KR101774111B1 - Apparatus and method for controlling friction compensation, steering apparatus with friction compensation control function - Google Patents
Apparatus and method for controlling friction compensation, steering apparatus with friction compensation control function Download PDFInfo
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- KR101774111B1 KR101774111B1 KR1020150162990A KR20150162990A KR101774111B1 KR 101774111 B1 KR101774111 B1 KR 101774111B1 KR 1020150162990 A KR1020150162990 A KR 1020150162990A KR 20150162990 A KR20150162990 A KR 20150162990A KR 101774111 B1 KR101774111 B1 KR 101774111B1
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- compensation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/20—Conjoint control of vehicle sub-units of different type or different function including control of steering systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
- B62D6/002—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
- B62D6/04—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits responsive only to forces disturbing the intended course of the vehicle, e.g. forces acting transversely to the direction of vehicle travel
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W2050/0001—Details of the control system
- B60W2050/0019—Control system elements or transfer functions
- B60W2050/0022—Gains, weighting coefficients or weighting functions
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/18—Steering angle
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Automation & Control Theory (AREA)
- Human Computer Interaction (AREA)
- Physics & Mathematics (AREA)
- Mathematical Physics (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
Abstract
BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a steering apparatus for a vehicle, and is intended to solve the problem that an initial steering feeling is not maintained due to wear of an internal member of the steering apparatus. According to the present invention, the reference rack strength value at the steering angle is set, the rack thrust value is collected under the same learning condition as that at the time of setting, and the collected rack strength value is compared with the reference rack strength value, And the calculated frictional compensation gain is applied to the calculation of the driving current of the motor so that the user can continuously provide the initial steering feeling.
Description
BACKGROUND OF THE INVENTION Field of the Invention [0002] The present invention relates to an electric steering system for a vehicle, and more particularly, to an electric steering system capable of sensing an initial steering feeling even when the running distance of the vehicle increases.
As a steering device of an automobile, there are generally an electric type steering device using a hydraulic type steering device and a motor using a hydraulic pump, and an electric type steering device has become popular since the 1990s.
The hydraulic steering system is such that the hydraulic pump that supplies the steering assist power is always driven by the engine to consume energy regardless of whether the steering wheel rotates or not, whereas the electric steering system generates a rotational torque when the steering wheel rotates The motor supplies the steering assist power proportional to the generated steering torque. Therefore, there is an advantage that the use of an electric steering system improves the energy efficiency compared with the case of using a hydraulic steering system.
The electric steering apparatus is configured such that the steering torque generated by the rotation of the steering wheel is transmitted to the rack bar via the rack-and-pinion mechanism portion, and the steering assist power generated by the motor is transmitted to the rack bar according to the generated steering torque. That is, the steering torque generated by the steering wheel and the steering assist power generated by the motor are combined to move the rack bar in the axial direction.
However, as the travel distance of the vehicle increases, the electric-powered steering apparatus decreases the frictional force between various members of the mechanical unit due to wear or loosening of various members of the mechanical unit constituting the steering apparatus, for example, a rack- can do. There is also a problem that the user may feel a lighter steering feeling at the time of initial use of the electric power steering apparatus due to the reduction of the frictional force.
For example, the initial steering angle and the steering torque are tuned to the steering torque corresponding to the respective steering angles, and a steering torque corresponding to the corresponding steering angle is generated according to the operation of the steering wheel. As the travel distance of the vehicle increases, wear due to deterioration within the system occurs. As a result, when the frictional force between the various members decreases, the steering torque generated at the same steering angle becomes smaller than the initial steering torque. In particular, the reduction of the steering torque occurs more frequently in the on-center section, where the steering wheel operates more frequently.
The rack thrust is calculated by using the steering torque and the motor torque. The rack thrust also changes in accordance with the change of the steering torque, and the change of the rack thrust is different from the initial steering feeling There is a need for a technique that can maintain an initial sense of steering even if the durability of the electric steering system progresses.
In order to solve the above-described problems, the present invention sets a reference rack thrust value at each steering angle and, in a learning condition where a change in the learning condition or rack thrust value is the same as the set reference rack thrust value, And it is an object of the present invention to provide an electric steering system that can maintain an initial steering feel by compensating for a difference between a monitored rack strength value and a reference rack strength value.
According to an aspect of the present invention, there is provided an information processing apparatus comprising: a learning condition determining unit that receives a velocity, a lateral acceleration, a steering angle, and a steering angle velocity value of a vehicle and determines whether or not the learning condition is satisfied based on the received value; A rack thrust calculation unit for calculating and storing a rack force at the steering angle corresponding to the learning condition; And calculating a friction compensation gain based on a difference between the calculated average value and a reference rack thrust value at the steering angle stored previously, And a compensation gain output section for calculating and outputting the compensation gain output section.
