outputs of both sensors to perform failure diagnosis of the actual steering angle sensor.

【0004】この故障診断システムは、具体的には、ロ
ータリーエンコーダからなる主舵角センサのカウント値
の変化量が前回値に対して±1カウントの範囲に入った
時の差動トランスからなる副舵角センサの値を基準値と
し、この状況下でのこの基準値に対する副舵角センサの
値の変化量が所定値を所定時間超えた場合に、主舵角セ
ンサを不良と判定して後輪舵角を中立にする、というも
のである。
This failure diagnosis system is specifically a sub-transistor consisting of a differential transformer when the amount of change in the count value of the main steering angle sensor consisting of a rotary encoder falls within a range of ± 1 count from the previous value. When the value of the steering angle sensor is used as a reference value and the amount of change in the value of the auxiliary steering angle sensor with respect to this reference value exceeds the specified value for a specified time in this situation, the main steering angle sensor is determined to be defective and The wheel steering angle is neutral.

【0005】[0005]

【発明が解決しようとする課題】ところで、上記4輪操
舵システムに於いては、目標舵角と実舵角との間に偏差
が生じると、その偏差を0にするように電動機が駆動さ
れる。従って、実舵角を検出する舵角センサが断線する
などしてその信号が転舵による舵角変化に対して追従し
なくなった場合、電動機の駆動力は、舵角センサからの
誤った信号と目標舵角との間の偏差を0にしようとして
制御されることとなる。そのため、上記従来の故障診断
システムによると、誤判定を無くそうとして診断時間を
長くとると、舵角センサが故障と判定されるまでの間に
運転者の意志によらない後輪の転舵が行われてしまう懸
念があった。この反対に診断時間を短くすると、誤判定
で後輪が転舵されなくなる事態が生じることが懸念され
る。
In the four-wheel steering system described above, when a deviation occurs between the target steering angle and the actual steering angle, the electric motor is driven so that the deviation becomes zero. . Therefore, if the steering angle sensor that detects the actual steering angle is disconnected and the signal no longer follows the steering angle change due to turning, the driving force of the electric motor is not the wrong signal from the steering angle sensor. The deviation from the target steering angle is controlled to be zero. Therefore, according to the above-mentioned conventional failure diagnosis system, if the diagnosis time is lengthened in order to eliminate erroneous judgment, the rear wheels are not steered by the driver's will before the rudder angle sensor is judged to be broken. There was a concern that it would be done. On the other hand, if the diagnosis time is shortened, there is a concern that the rear wheels may not be steered due to an erroneous determination.

【0006】本発明は、このような従来技術の欠点を改
善するべく案出されたものであり、その主な目的は、舵
角センサの故障による誤った転舵や誤判定による非転舵
を解消し、転舵の信頼性をより一層向上し得る車両用舵
角制御装置を提供することにある。
The present invention has been devised in order to improve such drawbacks of the prior art, and its main purpose is to prevent erroneous steering due to a failure of the steering angle sensor or non-steering due to erroneous determination. An object of the present invention is to provide a vehicle rudder angle control device that can eliminate the problem and further improve the steering reliability.

【0007】[0007]

【課題を解決するための手段】このような目的を果たす
ために、本発明に於いては、少なくとも運転者の操舵量
または車両運動状態量に応じた目標舵角と、舵角検出手
段が検出した実舵角とを一致させるように、舵角制御用
電動機が駆動される車両用舵角制御装置に於いて、舵角
センサの故障を診断する故障診断手段と、舵角制御用電
動機の駆動力を制限する駆動力制限手段とを備え、舵角
センサの故障診断実行中は、舵角制御用電動機の駆動力
が制限されるものとした。
In order to achieve such an object, according to the present invention, a target steering angle according to at least a steering amount of a driver or a vehicle motion state amount and a steering angle detecting means detect the target steering angle. In the vehicle steering angle control device in which the steering angle control electric motor is driven so as to match the actual steering angle, the failure diagnosis means for diagnosing a failure of the steering angle sensor and the steering angle control motor drive. The driving force limiting means for limiting the force is provided, and the driving force of the steering angle control electric motor is limited during the failure diagnosis of the steering angle sensor.

