KR20240024624A - Steering control apparatus and method - Google Patents

Abstract

This disclosure relates to a steering control device and method. Specifically, the steering control device according to the present disclosure includes a receiver that receives the steering angular velocity and the first assist torque of the steering wheel, calculates the second assist torque based on the steering angular velocity, and calculates a difference value between the first assist torque and the second assist torque. A calculation unit that classifies the difference value into one of a plurality of sections and calculates the third assist torque corresponding to the classified section, and a control signal to compensate the first assist torque by the third assist torque and output it as the final assist torque. It includes an output unit that generates.

Description

Steering control device and method {STEERING CONTROL APPARATUS AND METHOD}

The present embodiments relate to a steering control device and method for controlling a steering motor.

Nowadays, the development of vehicle safety control systems is advancing rapidly in response to consumer demands. These safety systems are applied to various fields such as steering, braking, and suspension, and have recently been implemented in various ways using electronic components.

In particular, in the steering assistance system that assists the steering of the vehicle, a redundant system that controls the steering of the vehicle by using two or more controllers is applied to the conventional system that uses one controller to control the vehicle. Interest in steering assistance systems is increasing. This redundant system is equipped with two or more controllers and can provide higher driving stability by performing control operations by replacing one controller with another controller when a failure occurs.

Against this background, the present disclosure seeks to provide a steering control device and method that provides appropriate assist torque by compensating for a delay gap between assist torque generated from two power packs.

In order to solve the above-described problem, in one aspect, the present disclosure includes a receiver that receives the steering angular velocity and the first assist torque of the steering wheel, calculates the second assist torque based on the steering angular velocity, and includes the first assist torque and the second assist torque. A calculation unit that classifies the difference value between assist torques into one of a plurality of sections and calculates the third assist torque corresponding to the section into which the difference value is classified, and a final assist torque that compensates the first assist torque by the third assist torque. A steering control device including an output unit that generates a control signal to be output is provided.

In another aspect, the present disclosure includes a first steering control module that receives a steering angular velocity of a steering wheel, calculates a first assist torque based on the steering angular velocity, and outputs the first assist torque, and a steering angular velocity of the steering wheel and a first assist torque. Receives the assist torque, calculates the second assist torque based on the steering angular speed, classifies the difference value between the first assist torque and the second assist torque into one of a plurality of sections, and corresponds to the classified section. A steering control device is provided including a second steering control module that generates a control signal to calculate the third assist torque, compensate the first assist torque by the third assist torque, and output the final assist torque.

In another aspect, the present disclosure includes an information receiving step of receiving a steering angular velocity and a first assist torque of a steering wheel, calculating a second assist torque based on the steering angular velocity, and calculating a difference value between the first assist torque and the second assist torque. An assist torque calculation step in which the difference value is classified into one section among a plurality of sections and the third assist torque corresponding to the classified section is calculated, and the first assist torque is compensated by the third assist torque to be output as the final assist torque. A steering control method including a control signal output step for generating a signal is provided.

As described above, according to the present disclosure, the steering control device and method generate assist torque generated from two power packs with minimal delay, and thus can provide appropriate assist torque for the driver's steering.

In addition, due to the nature of EPS, which is transmitted directly by hand, the difference in sensation felt by the driver becomes sensitive depending on the performance. In this respect, the delay of BN EPS, which is driven by two power packs, has a significant impact on product performance and the driver's sense of heterogeneity. It can be harmful. The present disclosure can improve performance/eliminate such performance degradation and heterogeneity by effectively reducing the delay through delay compensation.

1 is a diagram for explaining a steering assistance system according to an embodiment.
Figure 2 is a block diagram for explaining a steering control device according to an embodiment of the present disclosure.
Figure 3 is a block diagram for specifically explaining a first steering control module and a second steering control module according to an embodiment.
Figure 4 is a flowchart for explaining a steering control method according to an embodiment of the present disclosure.
FIG. 5 is a flowchart illustrating storing a difference value between a first assist torque and a second assist torque and compensating the first assist torque according to an embodiment.

Hereinafter, some embodiments of the present disclosure will be described in detail with reference to illustrative drawings. In adding reference numerals to components in each drawing, the same components may have the same reference numerals as much as possible even if they are shown in different drawings. Additionally, in describing the present embodiments, if it is determined that a detailed description of a related known configuration or function may obscure the gist of the present technical idea, the detailed description may be omitted. When “comprises,” “has,” “consists of,” etc. mentioned in the specification are used, other parts may be added unless “only” is used. When a component is expressed in the singular, it can also include the plural, unless specifically stated otherwise.

