WO2011145410A1 - 車両の操舵感改善装置 - Google Patents
車両の操舵感改善装置 Download PDFInfo
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- WO2011145410A1 WO2011145410A1 PCT/JP2011/059176 JP2011059176W WO2011145410A1 WO 2011145410 A1 WO2011145410 A1 WO 2011145410A1 JP 2011059176 W JP2011059176 W JP 2011059176W WO 2011145410 A1 WO2011145410 A1 WO 2011145410A1
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- driving force
- steering
- vehicle
- motor torque
- steering feeling
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- 230000035945 sensitivity Effects 0.000 title abstract 3
- 230000007423 decrease Effects 0.000 claims abstract description 64
- 230000003247 decreasing effect Effects 0.000 claims abstract description 32
- 230000001133 acceleration Effects 0.000 claims abstract description 12
- 230000006872 improvement Effects 0.000 claims description 17
- 238000000034 method Methods 0.000 claims description 12
- 238000001514 detection method Methods 0.000 claims description 6
- 230000008569 process Effects 0.000 claims description 5
- 230000008859 change Effects 0.000 description 18
- 230000004044 response Effects 0.000 description 7
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- 230000009471 action Effects 0.000 description 3
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- 230000001172 regenerating effect Effects 0.000 description 3
- 239000003638 chemical reducing agent Substances 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 230000033001 locomotion Effects 0.000 description 2
- 230000007935 neutral effect Effects 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
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- 238000005259 measurement Methods 0.000 description 1
- 238000010248 power generation Methods 0.000 description 1
- 239000004065 semiconductor Substances 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/20—Conjoint control of vehicle sub-units of different type or different function including control of steering systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18145—Cornering
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
- B62D6/008—Control of feed-back to the steering input member, e.g. simulating road feel in steer-by-wire applications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
- B60K6/445—Differential gearing distribution type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
Definitions
- the present invention relates to an apparatus for improving the steering feeling of a vehicle that can travel by driving wheels by a driving force from a power source by operating the wheel driving force.
- the steering feeling of a vehicle is generally discussed based on what the steering force is with respect to the steering input (steering angle) performed by the driver. If the steering force is too light, the steering input (steering angle) tends to be excessive, and the vehicle behavior becomes larger than expected by the driver, so that the driver can have a sense of unity and security with the vehicle. Often, forced steering is required. However, if the steering force is too heavy, particularly during long distance driving, a large force is required for driving operation over a long period of time, which gives the driver a feeling of fatigue.
- the steering force with respect to the steering input needs to have an appropriate weight.
- the driver can have a sense of unity with the vehicle and a sense of security.
- the opening degree change characteristic of the valve that changes the opening degree in response to the relative rotation according to the steering load is as the steering feeling is aimed at for each vehicle.
- the assist torque characteristic of the motor that power assists (assists) the steering force is controlled so that the steering feeling is as intended for each vehicle.
- Patent Document 1 As another countermeasure for improving the steering feeling, for example, the one described in Patent Document 1 has been proposed.
- This proposed technology detects the lateral acceleration of the vehicle, calculates the assist torque of the power steering so as to obtain an optimum steering force according to the lateral acceleration, and assists the driver's steering force by this assist torque.
- the steering force felt by the driver is optimized according to the lateral acceleration.
- Patent Document 1 also requires a means for detecting the lateral acceleration of the vehicle, and is used for hydraulic power steering and electric power steering in that it causes a problem of high cost. There is no big difference from the conventional measures. For this reason, there has been a demand for the appearance of a device capable of improving the steering feeling without requiring specification changes of power steering components or requiring new means such as lateral acceleration detecting means.
- the present invention is that the tactile sensation of a human hand as a whole when a large force and a small force are periodically input. From the point of view that he feels more powerful In addition, based on the fact that if the wheel driving force is increased or decreased during steering, the increase in driving force results in an increase in steering force, and the decrease in increased driving force results in a decrease from the increase value in steering force.
- the present invention proposes a steering feeling improving device for a vehicle that can improve the steering feeling at an appropriate weight at a low cost.
- a vehicle steering feeling improving device is: For vehicles that can run by driving wheels from the power source, Steering detection means for detecting that steering for steering the steering wheel of the vehicle has been performed; Driving force increasing / decreasing means for repeatedly increasing / decreasing driving force to the wheel while the steering is detected by the means is provided.
- the steering force can be increased or decreased at the same cycle as the driving force increase / decrease cycle.
- FIG. 1 is a schematic system diagram showing a drive system and a control system of a vehicle including a steering feeling improving device according to an embodiment of the present invention.
