WO2018096897A1 - 操舵制御装置 - Google Patents
操舵制御装置 Download PDFInfo
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- WO2018096897A1 WO2018096897A1 PCT/JP2017/039599 JP2017039599W WO2018096897A1 WO 2018096897 A1 WO2018096897 A1 WO 2018096897A1 JP 2017039599 W JP2017039599 W JP 2017039599W WO 2018096897 A1 WO2018096897 A1 WO 2018096897A1
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- WIPO (PCT)
- Prior art keywords
- steering
- manual
- control amount
- amount
- steering control
- Prior art date
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- 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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D15/00—Steering not otherwise provided for
- B62D15/02—Steering position indicators ; Steering position determination; Steering aids
-
- 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
- B60W10/20—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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D1/00—Steering controls, i.e. means for initiating a change of direction of the vehicle
- B62D1/24—Steering controls, i.e. means for initiating a change of direction of the vehicle not vehicle-mounted
- B62D1/28—Steering controls, i.e. means for initiating a change of direction of the vehicle not vehicle-mounted non-mechanical, e.g. following a line or other known markers
- B62D1/286—Systems for interrupting non-mechanical steering due to driver intervention
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D15/00—Steering not otherwise provided for
- B62D15/02—Steering position indicators ; Steering position determination; Steering aids
- B62D15/025—Active steering aids, e.g. helping the driver by actively influencing the steering system after environment evaluation
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D3/00—Steering gears
- B62D3/02—Steering gears mechanical
- B62D3/12—Steering gears mechanical of rack-and-pinion type
-
- 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
- B62D6/08—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits responsive only to driver input torque
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2400/00—Special features of vehicle units
- B60Y2400/30—Sensors
- B60Y2400/307—Torque sensors
Definitions
- the present invention relates to a steering control device.
- a power steering device or the like is used as a steering device of an automobile.
- a steering control device used in the steering device for example, as proposed in Patent Document 1, a manual steering mode and an automatic steering mode are selected.
- a device having a function to control the above is known.
- the assist control is performed to control the actuator provided with the motor and the like to apply the steering assist force that assists the driver's steering force.
- the steered wheel rudder angle is automatically adjusted by controlling the actuator according to the target rudder angle based on the command value of the host controller.
- the steering control device detects the steering torque when the driver operates the steering wheel with a torque sensor, and switches to the automatic steering mode when the detected steering torque is less than the threshold, and the manual steering mode when the steering torque is greater than or equal to the threshold. Switch to.
- an automatic steering controller that generates an automatic steering control amount of a steering actuator that steers a vehicle wheel based on an input automatic traveling command, and a manual operation that steers the vehicle wheel
- a manual steering controller that generates a manual steering control amount of the steering actuator based on a manual operation amount of the steering unit, and an automatic steering mode for controlling the steering actuator by the automatic steering control amount and the manual steering
- a steering control device for controlling the steering actuator by selecting one of the manual steering modes for controlling the steering actuator according to a control amount, wherein the vehicle wheel is rotated during the control in the automatic steering mode.
- a manual steering control amount change is generated, a manual steering control amount based on the manual operation amount is generated, and based on a first control amount obtained by adding the manual steering control amount change to the automatic steering control amount at the time of excess.
- the steering actuator is controlled in the manual steering mode.
- FIG. 1 is a diagram illustrating a steering device and a steering control device.
- FIG. 2 is a block diagram illustrating a configuration of the steering control device.
- FIG. 3 is a diagram illustrating an example of the relationship between the manual control amount and the manual steering control amount.
- FIG. 4 is a flowchart illustrating an example of steering control.
- FIG. 5 is a diagram showing temporal changes in the steering angle, the steering torque, and the electric motor control amount.
- FIG. 6 is a diagram showing temporal changes in the steering torque and the motor control amount in the conventional case.
- FIG. 7 is a diagram showing temporal changes in the steering torque and the motor control amount when steered in the reverse direction.
- FIG. 5 is a diagram showing temporal changes in the steering angle, the steering torque, and the electric motor control amount.