Additionally, in describing the components of the present disclosure, terms such as first, second, A, B, (a), and (b) may be used. These terms are only used to distinguish the component from other components, and the nature, sequence, order, or number of the components are not limited by the term.

In the description of the positional relationship of components, when two or more components are described as being “connected,” “coupled,” or “connected,” the two or more components are directly “connected,” “coupled,” or “connected.” ", but it should be understood that two or more components and other components may be further "interposed" and "connected," "combined," or "connected." Here, other components may be included in one or more of two or more components that are “connected,” “coupled,” or “connected” to each other.

In the description of temporal flow relationships related to components, operation methods, production methods, etc., for example, temporal precedence relationships such as “after”, “after”, “after”, “before”, etc. Or, when a sequential relationship is described, non-continuous cases may be included unless “immediately” or “directly” is used.

On the other hand, when a numerical value or corresponding information (e.g., level, etc.) for a component is mentioned, even if there is no separate explicit description, the numerical value or corresponding information is related to various factors (e.g., process factors, internal or external shocks, It can be interpreted as including the error range that may occur due to noise, etc.).

1 is a diagram schematically showing a steering assistance system 1 according to the present disclosure.

Referring to FIG. 1, the steering assistance system 1 according to the present disclosure includes a steering control device 10, a steering wheel 11, a shaft 12, a steering angle sensor 13, a torque sensor 14, and a speed sensor ( 15) and a steering motor 16, etc.

The steering wheel 11 can be rotated by the driver's manipulation. The steering wheel 11 may be combined with the shaft 12. The shape of the steering wheel 11 may be circular as shown in FIG. 1, but is not limited thereto.

The shaft 12 is coupled to the steering wheel 11 and can rotate together with the steering wheel 11. The shape of the shaft 12 may be cylindrical.

Although not shown, the shaft 12 may include a plurality of reducers, and any one of the plurality of reducers may be coupled to the outer peripheral surface of the shaft 12.

Although not shown, the steering assistance device 100 according to the present disclosure may be provided with a steering column including a shaft 12 and a reducer.

The steering angle sensor 13 can detect the steering angle generated by rotation of the steering wheel 11. Additionally, the steering angle sensor 13 may output a steering angle signal indicating information about the steering angle.

Here, the steering angle generally may not be detected unless the steering wheel 11 rotates, and the corresponding steering angle signal may not be output unless the steering wheel 11 rotates.

The torque sensor 14 can detect steering torque generated by rotation of the steering wheel 11. And, when the steering torque is detected, the torque sensor 14 can output a steering torque signal indicating information about the steering torque.

Here, the steering torque may refer to the torque applied to the torsion bar existing between the input shaft and output shaft of the shaft 12. Therefore, the steering torque can be sensed even if the steering wheel 11 is not rotated.

The speed sensor 15 can detect the speed of the vehicle and output a vehicle speed signal indicating information about the vehicle speed.

The steering control device 10 may receive a steering angle signal output by the steering angle sensor 13, a steering torque signal output by the torque sensor 14, and a vehicle speed signal output by the speed sensor 15. The steering control device 10 may receive a steering angle signal and a steering torque signal, calculate a rack stroke for providing assist torque, and output a control signal corresponding to the rack stroke to the steering motor 16.

This steering control device 10 is composed of hardware and software such as an Electronic Control Unit (ECU) including a Micro Controller Unit (MCU), an inverter, and a Printed Circuit Board (PCB). It can be implemented.

The steering motor 16 can receive a control signal from the steering control device 10 and drive at torque and rotational speed according to the command current. Although not shown, the steering motor 16 may be combined with a reducer disposed on the shaft 12. As the steering motor 16 rotates, the reducer arranged on the shaft 12 and the shaft 120 may rotate.

When the steering control device 10 is configured as a redundant system with a plurality of steering control modules, the steering motor 16 may be composed of the same number of steering motors 16 each connected to the plurality of steering control modules. For example, when the steering control device 10 includes a first steering control module and a second steering control module, the steering motor 16 includes a first steering motor and a second steering motor connected to the first steering control module. It may include a second steering motor connected to the control module.

