WO2017115410A1 - Vehicle steering control device - Google Patents
Vehicle steering control device Download PDFInfo
- 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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- steering
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- command value
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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
- 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
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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
- B62D5/0472—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.
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Abstract
Description
従来の車両では、運転者が急なアクセル操作をした時に、左右輪の機構のアンバランスや、駆動力のアンバランスにより、ハンドルが一方向に取られてしまうトルクステア現象が生じる。 As such a vehicle steering control device, 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.
In a conventional vehicle, when the driver suddenly operates the accelerator, 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.
本発明の実施の形態1による車両の操舵制御装置を示す図1において、ハンドル1に連結したステアリング軸2の回転に応じて左右の転舵輪3が転舵される。ステアリング軸2には、トルクセンサ4が配置され、ステアリング軸2に作用する操舵トルクを検出する。モータ5は減速機構6を介してステアリング軸2に連結されており、モータ5が発生する操舵補助トルクをステアリング軸2に付与することができる。車両の車速は車速センサ7で検出する。またモータ5に流れるモータ電流は電流センサ8で検出する。運転者が操作するアクセルペダルのアクセル開度はアクセル開度センサ9で検出する。そして、ハンドルの操舵角度を操舵角度センサ10で検出する。
In FIG. 1 showing the vehicle steering control apparatus according to
トルクステアは車両の駆動力が急増する場合に発生しやすい。そこで、車両状態推定部14では、アクセル開度センサ9の検出値Aopが、所定値α以上で(Aop≧α)、かつ、アクセル開度の変化量であるアクセル開度の微分値が所定値β以上であり(Aop/dt≧β)、かつ、操舵角度センサ10で検出した操舵角度の時間変化量である操舵速度の大きさが所定値γ以下である場合(|Sa/dt|=|Ss|≦γ)に、上述したようにトルクステアが発生する可能性が高い状況、又は、トルクステアが発生した初期状況と見做して、トルクステア判定値F1=“1”にする。 This will be described more specifically.
Torque steer is likely to occur when the driving force of the vehicle increases rapidly. Therefore, in the vehicle
ステップS4では、トルクステア判定値F1がゼロであるか、又は、ゼロより大きいか否かを判断する。トルクステア判定値F1が“0”である場合(NO)は、ステップ5に進み、第2の電流指令値演算部16の乗算器16bにおいて、第2の電流指令値Im2をゼロとする。トルクステア判定値F1が“0”より大きい場合(YES)は、ステップ6に進む。 The torque steer determination value F1 thus obtained in step S3 is stored in the torque steer steering
In 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
Im=Im1+Im2
=Im1+F1{Kp*(Sa(ts)-Sa)} ・・・式(1) Therefore, the current command value Im to the
Im = Im1 + Im2
= Im1 + F1 {Kp * (Sa (ts) -Sa)} Expression (1)
本実施の形態1の構成により、トルクステアが発生する可能性が高い状況、又は、トルクステアが発生した初期状況を判定して、その時(F1=1)の操舵角度をトルクステア時操舵角度Sa(ts)として記憶することができる。そして、この記憶したトルクステア時操舵角度Sa(ts)と、現在の操舵角度Saとの角度偏差Dsaから第2の電流指令値Im2を演算することにより、トルクステア時操舵角度Sa(ts)を目標角度とした角度、すなわち、角度フィードバック制御を行うことができる。 The effects of the first embodiment of the present invention described above will be described.
According to the configuration of the first embodiment, a situation in which torque steer is likely to occur or an initial situation in which torque steer has occurred is determined, and the steering angle at that time (F1 = 1) is determined as the torque steer steering angle Sa. (Ts) can be stored. Then, by calculating the second current command value Im2 from the stored torque steering angle Sa (ts) at torque steering and the angular deviation Dsa between the current steering angle Sa, the torque steering time Sa (ts) is calculated. An angle as a target angle, that is, angle feedback control can be performed.