According to another aspect of the present invention, there is provided a method for controlling a vehicle, comprising: receiving a value of a vehicle speed, a lateral acceleration, a steering angle, and a steering angle velocity and determining whether the vehicle meets a learning condition based on the received value; Calculating and storing a rack thrust at the steering angle corresponding to the learning condition; Calculating a mean value of the stored rack thrust values when the stored rack thrust value is equal to or greater than a predetermined number and calculating a friction compensation gain based on a difference between the calculated average value and a reference rack thrust value at the previously stored steering angle And a friction compensation control method.
According to another aspect of the present invention, there is provided a vehicular drive system for a vehicle that receives driving information of a vehicle and calculates and stores a rack thrust with respect to the steering angle of the vehicle when the received driving information is within a predetermined range, A learning compensation unit for calculating and outputting a friction compensation gain according to a difference between an average value of stored rack thrust values and a reference rack thrust value at the previously stored steering angle; And a drive control unit that calculates a drive current to be supplied to the motor based on the torque information received from the torque sensor of the steering wheel and compensates the drive current by applying the friction compensation gain to the calculated drive current A steering apparatus having a function is provided.
According to the present invention, the change of the rack thrust value under a certain learning condition is monitored, and the difference between the monitored rack thrust value and the reference rack thrust value is compensated, thereby providing an initial steering feeling to the user even if the durability of the electric- The present invention provides an electric-powered steering apparatus capable of performing a steering operation.
1 is a block diagram illustrating a structure of a steering apparatus having a friction compensation control function according to an embodiment of the present invention.
FIG. 2 and FIG. 3 are graphs illustrating examples of rack thrust learning data and reference data according to an embodiment of the present invention.
FIG. 4 is a graph showing a relationship between a rack thrust change rate and a driving current compensation amount according to an embodiment of the present invention.
5 to 7 are graphs showing a relationship between a driving current compensation amount and a friction compensation gain according to an embodiment of the present invention.
FIG. 8 is a detailed block diagram illustrating the structure of a steering apparatus having a friction compensation control function according to an embodiment of the present invention. Referring to FIG.
9 is a flowchart illustrating a method of a friction compensation control method according to an embodiment of the present invention.
Hereinafter, some embodiments of the present invention will be described in detail with reference to exemplary drawings. In the drawings, like reference numerals are used to denote like elements throughout the drawings, even if they are shown on different drawings. In the following description of the present invention, a detailed description of known functions and configurations incorporated herein will be omitted when it may make the subject matter of the present invention rather unclear.
In describing the components of the present invention, terms such as first, second, A, B, (a), and (b) may be used. These terms are intended to distinguish the components from other components, and the terms do not limit the nature, order, order, or number of the components. When a component is described as being "connected", "coupled", or "connected" to another component, the component may be directly connected or connected to the other component, Quot; intervening "or that each component may be" connected, "" coupled, "or " connected" through other components.
FIG. 1 illustrates a structure of a steering apparatus (hereinafter referred to as a steering apparatus) having a friction compensation control function according to an embodiment of the present invention. The steering apparatus according to an embodiment of the present invention includes a
The steering apparatus according to an embodiment of the present invention monitors the running condition of the vehicle and calculates the rack thrust value of the steering apparatus when the running condition corresponds to the learning condition and calculates the average value of the calculated rack thrust value and the reference rack thrust value And outputs a friction compensation gain for compensating the driving current of the motor. The above-described functions may be implemented through the
The
The learning
That is, the present invention sets the reference rack force value according to the steering angle, obtains the rack thrust value under the same learning condition as the running condition at the time of setting, and calculates the frictional compensation based on the difference between the obtained rack thrust value and the reference rack thrust value First, it is determined whether or not the running information of the vehicle corresponds to the learning condition.
Therefore, the learning condition may be the same range as the driving condition when the reference rack thrust value is set, or may be a range including the driving condition.
Or the conditions under which wear of the internal members of the steering apparatus during running conditions may occur may be set as learning conditions and the rack thrust value may be obtained. This is because when the rack thrust value is obtained under the condition that wear of the inner member is likely to occur, the change amount of the rack thrust value can be clearly grasped.
In other words, it is possible to monitor the change of the rack thrust value by setting the running condition that can cause a large change from the running condition or the reference rack thrust value which can be compared with the reference rack thrust value as the learning condition and acquiring the learning data.
According to one embodiment, the learning
For example, if the speed of the vehicle when setting the reference rack thrust value is 60 km / h, the lateral acceleration is 0.3 g, the steering angle is 5 to 10 degrees, and the steering angle speed is 25 to 30 deg / s, , The lateral acceleration is 0.5 g or less, the steering angle is -15 to 15 deg, and the steering angle speed is 15 to 45 deg / s. Alternatively, the learning condition may be limited to a case where the vehicle speed is 60 km / h to 80 km / h and the lateral acceleration is 0.3 g or less so as to be close to the condition for setting the reference rack thrust value.