【0008】[0008]

【発明の実施の形態】以下に添付の図面を参照して本発
明の構成を詳細に説明する。
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The configuration of the present invention will be described below in detail with reference to the accompanying drawings.

【0009】図1は、本発明が適用される前後輪操舵装
置の概略構成図である。図1に於て、ステアリングホイ
ール1は、ステアリングシャフト2の上端に固着され、
かつ該ステアリングシャフト2を介してラックアンドピ
ニオン機構からなる前輪ステアリングギア機構3に連結
されている。そして前輪ステアリングギア機構3は、ス
テアリングシャフト2と一体回動するピニオンギア4及
びこれに噛合するラック5からなり、ラック5の両端
に、それぞれタイロッド6L・6R及びナックルアーム
7L・7Rを介して左右前輪8L・8Rが連結されてい
る。
FIG. 1 is a schematic configuration diagram of a front and rear wheel steering device to which the present invention is applied. In FIG. 1, a steering wheel 1 is fixed to an upper end of a steering shaft 2,
Further, it is connected to a front wheel steering gear mechanism 3 including a rack and pinion mechanism via the steering shaft 2. The front wheel steering gear mechanism 3 is composed of a pinion gear 4 that rotates integrally with the steering shaft 2 and a rack 5 that meshes with the pinion gear 4. The front wheels 8L and 8R are connected.

【0010】ステアリングシャフト2には、その回転角
度を検出するための例えばロータリーエンコーダ等から
なる操舵角センサ9が取り付けられている。この操舵角
センサ9は、CPU等を備える制御装置10に接続され
ており、ステアリングホイール1の操舵角度信号を制御
装置10へ出力するようになっている。そして両前輪8
L・8Rには、それぞれ制御装置10に接続された車速
センサ11L・11Rが取り付けられており、車速信号
を制御装置10へ出力するようになっている。
A steering angle sensor 9 including, for example, a rotary encoder for detecting the rotation angle of the steering shaft 2 is attached to the steering shaft 2. The steering angle sensor 9 is connected to a control device 10 including a CPU and the like, and outputs a steering angle signal of the steering wheel 1 to the control device 10. And both front wheels 8
Vehicle speed sensors 11L and 11R connected to the control device 10 are attached to the L and 8R, respectively, and a vehicle speed signal is output to the control device 10.

【0011】後輪側には、制御装置10により駆動制御
される電動機12が配置されている。この電動機12
は、ラックアンドピニオン機構からなる後輪ステアリン
グギア機構14に例えばかさ歯車機構13を介して連結
されている。この後輪ステアリングギア機構14は、電
動機12の出力軸と一体回動するピニオンギア15及び
これに噛合するラック16を備えており、ラック16の
両端に、それぞれタイロッド17L・17R及びナック
ルアーム18L・18Rを介して左右後輪19L・19
Rが連結されている。これら両後輪19L・19Rに
も、車速センサ21L・21Rがそれぞれ取り付けら
れ、かつ制御装置10に接続されている。
An electric motor 12 whose drive is controlled by the control device 10 is arranged on the rear wheel side. This electric motor 12
Is connected to a rear wheel steering gear mechanism 14 composed of a rack and pinion mechanism, for example, via a bevel gear mechanism 13. The rear wheel steering gear mechanism 14 includes a pinion gear 15 that rotates integrally with the output shaft of the electric motor 12 and a rack 16 that meshes with the pinion gear 15. The tie rods 17L and 17R and the knuckle arm 18L and Rear left and right wheels 19L and 19 via 18R
R is connected. Vehicle speed sensors 21L and 21R are attached to the rear wheels 19L and 19R, respectively, and are connected to the control device 10.

【0012】ピニオン15には、例えばロータリーエン
コーダ等からなる舵角センサ20Mが取り付けられてい
る。この舵角センサ20Mは、制御装置10に接続され
ており、後輪19L・19Rの転舵角度信号を制御装置
10へ出力するようになっている。なお、舵角センサ2
0Mの故障診断用として、ラック16の軸線方向の移動
距離を検出する差動トランス等からなる副舵角センサ2
0Sを必要に応じて取り付けておいても良い。
A steering angle sensor 20M including, for example, a rotary encoder is attached to the pinion 15. The steering angle sensor 20M is connected to the control device 10 and outputs a turning angle signal of the rear wheels 19L and 19R to the control device 10. The steering angle sensor 2
A secondary steering angle sensor 2 composed of a differential transformer or the like for detecting the movement distance of the rack 16 in the axial direction for 0M failure diagnosis.
You may attach 0S as needed.