逆に、トルクステアによりハンドルが右に取られた場合、第2の電流指令値Im2は正の値となり、ハンドル取られ現象を効果的に防止することができる。 For example, 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
On the contrary, when the steering wheel is taken to the right due to the torque steer, the second current command value Im2 becomes a positive value, and the phenomenon that the steering wheel is taken can be effectively prevented.
また、アクセル開度Aopが設定値δ以下になった時に、時間的に重みW1を漸次減少させても良い。 Although attention is paid to the steering torque in FIG. 5, a correction gain can be set for the accelerator opening. However, 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 δ, the weight W1 may be gradually decreased with time.
これに対し、本発明では、トルクステア発生直前、又は、トルクステア発生初期の操舵角度をトルクステア時操舵角度として記憶し、記憶したトルクステア時操舵角度と現在の操舵角度との角度偏差に基づく角度フィードバック制御を構成することができるため、ハンドル取られ現象を防止することができる。 In summary, in
On the other hand, in the present invention, 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.
これに対し、本発明では、トルクステア時操舵角度と前記操舵角度に基づく位置フィードバック制御を構成するため、トルクステアの大きさの推定をする必要がなく、トルクステアによるハンドル取られ現象をロバストに抑制することができる。 In addition, as in
On the other hand, in the present invention, since the torque steer steering angle and position feedback control based on the steering angle are configured, there is no need to estimate the size of the torque steer, and the steering handle phenomenon due to torque steer is robust. Can be suppressed.
本実施の形態2に係る車両の操舵制御装置の全体の構成及び動作については、上記の実施の形態1について示した図1と同じであるため、ここでは、説明を省略する。また、上記の実施の形態1と共通する構成については、同一の符号を用いることとし、以下では、実施の形態1と異なる点である、第2の電流指令値演算部16の動作を、図6に示すブロック図で説明する。
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. In addition, the same reference numerals are used for configurations common to the above-described first embodiment, and the operation of the second current command
そして、値CとFとの和Gを乗算器16bに与える。 In the
Then, the sum G of the values C and F is given to the
Im2=F1{Kp*(Sa(ts)-Sa)-Kd*Ss
+Ktp*Thdl+Ktd*Thdl/dt} As a result, the second current command value Im2 becomes the following value.
Im2 = F1 {Kp * (Sa (ts) −Sa) −Kd * Ss
+ Ktp * Thdl + Ktd * Thdl / dt}
Im=Im1+Im2
=Im1+F1{Kp*(Sa(ts)-Sa)-Kd*Ss
+Ktp*Thdl+Ktd*Thdl/dt} ・・・式(2) Therefore, the current command value Im to the
Im = Im1 + Im2
= Im1 + F1 {Kp * (Sa (ts) -Sa) -Kd * Ss
+ Ktp * Thdl + Ktd * Thdl / dt} Expression (2)
なお、操舵トルクThdlに応じた電流指令値補正、操舵速度Ss(=Sa/dt)に応じた電流指令値補正、操舵トルクの時間変化量である操舵トルク微分値Thdl/dtに応じた電流指令値補正は、必要に応じていずれか1つ以上選択して適用しても良い。 Furthermore, 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. At the same time, when the driver steers the steering wheel, 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.
本実施の形態3に係る車両の操舵制御装置の全体の構成及び動作については、上記の実施の形態1と同じであるため、ここでは、説明を省略する。また、上記の実施の形態1と共通する構成については、同一の符号を用いることとし、以下では、実施の形態1と異なる点である、第2の電流指令値演算部16の動作について、図7を参照して説明する。
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. In addition, the same reference numerals are used for configurations common to the above-described first embodiment, and the operation of the second current command
そして、乗算器23において、トルクステア時操舵角度と操舵角度との角度偏差Dsa=Sa(ts)-Sa(ts)にKp設定部22からのKpを掛ける。このKp*Dsa*に、さらに、乗算器16bにおいてトルクステア判定値F1を掛けて、第2の電流指令値Im2を加算器17に与える。 The
Then, the
Im=Im1+Im2
=Im1+F1{Kp*(Sa(ts)-Sa)} ・・・式(3) Therefore, the current command value Im to the
Im = Im1 + Im2
= Im1 + F1 {Kp * (Sa (ts) -Sa)} Expression (3)
これにより、中立点にハンドルが戻った後、トルクステア状態が継続している場合は、中立点でハンドル変動が生じないように、角度フィードバック制御を強めることができる。 On the other hand, after the increase /
As a result, when the torque steer state continues after the handle returns to the neutral point, the angle feedback control can be strengthened so that the steering wheel does not fluctuate at the neutral point.