Meanwhile, the shaft rotates due to the rotation of the steering motor 16, and the wheels move left or right by the operation of the rack and pinion, allowing the vehicle to turn. Additionally, the steering assistance system 1 may be configured to transmit the rotational movement of the steering motor 16 to a rack bar through a worm wheel and move the wheel connected to the rack bar to the left or right.

Hereinafter, the steering control device 10 according to an embodiment of the present disclosure will be described with reference to the accompanying drawings.

Figure 2 is a block diagram for explaining the steering control device 10 according to an embodiment of the present disclosure.

Referring to FIG. 2, the steering control device 10 according to the present disclosure may include a first steering control module 110 and a second steering control module 120.

More specifically, the steering control device 10 according to an embodiment of the present disclosure includes a first steering control module 110 and a second inverter 123 that control the first steering motor to generate assist torque through the first inverter. -2) and includes a second steering control module 120 that controls the second steering motor to generate assist torque, and the first steering control module 110 or the second steering control module 120 is connected to the first inverter. And when the second inverter fails, assist torque can be generated by turning on one of the inverters of the first inverter 123-2 and the second inverter 113-2.

The steering control device according to an embodiment of the present disclosure may be an ADAS (Advance Driver Assistance Systems) that provides information to help drive the vehicle or helps the driver control the vehicle.

Here, ADAS can refer to various types of advanced driver assistance systems, and driver assistance systems include, for example, Autonomous Emergency Braking, Smart Parking Assistance System (SPAS), and blind spot detection. (BSD: Blind Spot Detection) system, Adaptive Cruise Control (ACC) system, Lane Departure Warning System (LDWS), Lane Keeping Assist System (LKAS), lane change It may include an auxiliary system (LCAS: Lane Change Assist System), etc. However, it is not limited to this.

Here, a vehicle can refer to a car that is equipped with a prime mover and uses that power to roll the wheels so that it can move on the ground without relying on a railroad or constructed line. Additionally, the vehicle may be an electric vehicle that obtains driving energy by rotating the motor with electricity accumulated in a battery rather than obtaining driving energy from combustion of fossil fuels.

The steering control device 10 can be mounted on a manned car or autonomous vehicle in which a driver rides and controls the vehicle.

The steering control device 10 may be configured as a redundant system to control the steering of the vehicle through the first steering control module 110 or the second steering control module 120. If the steering control device 10 determines that the first steering control module 110 is malfunctioning and cannot fully perform its role, it transfers control to the second steering control module 120 ( 120) can control the steering of the vehicle.

In addition, the steering control device 10 sets the first steering control module 110 to the master mode and the second steering control module 120 to the slave mode, so that the second steering control module 120 It can be set to be controlled by the first steering control module 110. Accordingly, when the steering control device 10 generates assist torque, the first steering control module 110 outputs a control signal to the second steering control module 120 so that each steering motor generates assist torque. can do.

FIG. 3 is a block diagram for specifically explaining the first steering control module 110 and the second steering control module 120 according to an embodiment.

Referring to FIG. 3, the first steering control module 110 includes a first sensor unit 111, a first communication unit 112, a first steering motor power supply unit 113, a first controller unit 114, and a first controller. It may include a monitoring unit 115 and a first power conversion unit 116.

And, the second steering control module 120 includes a second sensor unit 121, a second communication unit 122, a second steering motor power supply unit 123, a second controller unit 124, and a second controller monitoring unit 125. ) and a second power conversion unit 126.

In particular, the first sensor unit 111, the first communication unit 112, the first steering motor power unit 113, the first controller unit 114, and the first controller monitoring unit 115 of the first steering control module 110. ) and the first power conversion unit 116, the second sensor unit 121 of the second steering control module 120, the second communication unit 122, the second steering motor power unit 123, and the second controller unit ( 124), the second controller monitoring unit 125, and the second power conversion unit 126 are each identical to each other, so for simplicity of explanation, only the components of the first steering control module 110 will be described below. do.

The first sensor unit 111 may include a first temperature sensor 111-1, a first current sensor 111-2, and a first motor position sensor 111-3, but is not limited thereto. Alternatively, any sensor can be included as long as it can measure the status of the vehicle's steering system.

The first temperature sensor 111-1 may measure the temperature of the first steering control module 110. The first temperature sensor 111-1 may obtain first temperature information based on the measured temperature of the first steering control module 110. The first temperature sensor 111-1 may be connected to the first controller unit 114. The first temperature sensor may provide the obtained first temperature information to the first controller unit 114.