- 3 is a flowchart showing a steering feeling improvement control program executed by the electric motor controller in FIG.
- FIG. 3 is an operation time chart of steering feeling improvement control according to FIG. 2.
- FIG. It is explanatory drawing which shows the specification regarding the tire ground contact surface of a steering wheel.
- FIG. 3 is a steering force change characteristic diagram showing a change characteristic of a steering force with respect to a steering angle when the control program of FIG. 2 is executed in comparison with that when the control program is not executed. Steering in which the control characteristics of Fig.
- FIG. 1 shows a drive system and a control system of a vehicle including a steering feeling improving device according to an embodiment of the present invention.
- the vehicle in FIG. 1 is an electric vehicle that can travel by driving left and right front wheels 1L, 1R that are also steered wheels.
- the left and right steered wheels 1L and 1R are driven by an electric motor (power source) 2 via a speed reducer (including a differential gear device) 3.
- the electric motor controller 4 converts the power of the battery 5, which is a power source, into DC-AC conversion by the inverter 6 and supplies this AC power to the electric motor 2 under the control of the inverter 6.
- the electric motor 2 is controlled so that the torque of the electric motor 2 matches the calculation result (target motor torque) in the electric motor controller 4.
- the electric motor controller 4 applies an electric power generation load to the electric motor 2 via the inverter 6. At this time, the electric power generated by the electric motor 2 due to the regenerative braking action is AC-DC converted by the inverter 6 to charge the battery 5.
- the electric motor controller 4 generates a PWM signal for controlling the electric motor 2 according to the input information, and generates a drive signal for the inverter 6 through the drive circuit according to the PWM signal.
- the inverter 6 is composed of, for example, two switching elements (for example, power semiconductor elements such as IGBT) for each phase, and the DC current supplied from the battery 5 is turned on / off according to the drive signal. Is converted into an alternating current and reversely converted to supply a desired current to the electric motor 2.
- the electric motor 2 generates a driving force by an alternating current supplied from the inverter 6, and transmits the driving force to the left and right front wheels (left and right steering wheels) 1L and 1R through the speed reducer 3.
- the electric motor 2 When the vehicle is traveling, when the electric motor 2 is rotated by the left and right front wheels 1L and 1R, so-called reverse driving, the electric motor 2 is subjected to a regenerative braking action by applying a generation load to the electric motor 2 so that the vehicle motion The energy is regenerated and stored in the battery 5.
- the electric motor controller 4 executes the control program shown in FIG. 2 and performs vehicle steering feeling improvement control through the driving force control of the electric motor 2 as follows.
- step S11 the steering angle ⁇ is read.
- step S12 the absolute value
- the steering determination is performed based on whether or not the difference between the front and rear wheel speeds between the average wheel speed of the left and right front wheels 1L and 1R and the average wheel speed of the left and right rear wheels (not shown) is equal to or greater than a steering determination value. May be.
- step S12 While it is determined in step S12 that the vehicle is not being steered, control for improving the steering feeling of the vehicle is not required. Therefore, control is returned to step S11, and standby is performed while repeatedly performing the steering start determination in step S12 until steering is performed. To do.
- the steering feeling improvement control of the vehicle when it is determined that the steering is performed in step S12, the steering feeling improvement control of the vehicle should be started. Therefore, the control proceeds to step S13 and thereafter, and the driving force control of the electric motor 2 is performed as follows. The steering feeling improvement control of the vehicle is performed.
- step S13 it is checked whether or not the timer TM for measuring the elapsed time from the start of steering is before the set time TM1s is reached (0 ⁇ TM ⁇ TM1s). While it is determined in step S13 that (0 ⁇ TM ⁇ TM1s), that is, while it is determined that it is within the set time TM1s from the steering start time t1 in FIG. 3, in step S14, the vehicle speed V and the accelerator opening APO are scheduled.
- the target motor torque is corrected by adding a drive torque correction amount ⁇ Tm immediately after the steering start instant t1 shown by the torque waveform in FIG. 3 to the target motor torque of the electric motor 2 obtained based on the motor torque map of Perform motor torque increase correction.
- target motor torque refers not only to the driver's required torque obtained from the vehicle speed V and the accelerator opening APO as described above, but is different from the driver's request.
- the target motor torque corrected by the driving force control request is also calculated, that is, all the targets obtained from the driving state of the vehicle. Includes motor torque.
- step S15 depending on whether or not the steering angle absolute value
- step S15 While it is determined in step S15 that steering is in progress, control is returned to step S11 and step S12. However, since steering is in progress, control proceeds from step S12 to step S13.
