WO2007007694A1 - 車両の操舵アシスト装置 - Google Patents
車両の操舵アシスト装置 Download PDFInfo
- Publication number
- WO2007007694A1 WO2007007694A1 PCT/JP2006/313625 JP2006313625W WO2007007694A1 WO 2007007694 A1 WO2007007694 A1 WO 2007007694A1 JP 2006313625 W JP2006313625 W JP 2006313625W WO 2007007694 A1 WO2007007694 A1 WO 2007007694A1
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- WIPO (PCT)
- Prior art keywords
- gain
- steering
- steering angle
- change
- vehicle
- Prior art date
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
- B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
- B62D5/046—Controlling the motor
- B62D5/0463—Controlling the motor calculating assisting torque from the motor based on driver input
Definitions
- the present invention relates to a steering assist device for a vehicle that applies an assist force by an electric motor to steering a steered wheel by turning a steering handle.
- the control for the electric motor is controlled in accordance with the characteristics of the steering mechanism so that no noise is generated in the steering mechanism with the control response of the electric motor lowered. If the steering angle increases, the response delay of the output torque of the electric motor becomes significant with respect to the operation of the steering mechanism, and a large noise is generated in this case as well.
- the present invention has been made to address the above problems, and an object of the present invention is to provide a vehicle steering assist device that suppresses abnormal noise caused by the steering mechanism without deteriorating the steering feeling. It is in.
- the present invention is characterized in that it has an electric motor that gives an assist force to steering of a steered wheel by a turning operation of a steering wheel, and feeds back an actual control amount of the electric motor.
- a steering angle detection means for detecting a steering angle of a steering handle, and a response to the detected steering angle
- a gain changing means for changing the feedback gain in the feedback control is provided.
- the feedback gain is a control gain related to at least one of the proportional term and the integral term in the feedback control.
- the gain changing means changes the feed pack gain to a smaller side when the detected steering angle is large compared to when the steering angle is small, so that the response in feedback control is high. It is only necessary to reduce the noise that is generated. Further, the gain changing means changes when the detected steering angle is large and changes the feedback gain to be larger than when the steering angle is small, which is caused by low responsiveness in the feedback control. Abnormal noise may be reduced.
- the target control amount of the electric motor is, for example, a target current value that flows to the electric motor
- the actual control amount of the electric motor is the actual current value flowing in the electric motor detected by the current sensor.
- the steering torque detecting means for detecting the steering torque applied to the steering handle, the vehicle speed detecting means for detecting the vehicle speed, and the target of the electric motor according to the detected steering torque and the vehicle speed It is preferable to provide a target control amount determining means for determining a control amount so that the target control amount of the electric motor is determined according to the steering torque and the vehicle speed.
- the gain changing means changes the feedback gain in the feedback control according to the steering angle.
- the gain changing means changes the feedback gain to a smaller side when the steering angle of the steering wheel is large compared to when the steering angle is small, and the response in feedback control is high. Reduce generated noise.
- the gain changing means changes when the steering angle of the steering wheel is large and changes the feed pack gain to be larger than when the steering angle is small, resulting in low responsiveness in feedback control. To reduce abnormal noise.
- the control amount for bringing the actual control amount of the electric motor closer to the target control amount is changed without changing the target control amount, and the state corresponding to the target control amount from the current state of the electric motor
- the speed of change becomes slower or faster.
- the control amount for the electric motor required when the steering angle is large is secured, so that the steering feeling is not deteriorated.
- the control for the electric motor is tuned according to the characteristics of the steering mechanism so that no abnormal noise occurs in the steering mechanism with the control response of the electric motor being increased within the normal steering angle range. If the steering angle is increased, the feedback control amount to the electric motor is reduced and the output torque of the electric motor is less likely to fluctuate. Occurrence is suppressed.
- the electric motor is matched to the characteristics of the steering mechanism so that no abnormal noise is generated in the steering mechanism when the control response of the electric motor is low.
- the control for overnight if the steering angle becomes larger, the feedback control amount to the motorized motor is increased and the output torque of the motorized motor tends to fluctuate.
- the response delay of the output torque of the electric motor is avoided and the generation of abnormal noise is suppressed.
- the gain changing means changes the feedback gain from the first feedback gain to the second feedback gain when the steering angle detected by the steering angle detecting means becomes larger than the predetermined steering angle.
- a steering speed detecting means for detecting the steering speed of the steering wheel, and a gain changing means permitting the change of the feedback gain when the steering speed detected by the steering speed detecting means is smaller than the predetermined steering speed.
- a gain change control means for prohibiting the change of the feedback gain by the gain change means when the detected steering speed is equal to or higher than the predetermined steering speed.
- the feedback gain is switched in such a state, the control response of the electric motor May change suddenly and cause abnormal noise and malfunction in the steering mechanism.
- an abrupt change in the drive current to the electric motor is suppressed, and an abnormal noise in the steering mechanism due to a sudden change in control response of the electric motor 15 and The occurrence of defects is prevented.
- Another feature of the present invention is that the feedback gain is changed by the gain changing means and the gain changing control means according to the change of the steering angle detected by the steering angle detecting means and the steering speed detected by the steering speed detecting means. This is because the control has hysteresis characteristics.
- the frequency of switching the feedback gain is reduced with respect to changes in the steering angle and the steering speed.
- the switching of the feedback gain that is, the frequent switching of the drive current to the electric motor is alleviated, and the generation of abnormal noise in the steering mechanism is more effectively suppressed.
- the gain changing means changes the feedback gain from the first feedback gain to the second feedback gain when the steering angle detected by the steering angle detecting means becomes larger than the predetermined steering angle.
- the target current value decreases as the vehicle speed increases.
- Gain change control that allows the gain changing means to change the feedback gain when the flowing current is greater than the predetermined current, and prohibits the gain changing means from changing the feedback gain when the current flowing through the electric motor is less than or equal to the predetermined current.