Therefore, since the rack thrust value is obtained under the learning condition including the running condition when the reference rack thrust value is set, the change amount of the rack thrust value can be accurately confirmed by comparing the reference rack thrust value with the monitored rack thrust value. Also, by determining the driving condition that can accurately grasp the change of the rack thrust value as the learning condition, compensation of the rack thrust value can be accurately performed through acquisition of valid data.
Further, as described above, a running condition in which wear of the inner member of the steering apparatus occurs may be set as a learning condition, or a range including a running condition in which wear occurs in a reference rack torque value setting condition may be set as a learning condition.
For example, if wear of the internal member of the steering apparatus occurs at a speed of 110 km / h, the learning condition can be set to a case where the speed of the vehicle is 100 to 120 km / h, the speed of the vehicle when setting the reference rack thrust value And 50 to 120 km / h including 60 km / h as the learning condition.
The learning
On the other hand, when determining whether or not an error exists in the system of the vehicle, the learning
The learning
When it is confirmed that the learning condition is satisfied, the
The rack torque value can be calculated from the value of the
When the
When the rack thrust value is calculated and stored by the
2 shows an example of the distribution of the rack thrust values stored by the
Specifically, the compensation
FIG. 3 shows a comparison between the average value of the calculated rack thrust values and the reference rack strength value, which means an average value of the calculated rack strength values, and the base data means a reference rack strength value. That is, the friction compensation gain is calculated in a direction in which the difference between the learning data and the base data shown in Fig. 3 does not occur.
Accordingly, by outputting the friction compensation gain so that the changed rack thrust value approaches the reference rack thrust value, the driving of the
4 shows the relationship between the change rate (X axis) and the compensation amount (Y axis) according to the difference between the average value of the rack thrust values and the reference rack force value. FIGS. 5 to 7 show the relationship between the compensation amount And the friction compensation gain (Y axis) according to the following equation.
Referring to FIG. 4, as the rate of change of the rack thrust value increases, the compensation amount according to the rate of change of the rack thrust value increases but converges to a constant value. This means that there is a certain limit in the amount of compensation, and wear due to deterioration of the system occurs rapidly at the initial stage and then converges uniformly thereafter.
5 to 7, since the compensation amount according to the variation rate of the rack thrust value converges to a constant value, the friction compensation gain according to the compensation amount also converges to a constant value.
For example, the friction compensation gain for the assist control, which is the compensation current according to the torque, increases according to the compensation amount but converges to a constant value, and the damping control, which is a compensation current according to the behavior of the vehicle, The friction compensation gain for the motor increases according to the compensation amount but converges to a constant value. Also, the friction compensation gain for the return control, which is the compensation current according to the direction of the steering wheel of the vehicle, increases according to the compensation amount but converges to a constant value.
The compensation
According to another embodiment of the present invention, the compensation
When the additional learning data (rack thrust value) at the steering angle at which the average stored rack thrust average value is obtained is obtained, the obtained rack thrust value is added to update the previously stored rack thrust mean value, and when the rack thrust average value is updated, The average value may be updated using a predetermined number of rack thrust values.
That is, the compensation
The driving
The assist control means a compensation current corresponding to the torque, and the friction compensation gain for the assist control can be applied with a value smaller than zero. The damping control means a compensation current according to the behavior of the vehicle. The friction compensation gain for the damping control may be greater than 0, and the return control may be applied to the steering wheel Direction, and a value greater than zero may be applied to the friction compensation gain for the return control.
Therefore, the driving of the
The
8 shows the structure of the steering apparatus according to an embodiment of the present invention. The
Therefore, as shown in FIG. 8, the application of the friction compensation gain according to the present invention can be performed through the
Hereinafter, the
The
That is, the present invention monitors the variation of the rack thrust value by learning the rack thrust value under a certain learning condition and comparing the learned data with the reference rack thrust value.
Here, the learning condition may be a condition identical to the driving condition for setting the reference rack thrust value or a condition including a range including the condition. It is also possible to set the range of change of the rack thrust value as a running condition under which the wear of the internal member of the steering apparatus occurs.
In other words, it is possible to monitor the change amount of the rack thrust value by setting the running condition in which the reference rack thrust value is set or the running condition in which a lot of change can occur from the reference rack thrust value as the learning condition.
The
The
The
The
The friction compensation gain is controlled by the Assist Coef. For the
The friction compensation gain is determined according to the amount of compensation. The amount of compensation increases with the rate of change of the rack thrust value but converges at a certain level. This is because the abrasion inside the system occurs rapidly at an early stage and then converges uniformly thereafter.