- FIG. 6 is a diagram showing temporal changes in the steering torque and the motor control amount in the conventional case.
- FIG. 7 is a diagram showing temporal changes in the steering torque and the motor control amount when
- FIG. 8 is a diagram showing temporal changes in the steering torque and the motor control amount when the lane is changed from the straight traveling state.
- FIG. 9 is a diagram illustrating a flowchart of steering control in a modified example.
- FIG. 10 is a diagram illustrating temporal changes in the steering angle, the steering torque, and the electric motor control amount in the modified example.
- FIG. 11 is a diagram illustrating an example in which the transition control amount is set within a range where the upper limit is the steering control amount at the time of exceeding and does not exceed the upper limit.
- FIG. 12 is a diagram showing another example in which the transition control amount is set within a range in which the upper limit is the steering control amount at the time of excess and does not exceed the upper limit.
- FIG. 13 is a block diagram illustrating a configuration of the steering control device according to the second embodiment.
- FIG. 14 is a diagram illustrating an example of the correlation between the steering torque and the assist control amount.
- FIG. 15 is a flowchart illustrating an example of the steering control in the second embodiment.
- FIG. 16 is a diagram illustrating temporal changes in the steering torque, the assist control amount, and the motor control amount in the second embodiment.
- FIG. 17 is a block diagram illustrating a configuration of a steering control device according to the third embodiment.
- FIG. 18 is a flowchart illustrating an example of the steering control in the third embodiment.
- FIG. 19 is a diagram illustrating temporal changes in the steering torque, the assist control amount, the manual contribution degree, and the motor control amount in the third embodiment.
- FIG. 1 is a diagram showing the steering device 1 and the steering control device 17.
- the configuration described in FIG. 1 is a configuration common to the embodiments described below.
- the steering device 1 includes a steering wheel 2, a steering shaft 3, a pinion shaft 4, a rack shaft 5, and an electric motor 7.
- a torque sensor 10 is provided between the steering shaft 3 and the pinion shaft 4.
- the torque sensor 10 outputs a steering torque Th based on a torsion angle of a torsion bar (not shown).
- a torsion bar (not shown) is disposed at a connection portion between the steering shaft 3 and the pinion shaft 4.
- a steering angle sensor 12 that detects a steering angle that is a rotation angle of the steering wheel 2 is disposed on the steering shaft 3 side of the torsion bar.
- the rack shaft 5 formed with rack teeth that mesh with the pinion shaft 4 constitutes a rack and pinion mechanism together with the pinion shaft 4.
- the steering wheel 2 When the steering wheel 2 is rotated, the rotation is transmitted to the pinion shaft 4 through the steering shaft 3, and the rotation of the pinion shaft 4 is converted into the linear motion of the rack shaft 5 by the rack and pinion mechanism.
- the steered wheels 9 are steered through the tie rods 8 connected to both ends of the rack shaft 5.
- An electric motor 7 as an actuator is connected to the rack shaft 5 via a speed reduction mechanism 6.
- the speed reduction mechanism 6 includes a belt pulley 15 attached to the output shaft 14 of the electric motor 7 and a ball screw 16 driven by the belt pulley 15.
- the torque of the electric motor 7 is converted into a translational direction force of the rack shaft 5 by the speed reduction mechanism 6.
- the speed reduction mechanism 6 a configuration using a rack and pinion as in the case of steering wheel input, a configuration in which a nut of a ball screw is directly driven by a hollow motor, or the like may be used.
- the steering control device 17 that controls the operation of the electric motor 7 includes an input terminal 18 and an output terminal 19.
- input information 21 from the vehicle control device 20 steering torque Th from the torque sensor 10
- vehicle state information 22 such as a steering angle ⁇ h from the steering angle sensor 12 and vehicle speed are input to the input terminal 18.
- the input information 21 includes a target steering angle related to the travel mode of the vehicle and automatic steering.
- output information 23 including a steering control amount of the steering device 1 and state information of the steering device 1 is output from the output terminal 19 of the steering control device 17.
- the vehicle control device 20 is a control device mounted on a vehicle on which the steering device 1 is mounted.