- the target current value may be used as the current flowing through the electric motor, or the actual current value may be used.
- the feedback gain cannot be switched if the current flowing through the electric motor is small. In other words, even if the steering angle of the steering wheel is large, the feedback gain cannot be switched if the vehicle speed is high. As a result, even if the feedback gain is set so that no abnormal noise is generated from the steering mechanism when the vehicle where the steering wheel is largely steered is stopped or at extremely low speed, the feedback gain is not switched during high-speed driving. The deterioration of the steering feeling can be prevented.
- Another feature of the present invention is that the feedback gain change control by the gain change means and the gain change control means according to the change in the steering angle detected by the steering angle detection means and the current flowing through the electric motor is This is because it has hysteresis characteristics. According to this, the frequency of switching the feedback gain is reduced with respect to the change in the steering angle and the current value flowing through the electric motor. As a result, feedback gain switching, that is, frequent switching of drive current to the electric motor is alleviated, and abnormal noise in the steering mechanism is more effectively suppressed.
- the gain changing means changes the feedback gain from the first feedback gain to the second feedback gain when the steering angle detected by the steering angle detecting means is larger than the predetermined steering angle.
- a current change rate detecting means for detecting, as a current change rate, a ratio of a change rate of the current flowing in the electric motor to a change rate of the steering torque detected by the steering torque detecting means; When the current change rate detected by the current change rate detection means is larger than the predetermined change rate, the gain changing means is allowed to change the feedback gain, and when the detected current change rate is less than the predetermined change rate, the gain change is performed.
- gain change control means for prohibiting the feedback gain from being changed by the means.
- the target current value may be used as the current flowing in the electric motor, or the actual current A value may be used.
- the current change rate indicates the magnitude of torque fluctuation generated by the electric motor with respect to the required repulsive force, that is, the situation where abnormal noise is likely to occur due to an increase in the value.
- the current change rate is small, switching of the feedback gain by the gain changing means is prohibited, and when the current change rate becomes large, the switching of the feedback gain is allowed.
- the feedback gain can be easily switched in a situation where abnormal noise is likely to occur, so it is possible to achieve both reduction of abnormal noise and good steering filling.
- Another feature of the present invention is that feedback according to the gain change means and the gain change control means depends on the steering angle detected by the steering angle detection means and the change in current change rate detected by the current change rate calculation means. This is because it has hysteresis characteristics for gain change control. According to this, the frequency of switching the feedback gain is reduced with respect to the change in the steering angle and the current change rate. As a result, the switching of the feed pack gain, that is, the frequent switching of the drive current to the electric motor is alleviated, and the generation of abnormal noise in the steering mechanism is more effectively suppressed.
- the gain changing means changes the feedback gain from the first feedback gain to the second feedback gain when the steering angle detected by the steering angle detecting means becomes larger than the predetermined steering angle.
- the gain changing means when the vehicle speed detected by the vehicle speed detecting means is less than the predetermined vehicle speed, the gain changing means is allowed to change the feedback gain, and when the vehicle speed is equal to or higher than the predetermined vehicle speed, the gain changing means is used. And a gain change control means for prohibiting the change of the feedback gain.
- the feedback gain cannot be switched if the vehicle speed is high. As a result, the steering handle is steered greatly. Even when the feed pack gain is set so that no abnormal noise is generated from the steering mechanism when the vehicle is stopped or at extremely low speed, the feedback gain can be switched during high-speed driving. This can prevent the deterioration of steering feeling.
- Another feature of the present invention is that the gain changing means and the gain according to changes in the steering angle detected by the steering angle detecting means and the vehicle speed detected by the vehicle speed detecting means. This is because it has hysteresis characteristics for the feedback gain change control by the fin change control means. According to this, the frequency of feedback gain switching is reduced with respect to changes in the actual steering angle and vehicle speed. As a result, the feedback gain switching, that is, the frequent switching of the drive current to the electric motor is alleviated, and the generation of abnormal noise in the steering mechanism is better suppressed.
- the gain changing means includes mouth-to-pass fill processing means for subjecting the feedback gain changed according to the steering angle to mouth-to-pass filtering.
- FIG. 1 is an overall schematic diagram of a vehicle steering apparatus having a steering assist function according to an embodiment of the present invention.
- FIG. 2 is a functional block diagram of the electronic control unit of FIG. 1 according to a first control example of the present invention.
- Fig. 3 is a graph showing the relationship between steering torque, vehicle speed, and target current value.
- Fig. 4A is a graph showing the relationship between steering angle and P gain.
- Fig. 4B is a graph showing the relationship between steering angle and I gain.
- FIG. 5A is a graph showing another example of the relationship between the steering angle and the P gain.
- FIG. 5B is a graph showing another example of the relationship between the steering angle and the I gain.
- FIG. 6A is a graph showing yet another example of the relationship between the steering angle and the P gain.
- FIG. 6B is a graph showing yet another example of the relationship between the steering angle and the I gain.
- FIG. 7A is a graph showing still another example of the relationship between the steering angle and the P gain.
- FIG. 7B is a graph showing still another example of the relationship between the steering angle and the I gain.
- FIG. 8 is a functional block diagram of the electronic control unit of FIG. 1 according to a second control example of the present invention.
- FIG. 9 is a flowchart showing a steering angle determination program executed by the steering angle determination unit of FIG. It ’s all over.
- FIG. 10 is a flowchart showing a PI gain setting program executed by the PI gain setting unit shown in FIG.
- FIG. 11 is a diagram for explaining a memory map storing P gain and I gain.
- FIG. 12 is a functional block diagram of the electronic control unit of FIG. 1 according to a third control example of the present invention.
- FIG. 13 is a flowchart showing a gain change condition determination program executed by the gain change condition determination unit in FIG.
- FIG. 14 is a flowchart showing a modification of the gain change condition determination program of FIG.
- FIG. 15A is a graph showing the relationship between the steering angle and the end condition flag.