The
When the
The
The
9 is a flowchart illustrating a method of a friction compensation control method according to an embodiment of the present invention.
The
The
If it is determined that the running condition of the vehicle corresponds to the learning condition, the
Then, it is determined whether the stored rack thrust value at the steering angle is equal to or greater than a predetermined number N (S130). If the number is equal to or greater than N, the average value of the stored rack thrust values is calculated (S140) do. This is to ensure the reliability of the average value of the rack thrust which is the basis of the calculation of the friction compensation gain.
The
The steering apparatus of the vehicle calculates and supplies the drive current of the
It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the spirit and scope of the invention as defined by the appended claims. The embodiments of the present invention are not intended to limit the scope of the present invention but to limit the scope of the present invention.
10: steering angle sensor 20: vehicle speed sensor
30: torque sensor 40: motor
110: learning compensation unit 111: learning condition judgment unit
112: rack thrust calculation unit 113: compensation gain output unit
120: drive control unit 121: assist control
122: Damping control 123: Return control
130: motor control unit 140: steering system
Claims (16)
A rack thrust calculator for calculating and storing a rack force value at the steering angle corresponding to the learning condition; And
If the stored rack thrust value at the steering angle is equal to or greater than a predetermined number, calculating an average value of the stored rack thrust values at the steering angle, and based on the difference between the calculated average value and the reference rack thrust value at the previously stored steering angle, A compensation gain output section for calculating and outputting a gain
And a friction compensating mechanism.
Determining whether the learning condition is satisfied based on whether the value of the vehicle speed, the lateral acceleration, the steering angle, and the steering angle velocity is within a predetermined range
An impaction compensation controller.
The predetermined range is a range including a driving condition for setting the reference rack thrust value
An impaction compensation controller.
When the vehicle speed is not less than 50 km / h and not more than 100 km / h, the lateral acceleration is not more than 0.5 g, the steering angle is not less than -15 deg and not more than 15 deg, and the steering angle speed is not less than 15 deg / s and not more than 45 deg / s It is determined that the learning condition is satisfied
An impaction compensation controller.
Setting the flag to 1 if the learning condition is satisfied, and setting the flag to 0 if the rack thrust calculation unit calculates and stores the rack thrust value at the steering angle
An impaction compensation controller.
And calculating and outputting the friction compensation gain so that the difference between the average value of the rack thrust at the steering angle and the reference rack thrust at the steering angle is reduced
An impaction compensation controller.
And if there is a previously stored average value of the rack thrust force at the steering angle, the frictional compensation gain is calculated and outputted based on the difference between the previously stored rack thrust mean value and the reference rack thrust value
An impaction compensation controller.
When the rack thrust calculation unit calculates and stores a rack thrust value at a steering angle at which the pre-stored rack thrust mean value exists, and stores the stored rack thrust mean value including the stored rack thrust value
An impaction compensation controller.
And updating the previously stored rack thrust mean value by using the recently calculated rack thrust value of the predetermined number
An impaction compensation controller.
Calculating and storing a rack thrust value at the steering angle corresponding to the learning condition; And
If the stored rack thrust value at the steering angle is equal to or greater than a predetermined number, calculating an average value of the stored rack thrust values at the steering angle, and based on the difference between the calculated average value and the reference rack thrust value at the previously stored steering angle, The step of calculating the gain
Wherein the friction compensation control method comprises:
Determining that the learning condition is satisfied if the value of the vehicle speed, the lateral acceleration, the steering angle, and the steering angle velocity are within a predetermined range; And
Checking the system error of the vehicle and determining that the system error does not correspond to the learning condition
Incomparison compensation control method.
And if the previously stored rack thrust average value exists at the steering angle, the frictional compensation gain is calculated based on the difference between the previously stored rack thrust average value and the previously stored reference rack thrust value at the steering angle
Incomparison compensation control method.
And updating the previously stored rack thrust average value at the steering angle including the rack thrust value at the steering angle calculated corresponding to the learning condition
Incomparison compensation control method.
And updating the previously stored rack thrust average value at the steering angle using the predetermined number of latest rack thrust values at the steering angle
Incomparison compensation control method.
A drive control unit for calculating a drive current to be supplied to the motor based on the torque information received from the torque sensor of the steering wheel and compensating the drive current by applying the friction compensation gain to the calculated drive current,
And a friction compensation control function.
Wherein the friction compensation gain for the assist control is a value less than zero and the friction compensation gain for the damping control is a value greater than zero, Wherein the friction compensation gain for the return control is a value greater than zero
A steering apparatus having an impaction compensation control function.
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KR101539081B1 (en) * | 2014-05-28 | 2015-07-24 | 현대모비스 주식회사 | Apparatus and method of friction compensation for mdps system |
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