- the torque waveform of FIG. 3 performed in step S14 while determining that (0 ⁇ TM ⁇ TM1s) in step S13, that is, before the instant t2 when the set time TM1s has elapsed from the steering start time t1 in FIG. Continue the motor torque increase correction along
- step S13 When it is determined in step S13 that (0 ⁇ TM ⁇ TM1s) is not satisfied, that is, after the instant t2 when the set time TM1s has elapsed from the steering start time t1 in FIG. 3, the control is sequentially advanced to steps S16 to S17. Thus, the motor torque increase correction in step S14 is terminated, and the process proceeds to the following motor torque correction control.
- step S16 motor torque reduction correction is performed to correct the target motor torque by reducing the target motor torque of the electric motor 2 by the drive torque correction amount ( ⁇ Tm) immediately after the instant t2 in FIG.
- This motor torque decrease correction is performed between the instant t2 in FIG. 3 and the instant t3 when the set time TM2s elapses from the instant t2, and the drive torque decrease correction amount ( ⁇ Tm) is the aforementioned drive torque increase correction. It is assumed that the amount ⁇ Tm and the absolute value are the same. However, the motor torque decrease correction time TM2s is shorter than the motor torque increase correction time TM1s.
- step S17 which is executed when the motor torque reduction correction in step S16 is completed (instant t3 in FIG. 3), the above-described target motor torque of the electric motor 2 is changed to the drive torque correction immediately after the instant t3 in FIG.
- Motor torque increase correction is performed in which the target motor torque is corrected by increasing the amount ⁇ Tm. This motor torque increase correction is performed between the instant t3 in FIG. 3 and the instant t4 at which the same set time TM1s as in step S14 elapses from the instant t3.
- step S17 After the motor torque increase correction in step S17, the motor torque increase correction in step S17 is completed depending on whether or not the steering angle absolute value
- step S16 determines the end of the steering based on the steering angle absolute value
- 0 and exits from the loop of FIG.
- the decrease correction (step S16) and the increase correction (step S17) are not performed on the target motor torque of 2, and the electric motor 2 is controlled to output the target motor torque.
- the torque of the electric motor 2 is repeatedly increased or decreased by the amount indicated by the torque increase / decrease amount waveform in FIG. 3 during the steering after the steering start time t1 in FIG. 3 by the steering feeling improvement control in FIG.
- the torque of the electric motor 2 is increased by the amount ⁇ Tm shown in the torque increase / decrease waveform in FIG. 3 from the target motor torque in step S14. Controlled by the value.
- the torque of the electric motor 2 is shown in the torque increase / decrease waveform in FIG. 3 rather than the target motor torque in step S16. It is controlled to a value reduced by an amount ( ⁇ Tm).
- the torque of the electric motor 2 is the amount indicated by the torque increase / decrease waveform in FIG. 3 rather than the target motor torque in step S17. It is controlled to a value increased by ⁇ Tm.
- Step S14, Step S16 and Step S17 correspond to the driving force increasing / decreasing means in the present invention.
- the steering feeling of the vehicle can be improved as follows.
- the turning moment M generated individually by the steered wheels (front wheels) 1L and 1R is the lateral force ⁇ y of the first term on the right side as shown in the following equation: Can be obtained by subtracting the turning moment due to the driving force ⁇ x in the second term on the right side from the turning moment due to.
- the driving force ⁇ x generates a moment to rotate the steering front wheels 1L, 1R around the kingpin axis, but the driving force ⁇ x when the motor torque increases is the steering front wheels 1L, 1L, A moment in the restoring direction to return 1R to the neutral position is applied to the front wheels 1L and 1R.
- the moment in the restoring direction is a moment against the steering wheel operation performed by the driver, the amount of increase / decrease in the steering rack / thrust is shown on the restoring side as illustrated in the motor torque increasing period t3 to t4 in FIG. This will increase the steering force.
- the motor torque increase / decrease correction amount ( ⁇ Tm, ⁇ Tm) described above needs to be large enough to make the amount of change in the steering force generated by the above logic as perceived by the driver. However, if the motor torque increase / decrease correction amount ( ⁇ Tm, - ⁇ Tm) is something that causes the driver to feel acceleration / deceleration, the motor torque increase / decrease will not cause the driver to feel acceleration / deceleration.
- the correction amount is set to ( ⁇ Tm, ⁇ Tm).
- the change characteristic by the actual measurement of the steering force with respect to the steering angle ⁇ is as shown by the solid line in FIG.