- FIG. 15B is a graph showing the relationship between the steering speed and the steering speed condition flag.
- FIG. 16 is a functional block diagram of the electronic control unit of FIG. 1 according to a fourth control example of the present invention.
- FIG. 17 is a flowchart showing a gain change condition determination program executed by the gain change condition determination unit in FIG.
- FIG. 18 is a functional block diagram of the electronic control unit of FIG. 1 according to a fifth control example of the present invention.
- Fig. 19 is a flowchart showing the current rate of change calculation program executed by the current rate of change calculator in Fig. 1'8.
- FIG. 20 is a flowchart showing a gain change condition determination program executed by the gain change condition determination unit in FIG.
- FIG. 21 is a functional block diagram of the electronic control unit of FIG. 1 according to a sixth control example of the present invention.
- FIG. 22 is a flowchart showing a gain change condition determination program executed by the gain change condition determination unit in FIG.
- FIG. 23 is a functional block diagram of the electronic control unit of FIG. 1 according to a modification of the first control example.
- FIG. 24 is a functional block diagram of the electronic control unit of FIG. 1 according to a modification of the second control example.
- FIG. 25 is a functional block diagram of the electronic control unit of FIG. 1 according to a modification of the third control example.
- FIG. 26 is a functional block diagram of the electronic control unit in FIG. 1 according to a modification of the fourth control example.
- FIG. 27 is a functional block diagram of the electronic control unit of FIG. 1 according to a modification of the fifth control example.
- FIG. 28 is a functional block diagram of the electronic control unit of FIG. 1 according to a modification of the sixth control example.
- FIG. 1 is a schematic diagram showing an entire vehicle steering apparatus including a steering assist device according to the present invention.
- This vehicle steering system includes a steering shaft 1 2 connected to a steering handle 1 1 so as to rotate integrally with an upper end thereof, and a pinion gear 1 3 is connected to the lower end of the shaft 1 2 so that the body rotates. Yes.
- the pinion gears 13 are meshed with the rack teeth formed on the rack bar 14 to constitute a rack and pinion mechanism.
- the left and right front wheels FW 1 and FW 2 are steerably connected to both ends of the rack bar 14 via tie rods and knuckle arms (not shown).
- the left and right front wheels FW 1 and FW 2 are steered to the left and right according to the axial displacement of the rack bar 14 accompanying the rotation of the steering shaft 12 around the axis.
- the rack bar 14 is assembled with an electric motor 15 for steering assist.
- the electric motor 15 is connected to the rack bar 14 via a pole screw mechanism 16 so that power can be transmitted, and the rotation assists the steering of the left and right front wheels FW 1 and FW 2.
- the pole screw mechanism 16 functions as a speed reducer and a rotating straight line converter, and decelerates the rotation of the electric motor 15 and converts it into a linear motion and transmits it to the rack bar 14.
- the electric motor 15 is assembled to the steering shaft 12, and the electric motor 15 is rotated. The rotation may be transmitted to the steering shaft 12 via a speed reducer and the shaft 12 may be driven around the axis.
- the electric control device includes a steering torque sensor 21, a steering angle sensor 22, and a vehicle speed sensor 23.
- the steering torque sensor 21 is assembled to the steering shaft 12 and detects the steering torque T applied to the steering shaft 12 by the turning operation of the steering handle 11.
- the steering torque T represents the magnitude of the steering torque T when the left and right front wheels FW 1 and FW 2 are steered in the right direction and the left direction by positive and negative values, respectively.
- the steering torque T instead of that assembled steering torque sensor 2 1 to the steering shaft 1 2, assembled to the rack bar 1 4, the steering torque T from the distortion amount in the axial direction of the rack bar 1 4 it; respectively so as to detect May be.
- the steering angle sensor 22 is assembled to the steering shaft 12 and detects the actual steering angle ⁇ of the steering handle 11 by detecting the rotation angle of the shaft 12.
- the actual steering angle ⁇ also represents the magnitude of the actual steering angle 0 when the steering handle 11 is steered in the right direction and the left direction by positive and negative values.
- the steering angle sensor 2 2 is assembled to the rack bar 1 4, and the actual steering angle 0 is detected from the axial displacement of the rack bar 1 4. Also good.
- the rotation angle of the electric motor 15 is also proportional to the draft steering angle ⁇ , the actual steering angle ⁇ may be detected from the rotation angle of the electric motor 15.
- This actual steering angle ⁇ is proportional to the steering angle of the left and right front wheels FW 1 and FW 2, and is equivalent even if the steering angle of the left and right front wheels FW 1 and FW 2 is adopted.
- the vehicle speed sensor 2 3 detects the vehicle speed V.
- These steering torque sensor 21, steering angle sensor 2 2, and vehicle speed sensor 23 are connected to an electronic control unit 24.
- the electronic control unit 24 has a microcomputer composed of a CPU, ROM, RAM, and the like as main components, and drives and controls the electric motor 15 via the drive circuit 25 by various computer program controls described later.
- the drive circuit 25 receives the control voltage value E 0 from the electronic control unit 24 and sends a current proportional to the control voltage value E o to the electric motor 15 so that the electric motor 15 Generates assist torque proportional to the control voltage value E o.
- the drive circuit 25 is provided with a current sensor 25a, and the current sensor 25a The actual current value I representing the magnitude of the current flowing through the motor 15 is detected and supplied to the electronic control unit 24.
- FIG. 2 is a functional block diagram of the electronic control unit 4 according to the first control example.
- the target current value determining unit BL 1 refers to the target current value table using the steering torque T and the vehicle speed V detected by the steering torque sensor 21 and the vehicle speed sensor 23, respectively, and according to the steering torque T and the vehicle speed V. Determine the changing target current value I *.
- This target current value table is stored in advance in the ROM in the electronic control unit 24, and as shown in FIG. 3, a plurality of target current value tables that increase nonlinearly as the steering torque T increases for each of a plurality of representative vehicle speed values.
