WO2017115410A1 - 車両の操舵制御装置 - Google Patents

車両の操舵制御装置 Download PDF

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Publication number
WO2017115410A1
WO2017115410A1 PCT/JP2015/086497 JP2015086497W WO2017115410A1 WO 2017115410 A1 WO2017115410 A1 WO 2017115410A1 JP 2015086497 W JP2015086497 W JP 2015086497W WO 2017115410 A1 WO2017115410 A1 WO 2017115410A1
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WO
WIPO (PCT)
Prior art keywords
steering
torque
command value
current command
vehicle
Prior art date
Application number
PCT/JP2015/086497
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English (en)
French (fr)
Japanese (ja)
Inventor
雅也 遠藤
泰蔵 戸田
Original Assignee
三菱電機株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 三菱電機株式会社 filed Critical 三菱電機株式会社
Priority to JP2017558811A priority Critical patent/JP6509378B2/ja
Priority to PCT/JP2015/086497 priority patent/WO2017115410A1/ja
Priority to DE112015007247.0T priority patent/DE112015007247B4/de
Publication of WO2017115410A1 publication Critical patent/WO2017115410A1/ja

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B62D6/04—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits responsive only to forces disturbing the intended course of the vehicle, e.g. forces acting transversely to the direction of vehicle travel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • 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
    • B62D5/0472—Controlling the motor for damping vibrations