The first current sensor 111-2 can measure the first assist current between the first steering motor power supply unit 113 and the steering motor 16. The first current sensor 111-2 may obtain first assist current information based on the measured first assist current. The first current sensor 111-2 may be connected to the first controller unit 114. The first current sensor 111-2 may provide the obtained first assist current information to the first controller unit 114.

The first motor position sensor 111-3 can measure the position of the steering motor 16. The first motor position sensor 111-3 may obtain first motor position information based on the measured position of the steering motor 16. The first motor position sensor 111-3 may be connected to the first controller unit 114. The first motor position sensor 111-3 may provide the obtained first motor position information to the first controller unit 114.

The first communication unit 112 may include a first internal communication unit 112-1 and a first external communication unit 112-2.

The first internal communication unit 112-1 may be connected to the second internal communication unit 122-1 of the second steering control module 120 through the internal communication network 200. That is, the first internal communication unit 112-1 and the second internal communication unit 122-1 are connected to each other through the internal communication network 200, and the first steering control module 110 and the second steering control module 120 Information can be transmitted and received from each other.

Additionally, the first internal communication unit 112-1 may be connected to the first controller unit 114. That is, the first internal communication unit 112-1 receives information (e.g., operation status information of the second steering control module 120, etc.) provided from the second steering control module 120 through the internal communication network 200. Can be provided to the first controller unit 114. And, the first internal communication unit 112-1 receives information provided from the first controller 114 (for example, operation status information of the first steering control module 110, etc.) through the internal communication network 200. It can be provided to the second internal communication unit 122-1.

The first external communication unit 112-2 may be connected to the vehicle through the first external communication network 210. That is, the first external communication unit 112-2 and the vehicle are connected to each other through the first external communication network 210, and information about the first steering control module 110 and the vehicle can be transmitted to and received from each other. For example, the first external communication unit 112-2 may provide information provided from the vehicle (e.g., vehicle status information, etc.) to the first controller unit 114 through the first external communication network 210. . And, the first external communication unit 112-2 transmits information provided from the first controller 114 (for example, operation status information of the first steering control module 110, etc.) to the first external communication network 210. It can be provided by vehicle.

Here, the first internal communication unit 112-1 and the second external communication unit 112-2 may include at least one of wired and wireless communication units. In particular, the first internal communication unit 112-1 and the second external communication unit 112-2 may include a CAN (control area network) communicator, but are not limited thereto and can connect each steering control module and the vehicle to each other. It can include any communicator, if any.

The first steering motor power supply unit 113 may include a first gate driver 113-1, a first inverter 113-2, and a first phase cut off circuit (PCO) 113-3. there is.

The first gate driver 113-1 may be connected to the first controller unit 114. The first gate driver 113-1 may receive a first gate signal from the first controller unit 114. Additionally, the first gate driver 113-1 may be connected to the first inverter 113-2. The first gate driver 113-1 may provide the first gate signal received from the first controller unit 114 to the first inverter 113-2.

The first inverter 113-2 may be connected to the voltage supply module. The first inverter 113-2 may receive the first direct current voltage from the voltage supply module. Additionally, the first inverter 113-2 may be connected to the first gate driver 113-1. The first inverter 113-2 may receive a first gate signal from the first gate driver 113-1.

The first inverter 113-2 is a DC-AC converter that modulates the first direct current voltage provided from the voltage supply module according to the first gate signal provided from the first gate driver 113-1 to provide the first assist. It can generate electric current.

The first inverter 113-2 may include a three-phase inverter, but is not limited thereto and may be modified depending on the steering motor and power source.

The first PCO (113-3) may be connected to the first inverter (113-2). The first PCO (113-3) may receive the first assist current from the first inverter (113-2).

The first PCO (113-3) may supply or block the first assist current provided from the first inverter (113-2) through an on-off operation. That is, the first PCO (113-3) may be connected to the steering motor (16). The first PCO (113-3) may supply or block the first assist current provided from the first inverter (113-2) to the steering motor (16).

Here, the PCO is an element or circuit capable of cutting off a phase, and may include at least one of a switch, breaker, disconnector, and switch, but is not limited to this and cuts off the phase ( It can include any device or circuit as long as it can be cut off.

The first controller unit 114 includes a first sensor unit 111, a first communication unit 112, a first steering motor power supply unit 113, a first controller monitoring unit 115, and a first power conversion unit 116. can be connected The first controller unit 114 includes the first sensor unit 111, the first communication unit 112, the first steering motor power unit 113, the first controller monitoring unit 115, and the first power conversion unit 116. Movement can be controlled.