- the driver operates the steering wheel with a smaller (decreasing) steering force.
- the steering force of the larger one (increase) tends to be sensitively sensed, and as a whole, the steering force of the larger one (increase) is strongly felt.
- the weight of the steering force that the driver feels to the hand during steering operation can be set to an appropriate weight only by setting the motor torque increase / decrease times TM1s and TM2s in the vehicle, and the steering feeling can be improved so that the driver can have a sense of unity and security with the vehicle.
- the above-described improvement in steering feeling can be further ensured. Furthermore, between the motor torque increase time TM1s and the motor torque decrease time TM2s, the ratio between them (TM1s / TM2s) has a ratio that keeps a constant ratio regardless of the steering speed. It is preferable that the above-mentioned improvement in steering feeling is achieved even under speed.
- FIG. 6 shows the change characteristic of the steering force with respect to the lateral acceleration obtained during actual driving on a test course simulating a suburban road
- Fig. 7 shows actual characteristics during actual driving on the same test course.
- the change characteristic of the steering force obtained in this way with respect to the yaw rate is shown.
- the solid lines in FIGS. 6 and 7 indicate the steering force change characteristics when the steering motor torque increase / decrease correction of the present embodiment is performed to cause the above-described change in the steering force repeatedly as described above with reference to FIG.
- the broken lines in FIGS. 6 and 7 represent the steering force change characteristics when the steering motor torque increase / decrease correction in this embodiment is not performed (the steering force is not repeatedly increased or decreased).
- the driver When the steering motor torque increase / decrease correction in this embodiment is not performed (the steering force is not repeatedly increased / decreased), the driver does not have a sense of unity and a sense of security with the vehicle. As is apparent from the broken line 7, the driver cannot perform a smooth steering operation and frequently performs corrective steering.
- the weight of the steering force felt by the driver during the steering operation is shown in FIG.
- the weight By setting the motor torque increase / decrease times TM1s and TM2s during steering, the weight can be set appropriately, and the steering feeling can be improved so that the driver can have a sense of unity with the vehicle and a sense of security. Therefore, as is apparent from the solid lines in FIGS. 6 and 7, the driver can perform a smooth steering operation, and hardly performs corrective steering.
- the above-described effects can be obtained only by setting the steering motor torque increase / decrease times TM1s and TM2s in FIG. 3, the specifications of the power steering components can be changed as in the prior art, The above-described improvement in steering feeling can be realized at low cost without the need to add new means such as a lateral acceleration detection means.
- the torque correction to be started at the steering start time t1 in the steering motor torque increase / decrease correction in FIG. 3 is the motor torque increase correction as in the instant t1 to t2, the following advantages are obtained.
- the wheel driving force is increased by the motor torque increase correction at the beginning of the steering between the instants t1 and t2 as in this embodiment, the driving force increase causes the turning moment of the turning direction outer wheel and the turning direction of the turning direction inner wheel at the beginning of steering.
- the apparent turning force obtained by dividing the turning moment by the difference in turning moment (restoring moment) and dividing this moment difference by the vehicle center of gravity and the distance between the wheels increases at the beginning of steering.
- the yaw rate of the vehicle quickly rises at the beginning of steering and the value itself increases, and the turning response (initial turning ability) of the vehicle front at the beginning of steering, that is, the steering response can be improved.
- step S12 and step S15 in FIG. 2 when determining whether or not the steering state is in step S12 and step S15 in FIG. 2, the wheel speed of each wheel is used instead of the steering angle ⁇ of the steering wheel as described above, and steering is performed based on the wheel speed difference between the wheels.
- the wheel speed of each wheel is used instead of the steering angle ⁇ of the steering wheel as described above, and steering is performed based on the wheel speed difference between the wheels.
- the motor torque increase / decrease correction control in FIG. 2 is actually required when the left and right front wheels 1L, 1R are in a steered state.
- the left and right front wheels 1L, 1R are actually steered by the response delay of the steering force transmission system from the generation of the steering wheel steering angle ⁇ , and it is determined whether or not the steering state is in the steering state based on the steering wheel steering angle ⁇ .
- the left and right front wheels 1L and 1R are still turned because the left and right front wheels 1L and 1R are determined to be in the steering state when they are in the steered state.
- the concern that the motor torque increase / decrease correction in FIG. 2 is performed from when not in the rudder state can be eliminated, and thus the above-described operation can be further ensured.
- the concept of the present invention is applied to a vehicle that drives the left and right front wheels 1L and 1R, which are steering wheels.