本実施の形態4に係る車両の操舵制御装置の全体の構成及び動作については、上記の実施の形態1と同じであるため、ここでは、説明を省略する。また、上記の実施の形態1と共通する構成については、同一の符号を用いることとし、以下では、実施の形態1と異なる点である、第3の電流指令値演算部24の動作について、図8を参照して説明する。
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. In addition, 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.
すなわち、操舵角度Saに応じて、目標戻し速度Ss_refを設定し、この目標戻し速度Ss_refと操舵速度Ssとの偏差Ss_ref-Ssから第3の電流指令値Im3を演算する。
Im3=Kr1*(Ss_ref-Ss) ・・・式(4) The third current command value calculation unit 24 includes a handle
That is, the target return speed Ss_ref is set according to the steering angle Sa, and the third current command value Im3 is calculated from the deviation Ss_ref−Ss between the target return speed Ss_ref and the steering speed Ss.
Im3 = Kr1 * (Ss_ref−Ss) (4)
Im=Im1+Im2+Im3
=Im1+F1*Kp*(Sa(ts)-Sa)+Im3 式(5) Then, the third current command value Im3 is subtracted from the output of the
Im = Im1 + Im2 + Im3
= Im1 + F1 * Kp * (Sa (ts) -Sa) + Im3 Formula (5)
Im3=-f2(Sa,V) ・・・式(6)
ただし、トルクステア判定値F1が“0”から“1”に変化した時から所定時間の間は、ハンドル戻し制御部24aで演算した第3の電流指令値を、通常時よりも小さくなるように補正する。 The steering wheel
Im3 = −f2 (Sa, V) (6)
However, the third current command value calculated by the handle
Claims (8)
- 車両の状態がトルクステアが発生する状況であると推定した時、前記トルクステアを軽減するように運転者によるハンドルの操舵をアシストする車両の操舵制御装置であって、
車両のハンドルの操舵トルクを検出する操舵トルク検出部と、
前記車両の車速を検出する車速検出部と、
前記ハンドルの操舵角度を検出する操舵角度検出部と、
前記ハンドルに操舵補助トルクを付与するモータと、
前記操舵トルク及び前記車速に基づいて前記モータに対する第1の電流指令値を演算し、前記トルクステアが発生する状況であると推定した時の前記操舵角度をトルクステア時操舵角度として記憶し、前記トルクステア時操舵角度と現在の前記操舵角度との角度偏差から第2の電流指令値を演算し、前記第1の電流指令値を前記第2の電流指令値によって補正して前記モータを駆動する制御部とを備えた
車両の操舵制御装置。 A vehicle steering control device that assists a steering of a steering wheel by a driver so as to reduce the torque steer when the vehicle state is estimated to be a situation where torque steer occurs.