- the target current value I * is stored.
- This target current value I * increases as the vehicle speed V decreases with respect to the same steering torque T.
- a target current value I * that changes according to the steering torque T and the vehicle speed V is defined in advance by a function, and the target current value I is calculated using this function. * May be calculated.
- the determined target current value I * is supplied to the current deviation calculation unit BL2.
- the integral calculation unit BL 3 performs an integral calculation on the current deviation ⁇ I that changes with the passage of time and supplies it to the I gain control unit BL 5 (that is, the integral term gain control unit BL 5).
- Gain setting section 8 6 refers to the P gain table (ie proportional term gain table) and I gain table (ie integral term gain table) using the actual steering angle 0 detected by the steering angle sensor 22, and the actual steering angle Set P gain Kp and I gain Ki that change according to ⁇ . These P gain table and I gain table are provided in advance in the ROM of the electronic control unit 24. As shown in FIGS. 4A and 4B, the absolute value 1 ⁇ I of the actual steering angle 0 is a predetermined value.
- a P gain Kp and an I gain Ki are stored, which are large when the steering angle is less than 01 (for example, 500 degrees), and small when the steering angle is greater than the predetermined steering angle 01.
- P gain Kp and I gain Ki that change according to the actual steering angle ⁇ are defined in advance by a function, and the same function is used.
- P gain Kp and I gain Ki may be calculated ⁇
- the P gain control unit BL4 adds the proportional control value K ⁇ ⁇ ⁇ I obtained by multiplying the current deviation ⁇ I supplied from the current deviation calculation unit BL 2 by the P gain Kp supplied from the PI gain setting unit BL 6. Output to 7.
- the I gain control unit BL4 adds the integral control value Ki ⁇ S ⁇ Idt obtained by multiplying the current deviation integral value ⁇ ⁇ Idt supplied from the integration calculation unit BL 3 by the I gain Ki supplied from the PI gain setting unit BL 6. Output to part BL7.
- the adder BL 7 adds the proportional control value ⁇ ⁇ ⁇ I and the integral control value Ki ⁇ ⁇ I dt, and uses the addition result ⁇ ⁇ ⁇ I + Ki ⁇ S ⁇ Idt as the control voltage value Eo. Output to.
- the drive circuit 25 feeds a drive current proportional to the control voltage value Eo to the electric motor 15 to feedback control the rotation of the electric motor 15. Therefore, the electric motor 15 rotates and outputs a rotational torque proportional to the control voltage value Eo.
- the rotation of the electric motor 15 is transmitted to the pole screw mechanism 16, and the pole screw mechanism 16 decelerates the rotation of the electric motor 15 and converts it into a linear motion to drive the rack par 14 in the axial direction.
- the turning operation of the steering handle 11 by the driver is assisted by the electric motor 15, and the left and right front wheels FW 1 and FW 2 are steered by the steering force by the driver and the assist force by the electric motor 15.
- the driver can turn the steering handle 11 while being assisted by the assist force of the electric motor 15.
- the actual steering angle ⁇ is large Even so, the electric motor 15 is driven and controlled according to the target current value I *, and the control amount for the electric motor 15 required when the actual steering angle 0 is large is ensured. There is no deterioration.
- the absolute value 1 ⁇ I of the actual steering angle 0 is less than or equal to the predetermined steering angle ⁇ 1, the P gain Kp and the I gain K i are set to large values. As a result of using the gains Kp and K i set to these large values, in this first control example, as long as the absolute value 1 ⁇ I of the actual steering angle ⁇ is within the predetermined steering angle 0 1,.
- the control response of the electric motor 15 is kept high, and the generation of abnormal noise by the steering mechanism including the electric motor 15, the pole screw mechanism 16, and the rack bar 14 is suppressed.
- the gains Kp and K i that are feedback gains are changed to small values.
- the output torque of the electric motor 15 is less likely to fluctuate even if the control voltage value Eo fluctuates greatly. Generation of abnormal noise due to compensation is suppressed.
- the absolute value I 0 I of the actual steering angle 0 changes to a binary value with the predetermined steering angle ⁇ 1 as a boundary, and the P gain table storing the P gain Kp and the I gain K i is stored. Bull and I gain tables were used. However, instead of these tables, as shown in Fig. 5A and Fig. 5B, as the absolute value I ⁇ 1 of the actual steering angle ⁇ increases across the predetermined steering angle 0 1, the larger value becomes smaller.
- a P gain table and an I gain table in which P gain Kp and I gain K i that gradually change can be stored may be used. According to this, feedback control is performed using the P gain Kp and I gain K i that change smoothly according to the change in the actual steering angle 0, and the switching of the feed pack gain is performed smoothly. In contrast, the driver does not feel uncomfortable with the turning operation of the steering wheel 11.
- I Gain K i was set to a small value. However, as shown in Fig. 6A and Fig. 6B, when the absolute value I ⁇ I of the actual steering angle ⁇ is less than or equal to the predetermined steering angle 0 1, the absolute value I ⁇ I becomes smaller than the predetermined steering angle. P gain that becomes large when angle 0 1 is exceeded P gain table and I gain table storing Kp and I gain K i may be used. Also in this modified example, as shown in FIGS. 7A and 7B, as the absolute value i ⁇ I of the actual steering angle ⁇ increases with a predetermined steering angle 0 1, the smaller value becomes larger. P gain table and I gain table storing P gain Kp and I gain i that gradually change may be used.
- the electric motor 15 has high control response (that is, high frequency response), and the absolute value I ⁇ 1 of the actual steering angle 0 is not large.
- the control for the electric motor 15 may be tuned so that no noise is generated in the steering mechanism consisting of the pole screw mechanism 16 and the rack bar 14.