- the present invention is not limited to the left and right front wheels 1L and 1R, or the left and right front wheels 1L. , 1R as well as a vehicle that drives both the left and right rear wheels, and a vehicle that drives the wheels by individual electric motors.
- the driving force increase / decrease correction control in FIG. An effect can be produced.
- the power source for driving the wheels does not necessarily need to be a rotating electrical machine such as the electric motor 2, and even for an engine such as an internal combustion engine, the driving force increase / decrease correction control in FIG. Similar effects can be achieved.
- the engine has a control response lower than that of the rotating electrical machine, it is advantageous to perform the driving force increase / decrease correction control of FIG. 2 on the rotating electrical machine in that the above-described effect can be further ensured.
- the target motor torque of the electric motor 2 is used as a reference, and the motor torque correction amount ⁇ ⁇ Tm shown in FIG. 3 is added to the target motor torque to repeatedly increase or decrease the motor torque (wheel driving force).
- the following motor torque (wheel driving force) increase / decrease method may be used.
- the first increase / decrease method is to add the motor torque increase amount + ⁇ Tm of FIG. 3 to the target motor torque of the electric motor 2 or not repeatedly, that is, a method in which motor torque decrease correction is not performed.
- the torque (wheel driving force) is repeatedly increased or decreased.
- the second increase / decrease method is to add or not add the motor torque decrease amount - ⁇ Tm of FIG. 3 to the target motor torque of the electric motor 2, that is, by a method that does not perform motor torque increase correction,
- the motor torque (wheel driving force) is repeatedly increased or decreased.
- the deviation from the target motor torque may be less if the motor torque correction amount ⁇ ⁇ Tm is added to the target motor torque and the motor torque (wheel driving force) is repeatedly increased or decreased as shown in the illustrated example. is there.
- the motor torque (wheel driving force) is repeatedly increased or decreased, it is arbitrary whether the increase is first performed or the decrease is first performed.
- increasing the motor torque (wheel drive force) first is advantageous in that the effect of improving the steering response can be obtained.
- the motor torque increase amount ⁇ Tm and the motor torque decrease amount ( ⁇ Tm) do not necessarily have the same absolute value, and can be arbitrarily determined within the range satisfying the above-described requirements.