A steering torque detector for detecting the steering torque of the steering wheel of the vehicle;
A vehicle speed detector for detecting the vehicle speed of the vehicle;
A steering angle detector for detecting a steering angle of the steering wheel;
A motor for applying steering assist torque to the handle;
A first current command value for the motor is calculated based on the steering torque and the vehicle speed, and the steering angle when it is estimated that the torque steer is generated is stored as a torque steer steering angle, A second current command value is calculated from an angular deviation between the steering angle during torque steering and the current steering angle, and the first current command value is corrected by the second current command value to drive the motor. A vehicle steering control device comprising a control unit. - 前記制御部は、前記第2の電流指令値を、前記現在の操舵角度の時間変化、前記操舵トルク、及び前記操舵トルクの時間変化のいずれか1つ以上に基づいて補正し前記第2の電流指令値とする
請求項1に記載の車両の操舵制御装置。 The control unit corrects the second current command value based on one or more of a time change of the current steering angle, the steering torque, and a time change of the steering torque, and corrects the second current. The vehicle steering control device according to claim 1, wherein the steering control device is a command value. - 前記制御部は、前記現在の操舵角度と前記トルクステア時操舵角度との大小関係により異なる比例ゲインを前記角度偏差に与えて前記第2の電流指令値とする
請求項1に記載の車両の操舵制御装置。 2. The vehicle steering according to claim 1, wherein the control unit gives a proportional gain that differs depending on a magnitude relationship between the current steering angle and the steering angle at the time of torque steering to the angle deviation to obtain the second current command value. Control device. - 前記制御部は、前記トルクステアが発生する状況であると推定した時、前記操舵角度及び前記車速に基づき、前記ハンドルを中立点に戻すためのハンドルの目標戻り速度又は位置を設定し、前記目標戻り速度又は位置に前記ハンドルが追従するように第3の電流指令値を演算し、前記第1の電流指令値を、前記第2の電流指令値に加えて前記第3の電流指令値によって補正する
請求項1に記載の車両の操舵制御装置。 The control unit sets a target return speed or position of the steering wheel for returning the steering wheel to a neutral point based on the steering angle and the vehicle speed when estimating that the torque steer occurs. A third current command value is calculated so that the handle follows a return speed or position, and the first current command value is corrected by the third current command value in addition to the second current command value. The vehicle steering control device according to claim 1. - 前記制御部は、前記ハンドルを操舵した時に増加する前記操舵トルクに対応して補正ゲインが小さくなるように設定したメモリマップを有し、前記メモリマップから前記操舵トルクに対応した前記補正ゲインを読み出し、前記補正ゲインに基づいて前記第2の電流指令値を補正する
請求項1から4のいずれか1項に記載の車両の操舵制御装置。 The control unit has a memory map that is set so that a correction gain becomes smaller corresponding to the steering torque that increases when the steering wheel is steered, and reads the correction gain corresponding to the steering torque from the memory map. The vehicle steering control device according to any one of claims 1 to 4, wherein the second current command value is corrected based on the correction gain. - 前記車両のアクセル開度を検出するアクセル開度検出部を更に備え、
前記制御部は、前記アクセル開度に基づく補正ゲインを設定し、前記補正ゲインに基づいて前記第2の電流指令値を補正する
請求項1から4のいずれか1項に記載の車両の操舵制御装置。 An accelerator position detector for detecting the accelerator position of the vehicle;
5. The vehicle steering control according to claim 1, wherein the control unit sets a correction gain based on the accelerator opening, and corrects the second current command value based on the correction gain. 6. apparatus. - 前記制御部は、前記第2の電流指令値を前記モータに与えている経過時間が増加するにつれて補正ゲインが小さくなるように設定したメモリマップを有し、前記メモリマップから前記経過時間に対応して前記補正ゲインを読み出し、前記補正ゲインに基づいて前記第2の電流指令値を補正する
請求項1から4のいずれか1項に記載の車両の操舵制御装置。 The control unit has a memory map set so that the correction gain decreases as the elapsed time during which the second current command value is applied to the motor increases, and corresponds to the elapsed time from the memory map. The vehicle steering control device according to any one of claims 1 to 4, wherein the correction gain is read out and the second current command value is corrected based on the correction gain. - 前記車両のアクセル開度を検出するアクセル開度検出部を更に備え、
前記制御部は、前記アクセル開度が設定値以上で、かつ、前記アクセル開度の時間変化量が設定値以上であり、かつ、前記操舵角度の時間変化量が設定値以下である場合に、前記トルクステアが発生する状況であると推定する
請求項1から4のいずれか1項に記載の車両の操舵制御装置。
An accelerator position detector for detecting the accelerator position of the vehicle;
The control unit, when the accelerator opening is equal to or greater than a set value, the time variation of the accelerator opening is equal to or greater than a set value, and the time variation of the steering angle is equal to or less than a set value, The vehicle steering control device according to any one of claims 1 to 4, wherein it is estimated that the torque steer occurs.
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