- the control response of the electric motor 15 is lowered (that is, the frequency response is lowered) within a range where the absolute value I ⁇ I of the actual steering angle 0 is not large. )
- the control for the electric motor 15 is tuned according to the characteristics of the steering mechanism so that no abnormal noise is generated in the steering mechanism.
- the electric motor 15 is feed-pack controlled using both the P gain Kp and the I gain K i, but instead, the P gain Kp and the I gain are used.
- the electric motor 15 may be feedback controlled using only one of K i.
- an example in which the electric motor 15 is feedback controlled using both the P gain Kp and the I gain Ki will be described, but also in these other control examples
- the electric motor 15 may be feed-pack controlled using only one of the P gain Kp and the I gain Ki.
- FIG. 8 A functional block diagram of the electronic control unit 24 according to the second control example is shown in FIG.
- a steering angle determination unit BL 8 is added before the PI gain setting unit BL 6 with respect to the functional block diagram of FIG.
- the PI gain setting unit BL 6 in FIG. 8 has a different function from the PI gain setting unit BL 6 in the functional block diagram of FIG. 2, but the other parts are the same as those in the functional block diagram of FIG. Therefore, only the parts different from the first control example will be described, and the description of the other parts will be omitted.
- the steering angle determination unit BL 8 repeatedly executes the steering angle determination program consisting of steps S 10 to S 15 in FIG. 9 every predetermined short time to determine the setting conditions for the P gain and the I gain. Set flag FLG to "0" or "1".
- the steering angle determination unit BL8 inputs the actual steering angle ⁇ from the steering angle sensor 22, and sets the flag FLG to "0" if the absolute value 1 ⁇ 1 of the input actual steering angle 0 is less than or equal to the predetermined steering angle.
- the flag FLG is set to “1”.
- the PI gain setting unit BL6 repeatedly executes the PI gain setting program consisting of steps S20 to S24 in Fig. 10 every predetermined short time, and refers to the P gain map and the I gain map, respectively.
- the P gain Kp and I gain Ki are set according to the flag FLG set by the angle judgment unit BL8. That is, the P gain map and the I gain map are shown in FIG. 11. If the flag FLG is "0”, the P gain Kp and the I gain Ki are normally set to constants Kpl and Kil. If the flag FLG is “1”, the P gain Kp and the I gain Ki are set to the abnormal sound corresponding constants Kp2 and Ki2.
- the electric motor 15 In the P gain map and I gain map, the electric motor 15, the control response of the motor 15 is high, the absolute value i ⁇ I of the actual steering angle ⁇ is not large, the electric motor 15, the pole screw mechanism 16 and the rack bar
- the abnormal noise corresponding constants Kp2, Ki2 Is usually set smaller than the constants Kpl and Kil.
- electric motor 1 When the control of the electric motor 15 is tuned so that noise is not generated in the steering mechanism while the control response of 5 is low and the absolute value I ⁇ 1 of the actual steering angle 0 is not large.
- the abnormal sound response constants Kp2 and Ki2 are set to values larger than the normal constants Kpl and Kil, respectively. These constants Kpl, Kil, Kp2, ⁇ ⁇ 2 are also used in each control example described later. In each control example, the constants Kpl, Kil, Kp2, Ki are as described above. It is assumed that it is set.
- the P gain Kp and the I gain ⁇ i are normal constants. It can be switched from Kpl, Kil to the abnormal sound corresponding constant Kp2, Ki2. Therefore, also in the second control example, as in the case of the first control example, the steering feeling is always kept good even if the actual steering angle ⁇ changes, and the pole screw mechanism 16 and the rack Generation of abnormal noise in the steering mechanism consisting of the bar 14 is always suppressed even if the actual steering angle 0 changes.
- FIG. 12 A functional block diagram of the electronic control unit 24 according to the third control example is shown in FIG.
- the steering angle determining unit BL 8 in the functional block diagram of FIG. 8 relating to the second control example is changed to a steering speed calculating unit B L 9 and a gain / change changing condition determining unit B L 10. Since the other parts including the PI gain setting unit BL 6 are the same as those in the functional block diagram of FIG. 8, only the parts different from the second control example will be described, and the other parts will be described. Description is omitted.
- the steering speed calculation unit BL 9 subdivides the actual steering angle 0 input from the steering angle sensor 22 into time, and determines the steering speed ⁇ (the steering speed of the left and right front wheels FW1, FW2 and the motor mode 15). Equivalent to rotation speed).
- the gain change condition determination unit BL 10 repeatedly executes the gain change condition determination program consisting of steps S 30 to S 36 in FIG. 13 every predetermined short time, and flags it according to the actual steering angle 0 and the steering speed ⁇ .
- Set FLG to "0" or "1". That is, the gain change condition determination unit BL 10 inputs the actual steering angle 0 from the steering angle sensor 22 and calculates the value.
- the flag FLG is set to “0”.
- the flag FL G is set to “1”.
- the absolute value I ⁇ 1 of the actual steering angle ⁇ is greater than the predetermined steering angle 0 1. Even if it is large, the absolute value I ⁇ I of the steering speed ⁇ is not less than the predetermined steering speed ⁇ 1, and the ⁇ gain ⁇ and I gain K i are changed from the normal constants Kpl and K il to the abnormal noise corresponding constants Kp2 and K i 2. Cannot be switched. As a result, even if the steering handle 11 is steered greatly, the control response of the electric motor 15 is controlled appropriately, and abnormal noise and malfunctions in the steering mechanism are prevented.
- the control response of the electric motor 15 is high, and the absolute value I ⁇ I of the actual steering angle ⁇ is not large.
- the control is tuned, if the steering wheel 11 is steered quickly with the absolute value 10 I being large, a sudden voltage (current) change may be required. 1 If the control response of 5 is poor, abnormal noise and malfunction may occur in the steering mechanism.