For example, the first controller unit 114 may include steering wheel torque information provided from at least one first steering torque sensor, steering angle information of the steering wheel provided from at least one first steering angle sensor, and a first sensor unit ( Based on the first temperature information, first assist current information, and first motor position information provided from 111), and vehicle status information provided from the first communication unit 112 (for example, vehicle speed information), the first The first assist current of the first inverter 113-2 can be controlled by generating a gate signal and providing the generated first gate signal to the first gate driver 113-1.

Here, the first gate signal may be generated using a preset modulation method. In particular, the preset modulation methods include pulse width modulation, optimal voltage modulation, triangular comparison voltage modulation, and space vector voltage modulation. It may include at least one voltage modulation method, but is not limited to this, and may include any method as long as it can generate a gate signal that can control the operation of the inverter.

The first controller unit 114 may include a first MCU (Micro Controller Unit) 114-1, but is not limited thereto and is a device (or computer) capable of processing (or executing and calculating) a program. ) can include any device (or computer).

The first controller monitoring unit 115 may be connected to the first controller unit 114. The first controller monitoring unit 115 may monitor the operating state of the first controller unit 114. For example, the first controller unit 114 may provide a first watchdog signal to the first controller monitoring unit 115. Additionally, the first controller monitoring unit 115 may be cleared or generate a first reset signal based on the first watchdog signal provided from the first controller unit 114.

And, when the first controller monitoring unit 115 is cleared, it may mean that the first controller unit 114 is operating normally. In addition, when the first controller monitoring unit 115 generates the first reset signal and provides it to the first controller unit 114, this may mean that the first controller unit 114 is operating abnormally, and 1 Can be reset by a reset signal.

Here, the first watchdog signal may be a signal that the first controller monitoring unit 115 periodically monitors the operation of the first controller 114 (for example, a signal that prevents reset). That is, the first watchdog signal may be a signal that confirms that the program currently being executed in the first controller unit 114 is alive.

The first controller monitoring unit 115 may include a first watchdog 115-1, but is not limited thereto and includes any device that can monitor the first controller unit 114. can do. In particular, the first watchdog 115-1 may include a deadline, that is, a first window watchdog with a start and end.

The first power conversion unit 116 may be connected to a power supply module. The first power conversion unit 116 may receive the first direct current voltage from the power supply module. The first power converter 116 may convert the first direct current voltage provided from the power supply module to generate at least one first operating voltage.

The first power conversion unit 116 includes a first sensor unit 111, a first communication unit 112, a first steering motor power supply unit 113, a first controller unit 114, and a first controller monitoring unit 115. can be connected The first power conversion unit 116 converts the generated at least one first operating voltage to the first sensor unit 111, the first communication unit 112, the first steering motor power supply unit 113, and the first controller unit 114. And it can be provided to the first controller monitoring unit 115.

Here, the first operating voltage operates the first sensor unit 111, the first communication unit 112, the first steering motor power supply unit 113, the first controller unit 114, and the first controller monitoring unit 115. It can be any voltage that can be used. Accordingly, there may be a plurality of such first operating voltages, and the first sensor unit 111, the first communication unit 112, the first steering motor power supply unit 113, the first controller unit 114, and the first controller monitor. It can be generated by modifying according to the operating voltage of the unit 115.

Additionally, the first power converter 116 may include a DC-DC converter. Here, the DC-DC converter may include, but is not limited to, a buck converter, and if the first direct current voltage can be received and converted to a first operating voltage lower than the provided first direct current voltage, any It may also include a converter.

Additionally, the first power conversion unit 116 may include a first regulator 116-1. Here, the first regulator 116-1 may receive the first direct current voltage and convert it into a first operating voltage lower than the received first direct current voltage.

Meanwhile, the second steering control module 120 monitors the operating state of the first steering control module 110 that currently controls the steering motor through the internal communication network 200, and as a result of the monitoring, the first steering control module 110 If the operating state is abnormal, the second sensor unit 121, the second communication unit 122, the second steering motor power unit 123, the second controller unit 124, the second controller monitoring unit 125, and the second sensor unit 121. The steering motor 16 can be controlled using at least one of the two power conversion units 126.