【0013】図2に示したように、制御装置10には、
各種センサからの信号を処理するCPU22と、電動機
12への電流を制御するためのFET駆動回路23およ
びFETブリッヂ回路24とが設けられている。FET
ブリッヂ回路24は、対角にある2組のFETによって
各々が構成されており、これに電動機12が接続されて
いる。そしてFET駆動回路23は、CPU22からの
駆動信号を受けてFETブリッヂ回路24にPWM信号
を与え、これによって電動機12への駆動電流をデュー
ティ比制御するようになっている。
As shown in FIG. 2, the control device 10 includes:
A CPU 22 for processing signals from various sensors, an FET drive circuit 23 for controlling current to the electric motor 12, and an FET bridge circuit 24 are provided. FET
Each of the bridge circuits 24 is composed of two sets of FETs arranged diagonally, and the electric motor 12 is connected to the FETs. The FET drive circuit 23 receives the drive signal from the CPU 22 and gives a PWM signal to the FET bridge circuit 24, thereby controlling the duty ratio of the drive current to the electric motor 12.

【0014】CPU22には、上記のように、車速セン
サ11・21、ステアリングホイールの操舵角センサ
9、及び舵角センサ20M(並びに場合によっては副舵
角センサ20S)からの各信号がそれぞれ入力される。
そして操舵角センサ9の信号で前輪8L・8Rの転舵角
度と転舵角速度とを検出すると共に、車速センサ11L
・11R・21L・21Rで車体の走行速度を検出し、
これらから後輪19L・19Rの最適舵角値を演算す
る。それと同時に、舵角センサ20Mにて後輪19L・
19Rの実舵角を検出し、これと最適舵角演算値とを比
較し、両者を一致させるように電動機12の回転方向及
び駆動トルクを決定する。
As described above, each signal from the vehicle speed sensors 11 and 21, the steering angle sensor 9 of the steering wheel, and the steering angle sensor 20M (and the auxiliary steering angle sensor 20S) is input to the CPU 22, respectively. It
Then, the steering angle sensor 9 detects the steering angle and the steering angular velocity of the front wheels 8L and 8R, and the vehicle speed sensor 11L.
・ 11R ・ 21L ・ 21R detects the vehicle speed,
From these, the optimum steering angle values of the rear wheels 19L and 19R are calculated. At the same time, the rear wheel 19L /
The actual steering angle of 19R is detected, this is compared with the optimum steering angle calculation value, and the rotation direction and drive torque of the electric motor 12 are determined so that they match.

【0015】さて、後輪19L・19Rの実舵角を検出
する舵角センサ20Mが異常を来すと正常な後輪舵角制
御が行えなくなるので、本発明に於いては、舵角センサ
20Mの出力の変化の有無を判別することにより、舵角
センサ20Mの故障診断を行うようにしている。そして
故障診断中は、以下の制御フローに基づいて電動機12
の駆動力制御量を制限するものとしている。
When the steering angle sensor 20M for detecting the actual steering angle of the rear wheels 19L and 19R becomes abnormal, normal rear wheel steering angle control cannot be performed. Therefore, in the present invention, the steering angle sensor 20M is used. The failure diagnosis of the steering angle sensor 20M is performed by determining whether or not there is a change in the output. During the failure diagnosis, the electric motor 12 is operated based on the following control flow.
The driving force control amount of is limited.

【0016】先ず、車速Vが所定値Vs以上か否かを判
別する(ステップ1)。ここで後輪転舵角度の操縦性に
与える影響が小さい所定車速値Vs以下の場合は、故障
診断を行わない。
First, it is determined whether the vehicle speed V is a predetermined value Vs or more (step 1). Here, if the vehicle speed is less than the predetermined vehicle speed value Vs, which has a small influence on the steerability of the rear wheel turning angle, the failure diagnosis is not performed.