- control of the electric motor 15 is tuned so that noise is not generated in the steering mechanism when the control response of the electric motor 15 is low and the absolute value I ⁇ I of the actual steering angle 0 is not large. If the steering handle 1 1 is steered quickly with the absolute value I 0 I being large, a sudden voltage (current) change may be required. If the control responsiveness is suddenly increased, abnormal noise may be generated due to a deviation from the responsiveness of the steering mechanism, and system abnormalities may occur.
- the gain change condition determination unit B L 10 repeatedly executes the gain change condition determination program of FIG. 14 every predetermined short time instead of the gain change condition determination program of FIG.
- the gain change condition determination unit BL 10 inputs the actual steering angle S and the steering speed ⁇ in step S 41 after the execution of the program in step S 40 is started. Then, the end condition flag EFL is set to “0” or “1” according to the change of the actual steering angle S by the processing of steps S 42 to S 46. That is, as shown in FIG. 15A, in the state where the end condition flag EFL is set to “0”, the absolute value of the actual steering angle ( ⁇ I is greater than the predetermined steering angle 0 1 (for example, 500 degrees) The end condition flag EF L is changed to "1" for the first time when 'also increases.
- the end condition flag EF when the end condition flag EF is set to "1", the absolute value I ⁇ 1 of the actual steering angle 0 is The end condition flag EF L is changed to “0” only when the steering angle becomes smaller than a predetermined steering angle 02 (for example, 490 degrees) smaller than the steering angle 6M.
- the steering speed condition flag VFL is set to “0” or “1” according to the change of the steering speed ⁇ by the processing of steps S 48 to S 5.2. That is, as shown in FIG. 15 ⁇ , when the steering speed condition flag VF is set to “0”, the absolute value 1 ⁇ I of the steering speed ⁇ is a predetermined steering speed ⁇ (for example, 1 00 The steering speed condition flag VFL is changed to "1" for the first time when it is less than (degree leap second). On the other hand, in the state where the steering speed condition flag VFL is set to “1”, the absolute value I ⁇ I of the steering speed ⁇ is larger than the predetermined steering speed ⁇ 2 (for example, 200 degree seconds) larger than the steering speed ⁇ .
- the predetermined steering speed ⁇ 2 for example, 200 degree seconds
- the steering speed condition flag VFL is changed to "0" for the first time when becomes larger. ' Then, the flag FLG is set to "0" when the end condition flag EFL is “0” or the steering speed condition flag VF is “0” by the processing of steps S47 and S53 to S55. To do. When the end condition flag EFL is “1” and the steering speed condition flag VFL is “1”, the flag FLG is set to “1”. Then, the PI gain setting unit BL6 changes and controls the P gain Kp and the I gain Ki in accordance with the flag FLG, as in the third control example. As a result, hysteresis characteristics are added to the change control of the P gain Kp and the I gain Ki according to changes in the actual steering angle 0 and the steering speed ⁇ .
- the frequency of switching the ⁇ gain Kp and the I gain Ki is reduced with respect to changes in the actual steering angle 0 and the steering speed ⁇ .
- switching of P gay;> Kp and I gain Ki that is, frequent switching of the drive current to the electric motor 15, is alleviated, and the generation of abnormal noise in the steering mechanism is more effectively suppressed.
- FIG. 16 A functional block diagram of the electronic control unit 24 according to the fourth control example is shown in FIG.
- This functional block diagram of FIG. 16 omits the steering speed calculation unit BL 9 of the functional block of FIG. 12 relating to the third control example, and the gain change condition determination unit BL 10 has a current instead of the steering speed ⁇ .
- the actual current value I flowing in the electric motor 15 detected by the sensor 25a is input. Since the other parts are the same as those in the functional block diagram of FIG. 12, only the parts different from the third control example will be described, and the description of the other parts will be omitted.
- the gain change condition determination unit BL 10 is a gain change condition determination program comprising steps S 30 to S 36 in FIG. 17 in which the processes in steps S 31 and S 33 in FIG. 13 are changed to the processes in steps S 31 a and S 33 a.
- steps S 31 a the actual current value I detected by the current sensor 25 a is input instead of the steering speed ⁇ in the third control example.
- step S 33 a it is determined whether or not the absolute value III of the actual current value I is larger than a predetermined current value II (for example, 3 OA).
- the predetermined current value I 1 is approximately 10 km when the vehicle speed V is approximately 10 km. This is the current value that flows to the electric motor 15 when the steering handle 11 is steered to a steering angle of about ⁇ 500 degrees (when the P gain Kp and I gain Ki are switched) in the state of Zh.
- the absolute value 1 of the actual steering angle ⁇ 1 is less than the predetermined steering angle ⁇ 1 or the absolute value 1 II of the actual current value I is the predetermined current value II.
- Set flag FLG to "0" when: When the absolute value I ⁇ I of the actual steering angle 0 is larger than the predetermined steering angle 01 and the absolute value 1 II of the actual current value I is larger than the predetermined current value II, the flag FLG is set to “1”. Set to.
- the gain Kp and I gain Ki cannot be switched from the normal constants Kpl and Kil to the abnormal noise constants Kp2 and Ki2.
- the normal constants Kpl and Kil and the abnormal noise response constants Kp2 and Ki2 are set so that no abnormal noise is generated from the steering mechanism when the steering wheel 1 1 is steered greatly or when the vehicle is stopped or at extremely low speed.
- the P gain Kp and I gain Ki can no longer be switched from the normal constants Kpl, Kil to the abnormal noise corresponding constants Kp2, Ki2 during high-speed driving, thus preventing deterioration of the steering feeling.
- the gain change condition determination unit BL 10 repeatedly executes a program obtained by modifying the gain change condition determination program in FIG. 14 every predetermined short time instead of the gain change condition determination program in FIG. To do.
- step S 4 the actual current value I is input instead of the steering speed ⁇ , and the determination process in step S 49 is changed to the determination process in step S 3 3 a in FIG.