For example, the second steering control module 120 monitors the operating state of the first steering control module 110 that currently controls the steering motor through the internal communication network 200, and as a result of the monitoring, the first steering control module 110 If the operating state is abnormal, that is, at least one of the first motor position information, first temperature information, and first assist current information of the first sensor unit 111 and the vehicle status of the first communication unit 112 information, the first assist current of the first steering motor power supply unit 113, the first gate signal of the first controller unit 114, the first watchdog signal of the first controller monitoring unit 115, and the first When at least one of the first operating voltages of the power conversion unit 116 is abnormal, the first sensor unit 111, the first communication unit 112, the first steering motor power supply unit 113, and the first controller unit 114 , a second sensor unit 121, a second communication unit 122, a second steering motor power unit 123, and a second sensor unit 121 that perform the same functions as the first controller monitoring unit 115 and the first power conversion unit 116. Using at least one of the controller unit 124, the second controller monitoring unit 125, and the second power conversion unit 126, that is, the second motor position information, second temperature information, and At least one of the second assist current information, the vehicle status information of the second communication unit 122, the second assist current of the second steering motor power supply unit 13, and the second assist current of the second controller unit 124. The steering motor 16 can be controlled using at least one of the gate signal, the second watchdog signal of the second controller monitoring unit 125, and the second operating voltage of the second power converter 126.

The power supply module according to the present embodiments may include a direct current power source and a power path switching unit.

A direct current power source can provide direct current voltage. Here, the direct current voltage may include a first direct current voltage and a second direct current voltage. In particular, the first direct current voltage and the second direct current voltage may have the same direct current voltage.

The direct current power source may provide a first direct current voltage to the first steering control module 110. In particular, the first direct current voltage may be provided to the first regulator 116-1 of the first power conversion unit 116 and the first inverter 113-2 of the first steering motor power supply unit 113.

And, the direct current power supply may provide a second direct current voltage to the second steering control module 120. In particular, the second direct current voltage may be provided to the second regulator 126-1 of the second power conversion unit 126 and the second inverter 123-2 of the second steering motor power supply unit 123.

The power supply module according to the present embodiments may further include a power path switching unit. The power path switching unit may be connected to a direct current power source. The power path switching unit may receive direct current voltage from a direct current power source. In particular, the power path switching unit may receive a first direct current voltage and a second direct current voltage from a direct current power source.

The power path switching unit receives the first direct current voltage and the second direct current voltage from the direct current power source, controls the power path, and converts the first direct current voltage to the first steering control module 110 (i.e., the first direct current voltage of the first power converting unit 116). 1 The regulator (116-1) and the first inverter (113-2) of the first steering motor power supply unit 113) transmit the second direct current voltage to the second steering control module 120 (i.e., the second power conversion unit ( It can be provided by the second regulator (126-1) of 126) and the second inverter (123-2) of the second steering motor power supply unit 123.

Meanwhile, the second steering control module 120 monitors the operating status of the first steering control module 110, which currently controls the steering motor, through the internal communication network 200, and switches DC power (or power path) as a result of the monitoring. If the first direct current voltage supplied from the unit) to the first steering control module 110 is abnormal, the second direct current voltage is supplied from the direct current power source (or power path switching unit) and the steering motor 16 is operated based on this. You can control it. Here, the internal communication network 200 may be a private CAN (Controller Area Network) that exchanges data between the first steering control module 110 and the second steering control module 120 at high speed.

Hereinafter, the description will be made on the assumption that the second steering control module controls the steering of the vehicle in a slave mode controlled by the first steering control module.

The steering control device according to an embodiment of the present disclosure includes a first steering control module that receives the steering angular velocity of the steering wheel, calculates the first assist torque based on the steering angular velocity, and outputs the first assist torque, and the steering wheel. Receives the steering angular velocity and the first assist torque, calculates the second assist torque based on the steering angular velocity, classifies the difference value between the first assist torque and the second assist torque into one of a plurality of sections, and determines the difference value. It may include a second steering control module that generates a control signal to calculate the third assist torque corresponding to the classified section, compensate the first assist torque by the third assist torque, and output the final assist torque.

The steering control device 10 according to an embodiment of the present disclosure may include a receiving unit, a calculating unit, and an output unit. The steering control device 10 including the above-described configuration may mean the second steering control module 120 in slave mode.

The receiver may receive the steering angular velocity and the first assist torque of the steering wheel.

Here, the steering angular speed may be calculated and received from the steering angle sensor, and the first assist torque may be calculated and received based on the steering angular speed from the first steering control module 110. The first assist torque may mean that the first steering control module 110 calculates the assist torque and the torque that the second steering motor must generate among the assist torques that must be generated by each of the first steering motor and the second steering motor.