【0017】車速Vが所定値Vs以上の場合は、現状が
通常モードか制限モードかを、後記するモード判別フラ
グから判別する(ステップ2)。なお、通常モード時に
は、目標駆動力を表す計算デューティ比Xc%と、電動
機12をPWM制御する制御デューティ比X%とが基本
的に一致する。
When the vehicle speed V is equal to or higher than the predetermined value Vs, it is determined whether the current state is the normal mode or the limit mode from the mode determination flag described later (step 2). In the normal mode, the calculated duty ratio Xc% that represents the target driving force and the control duty ratio X% that PWM-controls the electric motor 12 basically match.

【0018】ここでフラグが0、即ち通常モードであっ
たならば、舵角センサ20Mの信号の前回値に対する変
化が±1カウント以内であるか否かを判別する(ステッ
プ3)。その結果、舵角センサ20Mの信号が前回値と
変化していないと判断された場合は、その継続時間Tを
判別し(ステップ4)、継続時間Tが所定時間Tsに達
するまでフローを最初から繰り返す。そして舵角センサ
20Mの信号が前回値と変化していない状態の継続時間
Tが所定時間Tsに達したならば、故障診断モードに入
り(ステップ5)、舵角センサ20Mの信号の監視をあ
る所定時間さらに続行する一方、計算デューティ比Xc
%が所定値Xs%を超えているか否かを判別する(ステ
ップ6)。ここで計算デューティ比Xc%が所定値Xs
%を超えている場合は、制御デューティ比X%を所定値
Xs%以下に制限し(ステップ7)、フラグを1として
制限モードに設定し(ステップ8)、以上のフローを繰
り返す。
If the flag is 0, that is, the normal mode, it is determined whether the change of the signal of the steering angle sensor 20M from the previous value is within ± 1 count (step 3). As a result, when it is determined that the signal of the steering angle sensor 20M has not changed from the previous value, the duration T is determined (step 4), and the flow is repeated from the beginning until the duration T reaches the predetermined time Ts. repeat. If the duration T of the state in which the signal of the steering angle sensor 20M has not changed from the previous value reaches the predetermined time Ts, the failure diagnosis mode is entered (step 5), and the signal of the steering angle sensor 20M is monitored. While continuing for a predetermined time, the calculated duty ratio Xc
It is determined whether or not% exceeds the predetermined value Xs% (step 6). Here, the calculated duty ratio Xc% is the predetermined value Xs.
If it exceeds%, the control duty ratio X% is limited to a predetermined value Xs% or less (step 7), the flag is set to 1 and the limitation mode is set (step 8), and the above flow is repeated.

【0019】他方、ステップ3で舵角センサ20Mの信
号に±1カウント以上の変化があると判別された場合
は、継続時間Tの計時タイマをリセットし(ステップ
9)、フローを最初から繰り返す。
On the other hand, if it is determined in step 3 that the signal from the steering angle sensor 20M has a change of ± 1 count or more, the timer for the duration T is reset (step 9) and the flow is repeated from the beginning.

【0020】制限モードに入ると、ステップ2の判断に
てフラグは1となるので、それ以後は、ステップ3の舵
角センサ20Mの信号及びステップ4の継続時間Tの監
視は行わずに、計算デューティ比Xc%が所定値Xs%
を下回るまで、制御デューティ比X%に制限をかけて電
動機12の駆動力を制限する(図4参照)。そして計算
デューティ比Xc%が所定値Xs%を下回った時点で制
限モードをキャンセルし、通常モードに戻す(ステップ
10)。
When the limit mode is entered, the flag is set to 1 in the judgment in step 2, so after that, the signal of the steering angle sensor 20M in step 3 and the duration T in step 4 are not monitored and calculation is performed. Duty ratio Xc% is a predetermined value Xs%
The control duty ratio X% is limited until the value falls below the limit, and the driving force of the electric motor 12 is limited (see FIG. 4). When the calculated duty ratio Xc% falls below the predetermined value Xs%, the limit mode is canceled and the normal mode is restored (step 10).

【0021】このようにして、舵角センサ20Mの故障
が確定するまでの間は、電動機12の駆動力が制限され
る。
In this way, the driving force of the electric motor 12 is limited until the failure of the steering angle sensor 20M is determined.