- the determination process at step S 50 is changed to a process for determining whether the absolute value III of the actual current value I is less than the predetermined current value 1 2 smaller than the predetermined current value I 1. If the absolute value III of the current value I is less than the predetermined current value I 2, the program proceeds to step S 52, and if the absolute value III of the actual current value I is equal to or greater than the predetermined current value 1 2, the program is executed. Go to steps 5 and 3. In this case, the steering speed condition flag VFL is read as the current condition flag VFL.
- the frequency of switching between the P gain Kp and the I gain K i is reduced with respect to changes in the actual steering angle 0 and the actual current value I. Therefore, the switching of the P gain Kp and the I gain K i, that is, the frequent switching of the drive current to the electric motor 15 is alleviated, and the generation of abnormal noise in the steering mechanism is suppressed better.
- the actual current value I is used to control switching between the P gain Kp and the I gain K i.
- the actual current value I only needs to represent the current flowing through the electric motor 15, and the target current value I * and the actual current value I are almost equal. Therefore, instead of the actual current value I, the target current value I * is It may be used.
- FIG. 18 A functional block diagram of the electronic control unit 24 according to the fifth control example is shown in FIG.
- This functional block diagram of Fig. 18 shows the gain change condition determination unit BL 1 using the current change rate calculation unit BL 1 1 instead of the steering speed calculation unit BL 9 of the functional block diagram of Fig. 12 related to the third control example.
- the current change rate I rt calculated by the current change rate calculation unit BL 11 is substituted for the steering speed ⁇ . Since the other parts are the same as those in the functional block diagram of FIG. 12, only the parts different from the third control example will be described, and the description of the other parts will be omitted.
- the current change rate calculation unit BL 1 1 repeatedly executes a current change rate calculation program consisting of steps S 60 to S 65 in FIG.
- the ratio of the rate of change of the target current value I * to the rate of change is calculated as the current rate of change I rt.
- step S 61 the steering torque T detected by the steering torque sensor 21 and the target current value I * determined by the target current value determination unit BL 1 are input.
- step S62 the steering torque Told at the previous processing is subtracted from the steering torque Tnew at the current processing, and the subtraction result Tnew—the absolute value of Told 1 T new—Told I is calculated as the torque change ⁇ . To do.
- step S 63 the target current value I * old at the previous processing is subtracted from the target current value I * new at the current processing, and the subtraction result I * new—the absolute value of I * old II * iiew— I * old
- step S 64 the current change rate I rt is calculated by dividing the target current value change ⁇ * by the torque change ⁇ T.
- the gain change condition determination unit BL 10 determines the gain change condition consisting of steps S 30 to S 36 in FIG. 20 in which the processing in steps S 31 and S 33 in FIG. 13 is changed to the processing in steps S 3 1 b and S 33 b.
- the program is repeatedly executed every predetermined short time.
- step S 3 1 b the current change rate I rt calculated by the current change rate calculation unit BL 11 is input instead of the steering speed ⁇ of the third control example.
- step S 33 b it is determined whether or not the current change rate I rt is greater than a predetermined current change rate Irtl (eg, 200 A / Nm).
- the absolute value I ⁇ I of the actual steering angle ⁇ is less than the predetermined steering angle ⁇ 1 or the current change rate I rt is less than the predetermined current change rate I rtl. If there is, set the flag FLG to "0". Further, when the absolute value I ⁇ 1 of the actual steering angle is larger than the predetermined steering angle 1 and the current change rate I rt is larger than the predetermined current change rate I rtl, the flag FLG is set to “1”.
- the absolute value 1 ⁇ 1 of the actual steering angle 0 is larger than the predetermined steering angle 01.
- the current change rate I rt is larger than the predetermined current change rate I rtl, the P gain Kp and I gain Ki cannot be switched from the normal constants Kpl and Kil to the abnormal sound corresponding constants Kp2 and Ki.
- This current change rate I rt indicates a situation in which abnormal noise is likely to occur due to the magnitude of the torque fluctuation generated by the electric motor 15 with respect to the required assist force, that is, the increase in the value.
- the gain change condition determination unit BL 1 0 replaces the gain change condition determination program in FIG. 20 with a program obtained by modifying the gain change condition determination program in FIG. 14 every predetermined short time. Run repeatedly.
- the current change rate I rt is input instead of the steering speed ⁇ in step S 4 1, and the judgment process in step S 4 9 is shown in Fig. 2.
- the determination process in step S 50 is changed to a process for determining whether the current change rate I rt is less than a predetermined current change rate I rt2 that is smaller than the predetermined current change rate I rtl. If the current change rate I rt is less than the predetermined current change rate I rt2, the program proceeds to step S 52. If the current change rate I rt is equal to or greater than the predetermined current change rate I rt2, the program proceeds to step S 53. Just go ahead. In this case, the steering speed condition flag V FL is to be read as the current change rate condition flag V FL.
- the frequency of switching between the P gain Kp and the I gain Ki is reduced with respect to changes in the actual steering angle 0 and the current change rate I rt. Therefore, the switching of the P gain Kp and the I gain K i, that is, the frequent switching of the drive current to the electric motor 15 is alleviated, and the generation of abnormal noise in the steering mechanism is suppressed better.
- the target current value I * is used for calculating the current change rate I rt.
- this target current value I * only needs to represent the current flowing in the electric motor 15 and the target current value I * and the actual current value I are almost equal.
- the actual current value I may be used instead of the target current value I *.
- FIG. 21 A functional block diagram of the electronic control unit 24 according to the sixth control example is shown in FIG.
- This functional block diagram of FIG. 21 omits the steering speed calculation unit BL 9 of the functional block diagram of FIG. 12 relating to the third control example, and the gain change condition determination unit BL 10 has a vehicle speed sensor instead of the steering speed ⁇ .
- the vehicle speed V detected by 23 is input. Since the other parts are the same as those in the functional block diagram of FIG. 12, only the parts different from the third control example will be described, and the description of the other parts will be omitted.