- the motor torque increase correction time TM1s and the motor torque are the same when the absolute value of the motor torque increase amount ⁇ Tm and the motor torque decrease amount ⁇ Tm are made the same, or the absolute value of the motor torque decrease amount ( ⁇ Tm) is made smaller.
- the decrease correction time TM2s is preferable because it is easy to determine.
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- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
- Power Steering Mechanism (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
Description
操舵力が軽すぎる場合は、操舵入力(操舵角)が過大になる傾向により、車両挙動が運転者の予期したものよりも大きくなって、運転者が車両との一体感や安心感を持ち得ず、しばしば修正操舵を余儀なくされる。
かといって操舵力が重すぎる場合は、特に長距離運転中、長時間に亘って運転操作に大きな力が必要となり、運転者に疲労感を与える。
つまり、操舵システムが油圧式パワーステアリングである場合は、操舵負荷に応じた相対回転に応動して開度変化するバルブの開度変化特性を、操舵感が車両ごとに狙った通りのものとなるような仕様にする。
また操舵システムが電動式パワーステアリングである場合は、操舵力をパワーアシスト(助勢)するモータのアシストトルク特性を、操舵感が車両ごとに狙った通りのものとなるような制御態様にする。
この提案技術は、車両の横加速度を検出し、この横加速度に応じた最適な操舵力となるようなパワーステアリングのアシストトルクを算出し、このアシストトルク分だけ運転者の操舵力を助勢して、運転者が感じる操舵力を、横加速度に応じた最適なものにするというものである。
このため、パワーステアリング構成部品の仕様変更が必要になったり、横加速度検出手段のような新たな手段を必要とすることなしに、操舵感の改善が可能な装置の出現が望まれていた。
また操舵中に車輪駆動力を増減させると、駆動力の増大が操舵力の増大をもたらし、増大した駆動力の減少が操舵力の増大値からの低下をもたらすとの事実認識に基づき、
この着想を具体化して、つまり操舵中に車輪駆動力を繰り返し増減させて操舵力を増減させることで、運転者がステアリング操作中の手に感じる操舵力を、上記のようなコスト高要因の発生なしに、安価に適切な重さにして操舵感を改善し得るようにした車両の操舵感改善装置を提案するものである。
動力源からの駆動力により車輪を駆動して走行可能な車両に対し、
車両の操舵輪を舵取りする操舵が行われたのを検知する操舵検知手段と、
該手段により操舵中が検知されている間、前記車輪への駆動力を繰り返し増減させる駆動力増減手段とを設けた。
<構成>
図1は、本発明の一実施例になる操舵感改善装置を具えた車両の駆動系およびその制御系を示す。本実施例において図1における車両は、操舵輪でもある左右前輪1L,1Rを駆動して走行可能な電気自動車とする。
これら左右前輪1L,1Rの駆動に際しては、電動モータ(動力源)2により減速機(ディファレンシャルギヤ装置を含む)3を介し、当該左右操舵輪1L,1Rの駆動を行うものとする。
電気自動車の対地速度である車速Vを検出する車速センサ7からの信号と、
運転操作に応じたアクセル開度(電動モータ要求負荷)θを検出するアクセル開度センサ8からの信号と、
運転者が左右前輪(操舵輪)1L,1Rを転舵するときに操作するステアリングホイール(図示せず)の操舵角δを検出する操舵角センサ9からの信号と、
電動モータ2の電流(図1ではU相、V相、W相よりなる三相交流であるから電流iu,iv,iw)を検出する電流センサ10からの信号と、を入力する。
インバータ6は、例えば各相ごとに2個のスイッチング素子(例えばIGBT等のパワー半導体素子)からなり、駆動信号に応じてスイッチング素子をON/OFFすることにより、バッテリ5から供給される直流の電流を交流に変換・逆変換し、電動モータ2に所望の電流を供給する。
また車両走行中、電動モータ2が左右前輪1L,1Rに連れ回される所謂逆駆動時は、電動モータ2に発電負荷を与えて電動モータ2に回生制動作用を行わせることで、車両の運動エネルギーを回生してバッテリ5に蓄電する。
電動モータコントローラ4は、図2に示す制御プログラムを実行して、電動モータ2の駆動力制御を介し、車両の操舵感改善制御を以下のごとくに行う。
従ってステップS11およびステップS12は、本発明における操舵検知手段に相当する。
ステップS12で操舵が行われたと判定する操舵開始時は、車両の操舵感改善制御を開始すべきであるから、制御をステップS13以降に進めて以下のごとくに、電動モータ2の駆動力制御を介した車両の操舵感改善制御を遂行する。
ステップS13で(0<TM<TM1s)と判定する間は、つまり図3の操舵開始時t1から設定時間TM1s内であると判定する間は、ステップS14において、車速Vおよびアクセル開度APOから予定のモータトルクマップを基に求めた電動モータ2の目標モータトルクに対し、図3にトルク波形で示した操舵開始瞬時t1の直後における駆動トルク補正量ΔTmを上乗せして目標モータトルクを補正する、モータトルク増大補正を行う。