【0022】なお、制御デューティ比X%の制限値Xs
%は、通常の直進走行時には理論的に発生し得ない範囲
であり、かつ車両挙動変化量が運転者に不安を感じさせ
ない範囲に収まるような値に設定すれば良い。
The limit value Xs of the control duty ratio X%
% Is a range that cannot theoretically occur during normal straight running, and may be set to a value such that the vehicle behavior change amount falls within a range that does not make the driver feel uneasy.

【0023】舵角センサ20Mの故障診断を副舵角セン
サ20Sの出力との比較に基づいて行う場合は、ステッ
プ3に於いて、舵角センサ20Mと副舵角センサ20S
との出力値の偏差ΔSが所定の基準値Ssを超えている
か否かを判別し、偏差ΔSが基準値Ssを超えている場
合はステップ4に進み、超えていない場合はステップ9
へ進み、以下上記と同様の処理を行えば良い。これによ
ると、例えば舵角センサ20Mの出力が不安定となる故
障も診断できるという利点が得られる。
When the failure diagnosis of the steering angle sensor 20M is made based on the comparison with the output of the auxiliary steering angle sensor 20S, in step 3, the steering angle sensor 20M and the auxiliary steering angle sensor 20S are detected.
It is determined whether or not the deviation ΔS between the output values of and exceeds a predetermined reference value Ss. If the deviation ΔS exceeds the reference value Ss, the process proceeds to step 4, and if not, the step 9
Then, the process similar to the above may be performed. This has the advantage that, for example, a failure in which the output of the steering angle sensor 20M becomes unstable can be diagnosed.

【0024】[0024]

【発明の効果】このように本発明によれば、舵角センサ
の故障診断中は、モータ駆動電流が制限されるので、舵
角センサの出力異常による運転者の意図しない後輪の転
舵や、誤判定による非転舵を解消し、転舵の信頼性をよ
り一層向上することができる。
As described above, according to the present invention, since the motor drive current is limited during the failure diagnosis of the steering angle sensor, the steering of the rear wheel which is not intended by the driver due to the output abnormality of the steering angle sensor or Thus, non-steering due to erroneous determination can be eliminated, and the steering reliability can be further improved.

【図面の簡単な説明】[Brief description of drawings]

【図1】本発明が適用される前後輪操舵装置の概略構成
図。
FIG. 1 is a schematic configuration diagram of a front and rear wheel steering device to which the present invention is applied.

【図2】本発明装置の制御装置のブロック図。FIG. 2 is a block diagram of a control device of the device of the present invention.

【図3】本発明装置の制御フロー図。FIG. 3 is a control flow chart of the device of the present invention.

【図4】故障診断時の計算デューティ比Xc%と制御デ
ューティ比X%との関係を示すグラフ。
FIG. 4 is a graph showing a relationship between a calculated duty ratio Xc% and a control duty ratio X% at the time of failure diagnosis.

【符号の説明】[Explanation of symbols]

1 ステアリングホイール 2 ステアリングシャフト 3 前輪ステアリングギア機構 4 ピニオンギア 5 ラック 6 タイロッド 7 ナックルアーム 8 前輪 9 操舵角センサ 10 制御装置 11 車速センサ(前輪) 12 電動機 13 かさ歯車 14 後輪ステアリングギア機構 15 ピニオンギア 16 ラック 17 タイロッド 18 ナックルアーム 19 後輪 20 舵角センサ 21 車速センサ(後輪) 22 CPU 23 FET駆動回路 24 FETブリッヂ回路 1 Steering Wheel 2 Steering Shaft 3 Front Wheel Steering Gear Mechanism 4 Pinion Gear 5 Rack 6 Tie Rod 7 Knuckle Arm 8 Front Wheel 9 Steering Angle Sensor 10 Control Device 11 Vehicle Speed Sensor (Front Wheel) 12 Electric Motor 13 Bevel Gear 14 Rear Wheel Steering Gear Mechanism 15 Pinion Gear 16 rack 17 tie rod 18 knuckle arm 19 rear wheel 20 steering angle sensor 21 vehicle speed sensor (rear wheel) 22 CPU 23 FET drive circuit 24 FET bridge circuit