- the vehicle control device 20 includes at least each actuator of the vehicle including the steering device 1 based on the vehicle state quantity (vehicle speed, longitudinal acceleration, yaw rate, etc.) and information such as steering operation, accelerator operation, and various switch operations.
- the function of selecting either the automatic steering mode or the manual steering mode and executing requests to the actuators is provided.
- FIG. 2 is a block diagram showing the configuration of the steering control device 17 that controls the electric motor 7.
- the steering control device 17 includes at least a manual steering controller 31, an automatic steering controller 32, a control selection unit 33, a motor control amount calculation unit 34, a manual change calculation unit 35, a transition control amount calculation unit 36, and a motor drive circuit 44. I have.
- At least the input information 21 from the vehicle control device 20 and the steering angle ⁇ h, the actual steering angle 37, and the steering torque Th from the steering device 1 are input to the automatic steering controller 32.
- the input information 21 from the vehicle control device 20 includes at least an automatic steering mode execution command and a target steering angle for executing the automatic steering mode.
- the actual steering angle 37 is an actual rotation angle of the wheel 9 and is calculated from the rotation angle of the electric motor 7 detected by the electric motor drive circuit 44 or detected by a sensor attached to the rack shaft 5.
- the automatic steering controller 32 outputs an automatic steering control amount 38 based on these input information.
- the automatic steering control amount 38 outputs to the motor 7 an output that eliminates the steering angle difference in order to reduce the steering angle difference between the target steering angle transmitted from the vehicle control device 20 and the actual steering angle 37 of the wheel 9. This is the required torque command value.
- the manual steering controller 31 receives at least the manual control amount Tm from the manual change calculation unit 35, and the steering angle ⁇ h and the actual steering angle 37 from the steering device 1.
- the manual change calculation unit 35 calculates a manual control amount Tm corresponding to the steering mode based on the input steering torque Th, steering angle ⁇ h, and actual steering angle 37.
- the manual steering controller 31 Based on the input manual control amount Tm, steering angle ⁇ h, and actual steering angle 37, the manual steering controller 31 outputs a manual steering control amount 40 for assisting the driver's steering force.
- FIG. 3 is a diagram illustrating an example of the relationship between the manual control amount Tm and the manual steering control amount 40.
- the manual steering control amount 40 is a torque command value for requesting the electric motor 7 to output an assist force for assisting the driver's steering force, and the manual control amount Tm and the correlation shown in FIG. Is calculated based on Note that the characteristics shown in FIG. 3 may vary depending on the vehicle state quantity such as the vehicle speed.
- control selection unit 33 selects one of the input automatic steering control amount 38 and manual steering control amount 40 based on the steering mode information and the steering torque Th included in the input information 21. Then, it is output as the steering control amount Mc.
- the transition control amount calculation unit 36 calculates a transition control amount Mm when shifting from the automatic steering mode to the manual steering mode, and calculates the calculated transition control amount Mm. Is output to the motor control amount calculation unit 34.
- the motor control amount calculation unit 34 outputs the motor control amount Mr based on the input steering control amount Mc and transition control amount Mm.
- the electric motor control amount Mr is a torque command value for requesting the electric motor 7 to output.
- the motor control amount Mr is input to the motor drive circuit 44.
- the electric motor drive circuit 44 generates a drive current 45 corresponding to the state of the electric motor 7 so as to generate a torque corresponding to the input electric motor control amount Mr, and drives the electric motor 7 of the steering device 1.
- FIG. 4 is a control flowchart showing an outline of the control of the steering control device 17 when the driver operates the steering wheel 2 while the vehicle is traveling in the “automatic steering mode”.
- FIGS. 5A and 5B are diagrams for explaining a state where the vehicle is traveling on an arcuate road having a constant curvature, where FIG. 5A shows a time change of the steering angle ⁇ h, and FIG. 5B shows a time of the steering torque Th. (C) shows the time change of the electric motor control amount Mr.
- steps S0 and S1 in FIG. 4 represent processes at t3 to t5 in FIG. 5
- steps S7 to S12 represent t5 to t5.