The calculation unit calculates the second assist torque based on the steering angular speed, classifies the difference between the first assist torque and the second assist torque into one of a plurality of sections, and provides a third assist corresponding to the section into which the difference value is classified. Torque can be calculated.

Here, the second assist torque refers to the assist torque to be generated by the second steering control module 120 calculated based on the steering angle speed received at the time the second steering control module 120 receives the first assist torque. can do.

Accordingly, the values of the first assist torque and the second assist torque may vary depending on the driver's driving situation. This may occur due to a difference in transmission time of the control signal for generating assist torque from the first steering control module 110 to the second steering control module 120.

Accordingly, since the timing at which the assist torque generated by the two steering motors is generated varies, appropriate assist torque may not be provided depending on the driver's steering.

To solve this problem, the second steering control module 120 may store the difference between the first assist torque and the second assist torque value in one of a plurality of sections. Here, the plurality of sections may be divided into sections according to the steering angular speed. That is, the difference between the first assist torque and the second assist torque value may be stored for each steering angular speed.

And, the third assist torque corresponding to each section may be the average value of difference values stored according to the classified sections.

The difference value may be a value based on a specific assist torque. For example, when the second assist torque is set as the standard, a value obtained by subtracting the first assist torque value from the second assist torque may be the difference value when the second assist torque is the standard. Therefore, the difference value can be calculated as both positive and negative numbers.

The output unit may generate a control signal to compensate for the first assist torque by the third assist torque and output the final assist torque.

The output unit may not output a control signal until the calculation unit stores the difference values in all sections. That is, after the calculation unit completes setting the table, the output unit may reserve the control signal to output an appropriate final assist torque based on the table in which sufficient data has been accumulated.

The above-described receiver, calculation unit, and output unit may also include the first steering control module 110, where the second steering control module 120 is in the master mode and the first steering control module 110 is in the slave mode. In this case, the first steering control module 110 may also implement the above-described configurations like the second steering control module 120.

The first steering control module 110 and the second steering control module 120 may be implemented with an electronic control unit (ECU), a microcomputer, etc.

In one embodiment, a computer system (not shown) such as the first steering control module 110 and the second steering control module 120 may be implemented as an electronic control unit. The electronic control unit may include at least one of one or more processors, memory, storage, user interface input, and user interface output, which may communicate with each other through a bus. Additionally, the computer system may also include a network interface for connecting to a network. A processor may be a CPU or a semiconductor device that executes processing instructions stored in memory and/or storage. Memory and storage may include various types of volatile/non-volatile storage media. For example, memory may include ROM and RAM.

Hereinafter, a steering control method using the steering control device 10 that can perform all of the above-described present disclosure will be described.

Figure 4 is a flowchart explaining a steering control method according to an embodiment of the present disclosure.

An information receiving step (S410) of receiving the steering angular velocity and the first assist torque of the steering wheel, calculating the second assist torque based on the steering angular velocity, and calculating the difference between the first assist torque and the second assist torque among a plurality of sections. An assist torque calculation step (S420) in which the third assist torque is classified into one section and the difference value is calculated corresponding to the classified section, and a control signal is provided to compensate the first assist torque by the third assist torque and output the final assist torque. It may include a control signal output step (S430) that generates.

FIG. 5 is a flowchart illustrating storing a difference value between a first assist torque and a second assist torque and compensating the first assist torque according to an embodiment.

Referring to FIG. 5, the steering control device 10 may determine whether the table setting for assist torque compensation has been completed (S510). To compensate for the assist torque, since the assist torque is affected by the steering angular velocity of the steering wheel, the steering angular velocity can be divided into a plurality of sections and the final assist torque corresponding to the received steering angular velocity can be set in a table. Since this table can output assist torque suitable for the driving environment as the accumulated data increases, the steering control device 10 can determine whether the table has been set.

If the table setting is not completed (No in S510), the steering control device 10 may store the difference value between the first assist torque and the second assist torque for each section (S520). Saving the difference value for each section is not limited to the steering angular speed, and the assist torque corresponding to other variables (vehicle inclination, torque change amount, etc.) can be set in a table.

The steering control device 10 may determine whether the difference value is stored in all of the plurality of set sections (S530). The plurality of sections may be set as many sections or may be set as relatively few sections depending on the driving environment.