Definitions

  • the present invention relates to a vehicle steering control device, and more particularly to a vehicle steering control device for assisting a driver to steer a steering wheel of a vehicle.
  • an apparatus that obtains an assist command current value based on a steering torque and a vehicle speed and applies the assist command current value to an assist motor to perform electric power steering control is well known.
  • a torque steer phenomenon occurs in which the steering wheel is taken in one direction due to the unbalance of the left and right wheel mechanisms and the unbalance of the driving force.
  • an acceleration operation detecting means for detecting the acceleration operation of the driver is provided, and torque steer reduction for canceling transient torque steer when the acceleration operation amount detected by the acceleration operation detecting means exceeds a predetermined value.
  • An electric steering control device that applies torque to a steering wheel has been proposed (see, for example, Patent Document 2).
  • JP 2009-190658 A (FIGS. 2 to 4) Japanese Unexamined Patent Publication No. 2007-331565 (FIG. 10)
  • Patent Document 2 in the case of a method of estimating torque steer reducing torque that cancels torque steer and canceling torque steer, it is required to accurately estimate the magnitude of torque steer reducing torque.
  • the magnitude of the transmitted drive torque since the magnitude of the transmitted drive torque, the mechanism including the steering, the road surface condition, and the like are affected, it is difficult to accurately estimate the magnitude of the torque steer.
  • the present invention has been made to solve the above-described problems, and can effectively prevent a steering wheel phenomenon caused by torque steer regardless of the magnitude of torque steer that occurs.
  • An object of the present invention is to provide a steering control device.
  • a vehicle steering control device assists steering of a steering wheel by a driver so as to reduce the torque steer when it is estimated that the state of the vehicle is a situation where torque steer occurs.
  • a steering torque detecting unit for detecting a steering torque of a steering wheel of the vehicle, a vehicle speed detecting unit for detecting a vehicle speed of the vehicle, a steering angle detecting unit for detecting a steering angle of the steering wheel, and steering assist for the steering wheel.
  • the first current command value for the motor based on the steering torque and the vehicle speed, the steering angle when it is estimated that the torque steer is generated is the torque steer time
  • a second steering angle is stored as a steering angle
  • a second current command value is calculated from an angle deviation between the steering angle during torque steering and the current steering angle
  • the first electric current is calculated.
  • a control unit for driving the motor command value is corrected by the second current command value.
  • the steering angle when it is estimated that the vehicle state is a situation where torque steer occurs is stored as the steering angle during torque steer, and the angle between the steering angle during torque steer and the subsequent operation angle is stored. Since the first current command value for the motor is corrected based on the second current command value based on the deviation, the steering angle when the handle is turned to the left from the neutral point is set to be positive. Assuming that the current required to turn the steering wheel to the left is positive, when the steering wheel is moved to the left due to torque steering, the steering angle becomes larger than the steering angle during torque steering, and the second current command value is negative. It becomes a value and the phenomenon that the handle is taken can be effectively prevented. On the contrary, when the steering wheel is taken to the right due to the torque steer, the second current command value becomes a positive value, and the phenomenon that the steering wheel is taken can be effectively prevented.
  • FIG. 1 is a configuration diagram illustrating a vehicle steering control device according to Embodiment 1 of the present invention
  • FIG. It is a block diagram which shows the signal processing system of the steering control apparatus of the vehicle by Embodiment 1 of this invention. It is a flowchart which shows the signal processing procedure of the steering control apparatus of the vehicle by Embodiment 1 of this invention.
  • It is a general assist memory map of the vehicle steering control device used in the present invention. It is a memory map figure which set the weight which gives a correction gain with respect to the steering torque by each embodiment of this invention.
  • It is a block diagram which shows the signal processing system of the steering control apparatus of the vehicle by Embodiment 2 of this invention. It is a block diagram which shows the signal processing system of the steering control apparatus of the vehicle by Embodiment 3 of this invention. It is a block diagram which shows the signal processing system of the steering control apparatus of the vehicle by Embodiment 4 of this invention.
  • Embodiment 1 FIG. In FIG. 1 showing the vehicle steering control apparatus according to Embodiment 1 of the present invention, the left and right steered wheels 3 are steered according to the rotation of the steering shaft 2 connected to the handle 1.
  • a torque sensor 4 is disposed on the steering shaft 2 and detects a steering torque acting on the steering shaft 2.
  • the motor 5 is connected to the steering shaft 2 via the speed reduction mechanism 6, and the steering assist torque generated by the motor 5 can be applied to the steering shaft 2.
  • the vehicle speed is detected by a vehicle speed sensor 7.
  • the motor current flowing through the motor 5 is detected by the current sensor 8.
  • the accelerator opening of the accelerator pedal operated by the driver is detected by an accelerator opening sensor 9.
  • the steering angle sensor 10 detects the steering angle of the steering wheel.
  • the control unit 11 inputs the output signals of the sensors 4, 7, 9, and 10 to calculate the steering assist torque generated by the motor 5, and calculates the current of the motor 5 necessary to generate the steering assist torque. It is something to control.
  • the control unit 11 includes a CPU 11a that receives an output signal of each sensor, a memory 11b including a ROM and a RAM for performing signal processing between the CPU 11a via a bus BUS, and a steering assist torque from the CPU 11b. And a current driver 11c for driving the current of the motor 5 so that the motor currents coincide with each other.
  • FIGS. 2 is a functional block diagram showing signal processing by the CPU 11a and the memory 11b in the control unit 11 of FIG.