従ってステップS15は、ステップS11およびステップS12と共に、本発明における操舵検知手段を構成する。
ステップS13で(0<TM<TM1s)と判定する間は、つまり図3の操舵開始時t1から設定時間TM1sが経過した瞬時t2よりも前である間は、ステップS14において行う図3のトルク波形に沿ったモータトルク増大補正を継続する。
このモータトルク減少補正は、図3の瞬時t2と、この瞬時t2から設定時間TM2sが経過する瞬時t3との間において行わせ、駆動トルク減少補正量(-ΔTm)は、前記した駆動トルク増大補正量ΔTmと、絶対値が同じものとする。
但し、モータトルク減少補正時間TM2sは、前記したモータトルク増大補正時間TM1sよりも短くする。
このモータトルク増大補正は、図3の瞬時t3と、この瞬時t3からステップS14におけると同じ設定時間TM1sが経過する瞬時t4との間において行わせる。
ステップS15で操舵中と判定する間は、制御をステップS11およびステップS12に戻すが、操舵中故に制御はステップS12からステップS13へと進み、このステップS13が現在のTM≧TM1sに呼応して制御を順次ステップS16およびステップS17に進める。
そして、運転者がステアリングホイールを中立位置に戻し、操舵を止めたときは、ステップS15が操舵角絶対値|δ|=0により操舵終了を判定し、図2のループから抜けることから、電動モータ2の目標モータトルクに対する上記の減少補正(ステップS16)および増大補正(ステップS17)が行われなくなり、電動モータ2は目標モータトルクを出力するよう制御される。
先ず図3の操舵開始時t1から設定時間TM1sが経過する瞬時t2までの間、電動モータ2のトルクはステップS14において、目標モータトルクよりも図3のトルク増減量波形で示す量ΔTmだけ増大された値に制御される。
その後、図3のモータトルク減少補正終了時t3から設定時間TM1sが経過する瞬時t4までの間、電動モータ2のトルクはステップS17において、目標モータトルクよりも図3のトルク増減量波形で示す量ΔTmだけ増大された値に制御される。
従ってステップS14、ステップS16およびテップS17は、本発明における駆動力増減手段に相当する。
タイヤ接地面に係わる諸元が図4に示すごときものである場合、操舵輪(前輪)1L,1Rが個々に発生する回頭モーメントMは、次式のように右辺第1項の横力σyによる回頭モーメントから、右辺第2項の駆動力σxによる回頭モーメントを差し引く演算により求めることができる。
一方で操舵中は、旋回方向外方への荷重移動により、旋回方向外側となる前輪のタイヤ接地点が車幅方向外方へ移動すると共に、旋回方向内側となる前輪のタイヤ接地点が車幅方向内方へ移動して、これら内外輪の接地点にそれぞれ上記の駆動力σxが作用する。
ところで復元方向のモーメントは、運転者が行っているステアリングホイールの操作に逆らう方向のモーメントであることから、ステアリングラック・スラスト増減量を図3のモータトルク増大期間t3~t4につき例示したごとく復元側の推力となり、操舵力を重くすることとなる。
この駆動力σxは、上記のごとくに移動した旋回方向外側前輪のタイヤ接地点および旋回方向内側前輪のタイヤ接地点に作用して、操舵状態の前輪1L,1Rをキングピン軸線の周りに回そうとするモーメントを発生させる。
かかる回頭方向のモーメントは、運転者が行っているステアリングホイールの操作に対し順方向のモーメントであることから、ステアリングラック・スラスト増減量を図3のモータトルク減少期間t2~t3につき例示したごとく回頭側の推力となり、操舵力を軽くすることとなる。
しかし、当該モータトルク増減補正量(ΔTm,-ΔTm)が、運転者に加減速を感じさせるようなものであっては違和感になることから、運転者に加減速を感じさせない程度のモータトルク増減補正量(ΔTm,-ΔTm)に定められる。
しかし、本実施例の操舵時モータトルク増減補正により操舵力が図3につき前述したごとくに繰り返し増減されると、運転者はステアリングホイールを操作する手に、小さい方(減少中)の操舵力よりも、大きい方(増大中)の操舵力を敏感に感じ取る傾向にあり、全体としては大きい方(増大中)の操舵力を強く感じる。
モータトルク増大時間TM1sおよびモータトルク減少時間TM2s間には更に、両者間の割合(TM1s/TM2s)が、操舵速度に関係なく一定の割合であり続けるような比率関係を持たせ、これにより如何なる操舵速度のもとでも上記した操舵感の改善が達成されるようにするのがよい。
図6,7における実線は、本実施例の操舵時モータトルク増減補正を行って図3につき前述した操舵力の繰り返し増減変化を生じさせた場合の操舵力変化特性である。また図6,7における破線は、本実施例の当該操舵時モータトルク増減補正を行わない(操舵力の繰り返し増減変化を生じさせない)場合の操舵力変化特性である。
これに対し、本実施例の操舵時モータトルク増減補正を行う(操舵力の繰り返し増減変化を生じさせる)場合は、運転者がステアリング操作中の手に感じる操舵力の重さを、図3における操舵時モータトルク増減時間TM1s,TM2sの設定により適切な重さにすることができ、運転者が車両との一体感や安心感を持てるように操舵感を改善できる。従って、図6,7の実線から明らかなように、運転者が滑らかなステアリング操作を行うことができ、修正操舵を殆ど行っていない。
本実施例のごとく瞬時t1~t2間の操舵開始当初にモータトルク増大補正により車輪駆動力を増大させると、この駆動力増大が操舵開始当初において旋回方向外側輪の回頭モーメントおよび旋回方向内側輪の回頭モーメント(復元モーメント)の差による回頭モーメントを大きくし、従って、このモーメント差を車両重心・車輪間距離で除して求まる見かけ上の横力が、操舵開始当初において増大する。
ところで左右前輪1L,1Rは実際上、ステアリングホイール操舵角δの発生から、操舵力伝動系の応答遅れ分だけ遅れて転舵され、ステアリングホイール操舵角δに基づいて操舵状態か否かの判定を行う場合、左右前輪1L,1Rが未だ転舵状態でないときから図2のモータトルク増減補正が行われる懸念がある。