For example, when the vehicle is traveling in a straight section, the steering control device 10 may set the size of the section before division to be small and divide the section set small into a plurality of sections. Additionally, the steering control device 10 can be set to divide a plurality of sections into more sections than usual.

For another example, when the vehicle is driving on a curve, the steering control device 10 may set the steering angular velocity of the entire section to be large and divide the section set large into a plurality of sections. Additionally, the steering control device 10 can be set to divide a plurality of sections into fewer sections than usual.

When all difference values are stored in a plurality of set sections (Yes in S530), the steering control device 10 may generate a control signal to compensate for the first assist torque by the third assist torque and output the final assist torque ( S540).

If all the difference values are not stored in the plurality of set sections (No in S530), the steering control device 10 may return to step S510 and determine whether the setting of the table has been completed.

When the table setting is completed, the steering control device 10 may generate a control signal to compensate for the first assist torque by the third assist torque and output the final assist torque (S540).

As described above, according to the present disclosure, the steering control device and method generate assist torque generated from two power packs with minimal delay, and thus can provide appropriate assist torque for the driver's steering.

In addition, due to the nature of EPS, which is transmitted directly by hand, the difference in sensation felt by the driver becomes sensitive depending on the performance. In this respect, the delay of BN EPS, which is driven by two power packs, has a significant impact on product performance and the driver's sense of heterogeneity. It can be harmful. The present disclosure can improve performance/eliminate such performance degradation and heterogeneity by effectively reducing the delay through delay compensation.

The above description is merely an illustrative explanation of the technical idea of the present disclosure, and those skilled in the art will be able to make various modifications and variations without departing from the essential characteristics of the present disclosure. In addition, the present embodiments are not intended to limit the technical idea of the present disclosure, but rather to explain it, so the scope of the present technical idea is not limited by these embodiments. The scope of protection of this disclosure should be interpreted in accordance with the claims below, and all technical ideas within the equivalent scope should be interpreted as being included in the scope of rights of this disclosure.

1: Steering assistance system 10: Steering control device
110: first steering control module 120: second steering control module

Claims (9)

a receiving unit that receives the steering angular velocity and first assist torque of the steering wheel;
A second assist torque is calculated based on the steering angular velocity, the difference value between the first assist torque and the second assist torque is classified into one of a plurality of sections, and the difference value is classified into a second assist torque corresponding to the section into which the difference value is classified. 3 Calculation unit that calculates assist torque; and
A steering control device comprising an output unit that generates a control signal to compensate for the first assist torque by the third assist torque and output the final assist torque. According to paragraph 1,
The calculation unit,
Store the difference value for each classified section,
The third assist torque is,
A steering control device that is the average value of the difference values stored in the classified sections. According to paragraph 1,
The calculation unit,
A steering control device that sets the plurality of sections based on the steering angular velocity of the steering wheel and stores the difference value in a section containing the received steering angular velocity. a first steering control module that receives a steering angular velocity of a steering wheel, calculates a first assist torque based on the steering angular velocity, and outputs the first assist torque; and
Receives the steering angular velocity of the steering wheel and the first assist torque, calculates a second assist torque based on the steering angular velocity, and calculates a difference between the first assist torque and the second assist torque in one of a plurality of sections. A second section generates a control signal to classify the difference into one section, calculate a third assist torque corresponding to the section into which the difference value is classified, and compensate the first assist torque by the third assist torque to output the final assist torque. A steering control device including a steering control module. According to clause 4,
The first steering control module,
A steering control device that receives the second assist torque from the second steering control module and stores the difference value for each classified section. According to clause 4,
The first steering control module,
A steering control device that transmits and receives data through the second steering control module and Private CAN. An information receiving step of receiving a steering angular velocity and a first assist torque of the steering wheel;
A second assist torque is calculated based on the steering angular velocity, the difference value between the first assist torque and the second assist torque is classified into one of a plurality of sections, and the difference value is classified into a second assist torque corresponding to the section into which the difference value is classified. 3 assist torque calculation step of calculating assist torque; and
A steering control method comprising generating a control signal to compensate the first assist torque by the third assist torque and output the final assist torque. In clause 7,
The assist torque calculation step is,
Store the difference value for each classified section,
The third assist torque is,
A steering control method in which the average value of the difference values stored in the classified sections is used. In clause 7,
The assist torque calculation step is,
A steering control method for setting a plurality of sections based on the steering angular velocity of the steering wheel and storing the difference value in a section containing the received steering angular velocity.

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