フロントページの続き (51)Int.Cl.6 識別記号 庁内整理番号 FI 技術表示箇所 B62D 113:00 137:00 (72)発明者 若松 清志 埼玉県和光市中央1丁目4番1号 株式会 社本田技術研究所内 (72)発明者 飽田 好恭 埼玉県和光市中央1丁目4番1号 株式会 社本田技術研究所内 (72)発明者 池谷 学 埼玉県和光市中央1丁目4番1号 株式会 社本田技術研究所内Continuation of front page (51) Int.Cl. 6 Identification code Internal reference number FI Technical display location B62D 113: 00 137: 00 (72) Inventor Kiyoshi Wakamatsu Kiyoshi Wakamatsu 1-4-1 Chuo Wako-shi, Saitama Stock company Inside Honda R & D Laboratories (72) Inventor Yoshiyasu Sawada 1-4-1 Chuo Wako, Saitama Stock Company Honda R & D Laboratories (72) Inventor Manabu Iketani 1-4-1 Chuo Wako, Saitama Stock Association Inside Honda Research Laboratory

Claims (1)

【特許請求の範囲】[Claims] 【請求項1】 少なくとも運転者の操舵量または車両運
動状態量に応じた目標舵角と、舵角検出手段が検出した
実舵角とを一致させるように、舵角制御用電動機が駆動
される車両用舵角制御装置であって、 前記舵角センサの故障を診断する故障診断手段と、前記
舵角制御用電動機の駆動力を制限する駆動力制限手段と
を備え、 前記舵角センサの故障診断実行中は、前記舵角制御用電
動機の駆動力が制限されることを特徴とする車両用舵角
制御装置。
1. A steering angle control electric motor is driven so that a target steering angle according to at least a steering amount of a driver or a vehicle motion state amount and an actual steering angle detected by a steering angle detection unit are matched. A steering angle control device for a vehicle, comprising: failure diagnosis means for diagnosing a failure of the steering angle sensor; and driving force limiting means for limiting a driving force of the steering angle control electric motor, wherein the steering angle sensor has a failure. The steering angle control device for a vehicle, wherein the driving force of the steering angle control electric motor is limited during the diagnosis.
JP15483096A 1996-05-27 1996-05-27 Vehicle steering angle control device Expired - Lifetime JP2938806B2 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
JP15483096A JP2938806B2 (en) 1996-05-27 1996-05-27 Vehicle steering angle control device
DE19720602A DE19720602B4 (en) 1996-05-27 1997-05-16 Steering control system for a vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP15483096A JP2938806B2 (en) 1996-05-27 1996-05-27 Vehicle steering angle control device

Publications (2)

Publication Number Publication Date
JPH09315331A true JPH09315331A (en) 1997-12-09
JP2938806B2 JP2938806B2 (en) 1999-08-25

Family

ID=15592818

Family Applications (1)

Application Number Title Priority Date Filing Date
JP15483096A Expired - Lifetime JP2938806B2 (en) 1996-05-27 1996-05-27 Vehicle steering angle control device

Country Status (2)

Country Link
JP (1) JP2938806B2 (en)
DE (1) DE19720602B4 (en)

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WO2008148806A1 (en) * 2007-06-04 2008-12-11 Continental Teves Ag & Co. Ohg Steering device for adjusting a wheel steering angle
DE102008002639A1 (en) * 2008-06-25 2009-12-31 Zf Friedrichshafen Ag Beam axle
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Publication number Priority date Publication date Assignee Title
GB2208375B (en) * 1987-07-29 1991-08-14 Honda Motor Co Ltd Method of and apparatus for controlling steering operation of a motor vehicle with steerable front and rear wheels
DE3816254A1 (en) * 1988-05-11 1989-11-23 Siemens Ag CONTROL UNIT FOR STEERING THE REAR WHEELS OF A ROAD VEHICLE
JPH0730455Y2 (en) * 1989-08-07 1995-07-12 本田技研工業株式会社 Vehicle steering system
JP2804395B2 (en) * 1991-08-08 1998-09-24 本田技研工業株式会社 Four-wheel steering system
JPH05155350A (en) * 1991-11-30 1993-06-22 Suzuki Motor Corp Four-wheel steering control device

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WO2015141254A1 (en) * 2014-03-19 2015-09-24 日立オートモティブシステムズステアリング株式会社 Power steering device and power steering device control device
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Also Published As

Publication number Publication date
DE19720602B4 (en) 2006-08-03
DE19720602A1 (en) 1998-01-15
JP2938806B2 (en) 1999-08-25

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