  • the flowchart of FIG. 3 shows the processing flow of FIG. 2 in time series, and corresponds to each other. The operation shown in the flowchart is repeatedly executed at a predetermined control cycle.
  • step S1 the torque sensor 4 detects the steering torque Thdl.
  • a vehicle speed V is detected by the vehicle speed sensor 7.
  • the current sensor 8 detects the motor current Im.
  • the accelerator opening sensor 9 detects the accelerator opening Aop.
  • the steering angle sensor 10 detects the steering angle Sa of the steering wheel.
  • step S2 the first current command value calculation unit 13 calculates the current command value Im1 from at least the vehicle speed V and the steering torque Thdl.
  • This current command value Im1 is a motor current command value (basic assist command value) for generating a motor torque that assists the driver's steering.
  • the current command value Im1 is calculated by a known technique of a vehicle steering control device.
  • an assist memory map in which the relationship between the steering torque Thdl and the current command value Im1 to the motor is defined with the vehicle speed V as a variable, that is, an assist characteristic curve is created in advance and stored in the memory 11b. Keep it. Then, a current command value (first current command value) Im1 corresponding to the steering torque Thdl and the vehicle speed V is read from the assist memory map, and used as a basic assist command value.
  • this assist memory map is generally determined so that the current command value increases and the characteristic gradient (degree of change) increases as the steering torque Thdl increases. Further, the current command value Im1 is set to be smaller as the vehicle speed V is larger.
  • step S3 the vehicle state estimation unit 14 calculates a torque steer determination value F1.
  • the torque steer determination value F1 is 0 when no torque steer is generated.
  • the torque steer judgment value F1 is set to “1”.
  • Torque steer is likely to occur when the driving force of the vehicle increases rapidly. Therefore, in the vehicle state estimation unit 14, the detected value Aop of the accelerator opening sensor 9 is equal to or greater than a predetermined value ⁇ (Aop ⁇ ⁇ ), and the differential value of the accelerator opening that is the change amount of the accelerator opening is a predetermined value.
  • the torque steer determination value F1 is set to “1” in consideration of a situation in which torque steer is highly likely to occur or an initial situation in which torque steer has occurred as described above.
  • a known technique for detecting torque steer may be used for determining a situation where torque steer is likely to occur or an initial situation where torque steer has occurred.
  • the vehicle state estimation unit 14 sets the torque steer determination value F1 to “1”, and then sets a value between “1” and “0” according to the steering torque. Change. Note that, as described below, the correction gain can be similarly set according to the accelerator opening, the elapsed time, and the like.
  • the torque steer determination value F1 is gradually decreased to zero at a predetermined time T1.
  • step S3 The torque steer determination value F1 thus obtained in step S3 is stored in the torque steer steering angle storage unit 15.
  • the storage unit 15 constitutes the memory 11b.
  • step S4 it is determined whether or not the torque steer determination value F1 is zero or greater than zero. When the torque steer determination value F1 is “0” (NO), the process proceeds to step 5 where the multiplier 16b of the second current command value calculation unit 16 sets the second current command value Im2 to zero. If the torque steer determination value F1 is greater than “0” (YES), the process proceeds to step 6.
  • step S6 it is determined whether or not the previous value of the torque steer determination value F1 stored in the storage unit 15 is zero.
  • the process proceeds to step S7, and the steering angle storage unit 15 stores the steering angle Sa detected by the steering angle sensor 10 as the steering angle Sa (ts) during torque steering. Then, the process proceeds to step S8.
  • step S7 If the previous value of the torque steer determination value F1 is not zero (F1 ⁇ 0), the process skips step S7 and proceeds to step S8. That is, the steering angle Sa (ts) during torque steering is stored as the steering angle at the moment when the torque steering determination value F1 changes from “0” to “1”.
  • step S 8 the torque steering steering angle Sa (ts) stored in the storage unit 15 and the current steering angle detected by the steering angle sensor 10 in the calculator 16 a in the second current command value calculation unit 16.
  • An angular deviation Dsa Sa (ts) ⁇ Sa from Sa is calculated.
  • step S10 the adder 17 adds the first current command value Im1 and the second current command value Im2 to obtain a motor current command value Im that is an actual assist command value. That is, the first current command value Im1 is corrected with the second current command value Im2.
  • step S11 the current drive unit 11c drives the current so that the current of the motor 5 matches the motor current command value Im.
  • the steering angle when the steering wheel is turned to the left from the neutral point is defined as positive, and the current required for the motor 5 to turn the steering wheel to the left is defined as positive.
  • the steering angle Sa becomes larger than the steering angle Sa (ts) during torque steering, and the second current command value Im2 becomes a negative value, and the steering wheel taking effect is effective. Can be prevented.
  • the second current command value Im2 becomes a positive value, and the phenomenon that the steering wheel is taken can be effectively prevented.
  • the steering torque fluctuation when the steering wheel is taken by the torque steer can be suppressed to h1 or less, and the weight W1 does not decrease. Therefore, the torque steer can be effectively suppressed, and the steering interference with the driver is prevented. Can be prevented.
  • a correction gain can be set for the accelerator opening.
  • a weight W1 that decreases in size as the accelerator opening decreases is set. Accordingly, when the driver reduces the accelerator opening and there is no possibility of occurrence of torque steer, the second current command value is corrected to be small, thereby preventing interference with the driver's steering operation. . Further, when the accelerator opening Aop becomes equal to or smaller than the set value ⁇ , the weight W1 may be gradually decreased with time.
  • the angle feedback control for preventing torque steer can be prevented from being executed when it is unnecessary, and since it is smoothly reduced, it does not interfere with the driver's steering and can prevent the driver from feeling uncomfortable. .