- the process of t7 is represented and step S13 represents the process in t> t7.
- Step S0 of FIG. 4 the vehicle is traveling in the automatic steering mode. That is, the steering mode information included in the input information 21 from the vehicle control device 20 is the automatic steering mode, and the input information 21 includes the steering angle target value in the automatic steering mode.
- the steering control device 17 recognizes that it is the automatic steering mode from the steering mode information, and the automatic steering controller 32 calculates and outputs an automatic steering control amount 38 that realizes the steering angle target value.
- the control selection unit 33 outputs the automatic steering control amount 38 input from the automatic steering controller 32 as the steering control amount Mc.
- the motor control amount calculator 34 In the automatic steering mode, the motor control amount calculator 34 outputs the steering control amount Mc (that is, the automatic control amount) output from the control selector 33 regardless of the value of the transition control amount Mm input from the transition control amount calculator 36.
- the automatic steering control amount 38) from the steering controller 32 is output as the motor control amount Mr.
- a drive current 45 based on the motor control amount Mr is output from the motor drive circuit 44, and the motor 7 of the steering device 1 is driven so as to realize the steering angle target value.
- the vehicle is running with the hand released from the steering wheel 2.
- the steering force necessary to steer the wheels 9 is constant. Since the steering force depends only on the electric motor 7 in the automatic steering mode, as shown in FIG. 5C, the electric motor control amount Mr from t3 to t4 is a constant value.
- the steering torque Th is zero (FIG. 5 (b)), and the steering angle ⁇ h also corresponds to the steering angle target value. It is constant at the angle A (FIG. 5A).
- step S1 the steering control device 17 determines whether or not the absolute value
- steering is performed to increase the turning amount of the wheel 9, and the sign of the steering torque Th at that time is positive.
- the motor control amount Mr is controlled so that the steering angle maintains the steering angle target value. Therefore, even if the torsion bar is twisted by the operation of the steering wheel 2 and the steering angle ⁇ h slightly changes, the steering angle is kept constant.
- the steering torque Th (> 0) is detected by the torque sensor 10. From t4 to t5, the steering torque Th increases as the torsion bar twist increases. The steering angle ⁇ h is also slightly increased by the amount of torsion bar twist. If
- > C at t t5, YES is determined in step S1, and the process proceeds to step S2.
- > C is set as a variable Tc, and the storage unit ( (Not shown).
- the variable Tc can be regarded as being equal to C.
- > C is exceeded, and after t t5 Outputs the saved Mc as the shift control amount Mm.
- Step S4 the control selection unit 33 switches the steering control amount Mc output from the control selection unit 33 from the automatic steering control amount 38 to the manual steering control amount 40.
- Step S5 the steering control device 17 stores the absolute value
- the electric motor drive circuit 44 generates a drive current 45 based on the electric motor control amount Mr, and the electric motor 7 of the steering device 1 is driven by the generated drive current 45.
- Mr Mc + (Tp /
- step S7 the absolute value
- step S7 since Th> C between t5 and t6, the condition
- ⁇ Tp ( C) is satisfied, and the process proceeds from step S7 to step S9. Also, from t5 to t6, after steering the steering wheel 2 in the direction in which the turning amount increases, the steering wheel 2 is operated in the direction in which the turning amount decreases, and at t ⁇ t6, the steering angle ⁇ h ⁇ A Steering torque Th ⁇ C. Therefore, from t5 to t6, the process proceeds from step S7 to step S9, and after t6, it is determined that
- in step S5 is replaced with Tp g (
- Step S9 the manual change calculation unit 35 outputs Tm calculated by the following equation (2) as the manual control amount Tm.
- sgn (Th) represents the sign of Th.
- Tm sgn (Th) ⁇ (
- the function f (x) represents an arbitrary function indicating the relationship between the steering torque and the manual steering control amount.
- the control selection unit 33 outputs the manual steering control amount 40, that is, f (Tm) as the steering control amount Mc
- the motor control amount calculation unit 34 receives f (sgn (Th) ⁇ (
- the motor control amount Mr is calculated from the amount Mm and the equation (1), and is output.