上記した図示例では、操舵輪である左右前輪1L,1Rを駆動する車両に本発明の着想を適用する場合につき説明したが、本発明は、左右前輪1L,1Rに代えて、或いは左右前輪1L,1Rと共に左右後輪をもモータ駆動する車両や、車輪を個別の電動モータにより駆動する車両に対しても適用可能であり、この場合も図2の駆動力増減補正制御により前記したと同様な作用効果を奏し得る。
しかしエンジンは、回転電機に較べて制御応答が低いため、回転電機に対し図2の駆動力増減補正制御を行う方が、前記の作用効果を一層確実なものにし得る点において有利である。
しかし、モータトルク(車輪駆動力)の増大を先に行うようにした方が、前記した操舵応答の改善効果も奏し得られる点において有利である。
しかし、モータトルク増大量ΔTmおよびモータトルク減少量-ΔTmの絶対値を同じにしたり、モータトルク減少量(-ΔTm)の絶対値の方を小さくした方が、モータトルク増大補正時間TM1sおよびモータトルク減少補正時間TM2sの決定が容易になって、好ましい。
Claims (9)
- 動力源からの駆動力により車輪を駆動して走行可能な車両において、
車両の操舵輪を舵取りした操舵中であるのを検知する操舵検知手段と、
該手段により操舵中が検知されている間、前記車輪への駆動力を繰り返し増減させる駆動力増減手段とを具備してなる車両の操舵感改善装置。 - 請求項1に記載された車両の操舵感改善装置において、
前記操舵検知手段は、車両の複数車輪間における回転速度差から前記操舵が行われたのを検知する車両の操舵感改善装置。 - 請求項1または2に記載された車両の操舵感改善装置において、
前記駆動力増減手段は、少なくとも、前記車輪への駆動力を増大させる駆動力増大処理を含んで、前記車輪への駆動力の繰り返し増減を行う車両の操舵感改善装置。 - 請求項3に記載された車両の操舵感改善装置において、
前記駆動力増減手段は、前記車輪への駆動力の繰り返し増減に際し、先ず前記駆動力増大処理を行う車両の操舵感改善装置。 - 請求項1~4のいずれか1項に記載された車両の操舵感改善装置において、
前記駆動力増減手段は、前記車輪への駆動力の繰り返し増減に際し、前記駆動力増大処理の時間を駆動力減少処理の時間よりも長く与える車両の操舵感改善装置。 - 請求項5に記載された車両の操舵感改善装置において、
前記駆動力増減手段は、前記駆動力増大処理時間および駆動力減少処理時間の割合を、操舵速度に関わりなく一定の割合とする車両の操舵感改善装置。 - 請求項1~6のいずれか1項に記載された車両の操舵感改善装置において、
前記駆動力の増減量は、車両の乗員が加減速を感じない程度のものである車両の操舵感改善装置。 - 請求項1~7のいずれか1項に記載された車両の操舵感改善装置において、
前記駆動力増減手段は、前記車輪への駆動力の繰り返し増減に際し、車両の運転状態から求めた目標駆動力を基準とし、前記車輪への駆動力を該目標駆動力よりも大きな値、または該目標駆動力よりも小さな値にする車両の操舵感改善装置。 - 請求項1~8のいずれか1項に記載された車両の操舵感改善装置において、
前記車両が、駆動力の少なくとも一部を電動モータで賄うようにした電動車両であり、
前記駆動力増減手段は、前記電動モータを介して前記車輪への駆動力の繰り返し増減制御を行う車両の操舵感改善装置。
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RU2012146382/11A RU2519605C1 (ru) | 2010-05-18 | 2011-04-13 | Устройство для улучшения чувствительности рулевого управления транспортного средства |
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- 2011-04-13 WO PCT/JP2011/059176 patent/WO2011145410A1/ja active Application Filing
- 2011-04-13 EP EP11783347A patent/EP2572952A1/en not_active Withdrawn
- 2011-04-13 MX MX2012012405A patent/MX2012012405A/es not_active Application Discontinuation
- 2011-04-13 CN CN201180021994.XA patent/CN102869556B/zh not_active Expired - Fee Related
- 2011-04-13 US US13/695,510 patent/US8666582B2/en not_active Expired - Fee Related
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US20130054073A1 (en) | 2013-02-28 |
JP2011240823A (ja) | 2011-12-01 |
CN102869556A (zh) | 2013-01-09 |
US8666582B2 (en) | 2014-03-04 |
MX2012012405A (es) | 2012-11-29 |
EP2572952A1 (en) | 2013-03-27 |
CN102869556B (zh) | 2015-07-01 |
RU2519605C1 (ru) | 2014-06-20 |
BR112012028199A2 (pt) | 2016-08-02 |
JP5560895B2 (ja) | 2014-07-30 |
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