  • the weight W1 is decreased as the duration time (elapsed time) is increased to decrease the second current command value. Is possible.
  • Patent Document 1 it is a correction of the steering assist torque by torque differentiation or speed damping, and it is difficult to sufficiently suppress the phenomenon of steering.
  • the steering angle immediately before the occurrence of torque steering or the initial steering angle at the time of torque steering is stored as the steering angle at the time of torque steering, and based on the angular deviation between the stored steering angle at the time of torque steering and the current steering angle. Since the angle feedback control can be configured, the phenomenon that the handle is taken can be prevented.
  • the steering angle sensor 10 is used to detect the steering angle of the steering wheel.
  • the present invention is not limited to this.
  • a rotation angle converted to the steering shaft 2 using a motor rotation angle sensor attached to the motor 5 may be used as the steering angle of the steering wheel.
  • Embodiment 2 Since the overall configuration and operation of the vehicle steering control apparatus according to the second embodiment are the same as those in FIG. 1 shown in the first embodiment, the description thereof is omitted here.
  • the same reference numerals are used for configurations common to the above-described first embodiment, and the operation of the second current command value calculation unit 16, which is different from the first embodiment, is illustrated below. This will be described with reference to the block diagram shown in FIG.
  • the calculation unit 16c is a time change amount of the steering angle Sa with respect to the current command value Kp * Dsa (A in FIG. 6) by the calculation unit 16a described above.
  • a value Kp * Dsa ⁇ Kd * Sa / dt (same C) obtained by subtracting the current command value Kd * Sa / dt (same B) corresponding to the differential value Sa / dt (steering speed Ss) is obtained.
  • the current command value Ktd * corresponding to the steering torque differential value Thdl / dt which is the amount of time change of the steering torque Thdl, from the current command value Ktp * Thdl (the same D) corresponding to the steering torque Thdl.
  • a value F obtained by adding Thdl / dt (same E) is obtained. Then, the sum G of the values C and F is given to the multiplier 16b.
  • the second current command value Im2 becomes the following value.
  • Im2 F1 ⁇ Kp * (Sa (ts) ⁇ Sa) ⁇ Kd * Ss + Ktp * Thdl + Ktd * Thdl / dt ⁇
  • the steering torque fluctuation at the time of torque steering can be suppressed by the correction based on the current command value corresponding to the steering torque and the current command value corresponding to the steering torque differential value, which is the amount of time change of the steering torque.
  • the driver's steering can be assisted. Therefore, the angle feedback control for suppressing the torque steer and the steering interference with the driver can be further prevented.
  • the current command value correction according to the steering torque Thdl, the current command value correction according to the steering speed Ss ( Sa / dt), and the current command according to the steering torque differential value Thdl / dt which is the amount of change in the steering torque over time. Any one or more of the value corrections may be selected and applied as necessary.
  • torque fluctuation transmitted from the steering wheel to the driver can be finely suppressed. Further, it is possible to prevent interference between the driver's steering wheel operation and the angle feedback control by the steering control device. In other words, the effect of holding the handle by position control and interference with the driver who wants to turn the handle can be prevented.
  • Embodiment 3 Since the overall configuration and operation of the vehicle steering control apparatus according to the third embodiment are the same as those of the first embodiment, the description thereof is omitted here.
  • the same reference numerals are used for configurations common to the above-described first embodiment, and the operation of the second current command value calculation unit 16, which is different from the first embodiment, will be described below. This will be described with reference to FIG.
  • the increase / switchback determination unit 21 determines the direction of the steering handle phenomenon caused by the torque steer. That is, when the current steering angle Sa is larger than the steering angle Sa (ts) during torque steering (
  • Equation (3) is apparently the same as equation (1), but when it is determined that the torque steer is in the reversing direction, Kp is set to be small, so that the effect of suppressing the handle taken by angle feedback control is set to be small. can do. As a result, it is possible to allow fluctuations in the phenomenon that the handle is taken back to the neutral point.
  • Kp is set again to be larger than the case where it is determined that the return direction torque steer.
  • the driver may expect the steering wheel to return to the neutral point.
  • the configuration of the third embodiment by allowing movement of the steering wheel in the direction of returning to the neutral point, it is possible to realize steering behavior that is comfortable for the driver.
  • the second current command value is applied strongly and the steering wheel is held at the steering angle during torque steering.
  • the second current command value is weakly applied so as not to prevent the handle from returning to the neutral point and to return slowly.
  • Embodiment 4 Since the overall configuration and operation of the vehicle steering control apparatus according to the fourth embodiment are the same as those in the first embodiment, the description thereof is omitted here.
  • the same reference numerals are used for configurations common to the above-described first embodiment, and the operation of the third current command value calculation unit 24, which is different from the first embodiment, will be described below. Explanation will be made with reference to FIG.
  • Im3 Kr1 * (Ss_ref ⁇ Ss) (4)
  • the steering wheel return control unit 24a is not limited to this configuration, and may be configured to calculate a third current command value Im3 for returning the steering wheel to neutral according to the vehicle speed V and the steering angle Sa.
  • a handle return control technique may be applied.
  • Im3 ⁇ f2 (Sa, V) (6)
  • the third current command value calculated by the handle return control unit 24a is set to be smaller than normal during a predetermined time after the torque steer determination value F1 changes from “0” to “1”. to correct.
PCT/JP2015/086497 2015-12-28 2015-12-28 車両の操舵制御装置 WO2017115410A1 (ja)