- the gain change condition determination unit BL 10 is a gain change condition determination program consisting of steps S 30 to S 36 in FIG. 22 in which the processing in steps S 31 and S 33 in FIG. 13 is changed to the processing in steps S 31 c and S 33 c. Are repeatedly executed every predetermined short time.
- step S 31 c the vehicle speed V detected by the vehicle speed sensor 23 is input instead of the steering speed ⁇ in the third control example.
- step S 33 c it is determined whether or not the vehicle speed V is lower than a predetermined vehicle speed VI (for example, 10 km / h). Then, by executing the gain change condition determination program in FIG.
- the flag FLG is set to “0”. Set to "”. Further, when the absolute value I ⁇ I of the actual steering angle ⁇ is larger than the predetermined steering angle 01 and the vehicle speed V is smaller than the predetermined vehicle speed VI, the flag FLG is set to “1”.
- the P gain Kp and I gain Ki are not switched from the normal constants Kpl, Kil to the abnormal noise corresponding constants Kp2, Ki2 during high-speed driving, and the steering feeling can be prevented from deteriorating.
- the gain change condition determination unit BL 1 0 repeatedly executes a program obtained by modifying the gain change condition determination program in FIG. 14 every predetermined short time instead of the gain change condition determination program in FIG. To do. In a program modified from the gain change condition determination program in FIG.
- step S50 is changed to a process for determining whether the vehicle speed V is higher than a predetermined vehicle speed V2 (for example, 20 km / h) higher than the predetermined vehicle speed VI. If the vehicle speed V2 is greater than the vehicle speed V2, the program proceeds to step S52. If the vehicle speed V is equal to or lower than the predetermined vehicle speed V2, the program may proceed to step S53. In this case, the steering speed condition flag VFL is read as the vehicle speed condition flag VF L. '
- the frequency of switching between the P gain Kp and the I gain Ki is reduced with respect to changes in the actual steering angle ⁇ and the vehicle speed V. Therefore, the switching of the P gain Kp and the I gain Ki, that is, the frequent switching of the drive current to the electric motor 15, is alleviated, and the generation of noise in the steering mechanism is more effectively suppressed.
- FIG. 23 or FIG. 28 shows functional blocks according to modified examples of the first to sixth control examples.
- the subsequent stage of each PI gain setting unit BL 6 of the functional blocks of the first to sixth control examples shown in FIG. 2, FIG. 8, FIG. 12, FIG. 16, FIG. Are connected to the low-pass filter processing unit BL12.
- These one-pass filter processing units BL 12 sequentially input the P gain Kp and I gain Ki set in the PI gain setting unit BL 6 and respectively input these P gain Kp and I gain Ki.
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- 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)
Abstract
Description
Claims
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP06780900A EP1900608B1 (en) | 2005-07-08 | 2006-07-03 | Steering assistance device for vehicle |
US11/913,902 US7974752B2 (en) | 2005-07-08 | 2006-07-03 | Steering assistance device for vehicle |
DE602006012320T DE602006012320D1 (de) | 2005-07-08 | 2006-07-03 | Lenkhilfevorrichtung für fahrzeug |
BRPI0613826-8A BRPI0613826B1 (pt) | 2005-07-08 | 2006-07-03 | Aparelho de assistência de direção para veículos |
CN2006800249450A CN101218146B (zh) | 2005-07-08 | 2006-07-03 | 用于车辆的转向辅助设备 |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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JP2005200520A JP4367383B2 (ja) | 2005-07-08 | 2005-07-08 | 車両の操舵アシスト装置 |
JP2005-200520 | 2005-07-08 |
Publications (1)
Publication Number | Publication Date |
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WO2007007694A1 true WO2007007694A1 (ja) | 2007-01-18 |
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PCT/JP2006/313625 WO2007007694A1 (ja) | 2005-07-08 | 2006-07-03 | 車両の操舵アシスト装置 |
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Country | Link |
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US (1) | US7974752B2 (ja) |
EP (1) | EP1900608B1 (ja) |
JP (1) | JP4367383B2 (ja) |
KR (1) | KR20080009158A (ja) |
CN (1) | CN101218146B (ja) |
BR (1) | BRPI0613826B1 (ja) |
DE (1) | DE602006012320D1 (ja) |
RU (1) | RU2376185C2 (ja) |
WO (1) | WO2007007694A1 (ja) |
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- 2006-07-03 BR BRPI0613826-8A patent/BRPI0613826B1/pt not_active IP Right Cessation
- 2006-07-03 KR KR1020077028704A patent/KR20080009158A/ko not_active Application Discontinuation
- 2006-07-03 EP EP06780900A patent/EP1900608B1/en not_active Ceased
- 2006-07-03 DE DE602006012320T patent/DE602006012320D1/de active Active
- 2006-07-03 RU RU2008104696/11A patent/RU2376185C2/ru active
- 2006-07-03 CN CN2006800249450A patent/CN101218146B/zh not_active Expired - Fee Related
- 2006-07-03 WO PCT/JP2006/313625 patent/WO2007007694A1/ja active Application Filing
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Also Published As
Publication number | Publication date |
---|---|
BRPI0613826A2 (pt) | 2011-02-15 |
US7974752B2 (en) | 2011-07-05 |
EP1900608A1 (en) | 2008-03-19 |
US20090069979A1 (en) | 2009-03-12 |
RU2008104696A (ru) | 2009-08-20 |
DE602006012320D1 (de) | 2010-04-01 |
KR20080009158A (ko) | 2008-01-24 |
EP1900608B1 (en) | 2010-02-17 |
JP4367383B2 (ja) | 2009-11-18 |
JP2007015608A (ja) | 2007-01-25 |
RU2376185C2 (ru) | 2009-12-20 |
BRPI0613826B1 (pt) | 2018-02-14 |
EP1900608A4 (en) | 2008-12-10 |
CN101218146B (zh) | 2012-10-03 |
CN101218146A (zh) | 2008-07-09 |
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