Priority Applications (3)

Application Number Priority Date Filing Date Title
JP2017558811A JP6509378B2 (ja) 2015-12-28 2015-12-28 車両の操舵制御装置
PCT/JP2015/086497 WO2017115410A1 (ja) 2015-12-28 2015-12-28 車両の操舵制御装置
DE112015007247.0T DE112015007247B4 (de) 2015-12-28 2015-12-28 Lenksteuergerät für ein fahrzeug

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108216357A (zh) * 2018-01-17 2018-06-29 北京汽车股份有限公司 粘滞补偿方法与装置
CN112789948A (zh) * 2018-09-28 2021-05-11 法雷奥照明公司 机动车辆照明装置
JP7400686B2 (ja) 2020-10-13 2023-12-19 株式会社デンソー 車両転舵装置

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Publication number Priority date Publication date Assignee Title
JP2008126808A (ja) * 2006-11-20 2008-06-05 Toyota Motor Corp 車両の制御装置
JP2009190658A (ja) * 2008-02-18 2009-08-27 Nsk Ltd 電動パワーステアリング装置の制御装置
WO2010144049A1 (en) * 2009-06-11 2010-12-16 Safe Mobility Ekonomisk Förening Method for controlling vehicle steering and vehicle behaviour
JP2011051394A (ja) * 2009-08-31 2011-03-17 Mitsubishi Electric Corp 車両用操舵制御装置

Family Cites Families (3)

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DE102006015636B4 (de) 2006-04-04 2011-04-28 Volkswagen Ag Verfahren zum Kompensieren von Schiefzieheffekten an einem Kraftfahrzeug über die Fahrzeuglenkung sowie hierzu geeignete Vorrichtung
JP4835986B2 (ja) 2006-06-15 2011-12-14 株式会社アドヴィックス 電動ステアリング制御装置
DE102006044088B4 (de) 2006-09-20 2009-09-24 Ford Global Technologies, LLC, Dearborn Verfahren zum Ausgleich von Antriebseinflüssen eines Antriebsstranges eines Kraftfahrzeuges

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008126808A (ja) * 2006-11-20 2008-06-05 Toyota Motor Corp 車両の制御装置
JP2009190658A (ja) * 2008-02-18 2009-08-27 Nsk Ltd 電動パワーステアリング装置の制御装置
WO2010144049A1 (en) * 2009-06-11 2010-12-16 Safe Mobility Ekonomisk Förening Method for controlling vehicle steering and vehicle behaviour
JP2011051394A (ja) * 2009-08-31 2011-03-17 Mitsubishi Electric Corp 車両用操舵制御装置

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108216357A (zh) * 2018-01-17 2018-06-29 北京汽车股份有限公司 粘滞补偿方法与装置
CN112789948A (zh) * 2018-09-28 2021-05-11 法雷奥照明公司 机动车辆照明装置
JP7400686B2 (ja) 2020-10-13 2023-12-19 株式会社デンソー 車両転舵装置

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JP6509378B2 (ja) 2019-05-08
JPWO2017115410A1 (ja) 2018-04-05
DE112015007247T5 (de) 2018-09-20

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