- step S11 the absolute value
- ⁇ Tp ⁇ T
- Mc f ( ⁇ T)
- ⁇ T corresponds to the difference between the steering torque Th and the steering torque threshold C in FIG.
- 1
- the broken line in FIG. 5C indicates (Tp /
- Tp g (
- ) calculated in step S8 is used as Tp in the calculation of the manual control amount Tm and the motor control amount Mr.
- ⁇ Tp
- C
- ) becomes smaller as the steering torque Th decreases.
- Mc Mc + (Tp /
- also decreases as Tp decreases
- ) Mm also decreases.
- ⁇ D at t t7, the process proceeds to step S12.
- Step S12 If it is determined in step S11 that
- Th> C from t5 to t6 the process proceeds from step S7 to step S9.
- Tp
- the driver does not feel that the operation of the steering wheel 2 suddenly becomes lighter or heavier, and an effect of facilitating the driving operation when the steering mode is shifted can be obtained. Even when emergency steering is performed, the driver's operation is reflected immediately after the switching of the driving mode, so that emergency avoidance of obstacles and the like can be executed safely.
- FIG. 6 shows the behavior in the conventional control when the actuator output is larger and in the same direction than just before the transition.
- FIG. 6A shows the time change of the steering torque
- FIG. 6B shows the time change of the motor control amount.
- the motor control amount Mr overshoots larger than the motor control amount Mr2 corresponding to the steering torque Th2, and vibrations of the motor control amount Mr and the steering torque Th are generated.
- FIG. 7 shows a case where a vehicle traveling on a track with a certain curvature in the automatic driving mode is turned in the reverse direction, that is, when the vehicle travels outside the track traveling in the automatic driving, as in FIG.
- the case where steering is intentionally started is shown.
- FIG. 7A shows the time change of the steering torque Th when the driver steers the steering wheel 2
- FIG. 7B shows the time change of the motor control amount Mr in that case.
- the process proceeds to step S2 in FIG.
- the transition control amount Mm is used as a reference for the steering torque Th at t5.
- the motor control amount Mr is obtained by adding the manual steering control amount f ( ⁇ T) corresponding to the steering torque change amount ( ⁇ T).
- the operation is changed to an operation for reducing the output that has been generated so far, so that the driver does not accidentally turn large. As a result, an effect of facilitating the driving operation immediately after the shift of the steering mode can be obtained. Further, even when emergency steering is performed, the driver's operation is reflected immediately after the switching of the driving mode, so that emergency avoidance of obstacles and the like can be executed safely.
- FIGS. 9 and 10 are diagrams for explaining a modification.
- FIG. 9 is a flowchart
- FIG. 10 shows changes with time in the steering angle ⁇ h, the steering torque Th, and the motor control amount Mr.
- FIG. 10 shows a state where the vehicle is traveling on an arcuate road having a certain curvature, as in the case of FIG.
- the manual steering control amount 40 is output from the unit 33 as the steering control amount Mc.
- Step S21 the steering control device 17 stores the absolute value
- step S23 the absolute value of the steering angle
- Step S24 If the process proceeds from step S23 to step S24, the variable ⁇ p is replaced with a value calculated by the function h (
- Step S25 the manual change calculation unit 35 outputs Tm calculated by the following equation (4) as a manual control amount.
- Tm sgn (Th) ⁇ (
- step S26 the absolute value
- ⁇ Tc ⁇ T
- Mc f ( ⁇ T)
- Mr f ( ⁇ T) + Mm.
- the broken line in FIG. 10C indicates ( ⁇ p / ⁇ c) Mm, and becomes a constant value Mm at t5 ⁇ t ⁇ t6.
- ⁇ p h (
- ) calculated in step S24 is used as ⁇ p in the calculation of the manual control amount Tm and the motor control amount Mr. Since the transition from step S23 to step S24 is
- ) calculated in step S24 is ⁇ p ⁇ c. The value of ⁇ p ( h (
- ⁇ d at t t9, the process proceeds to step S12.
- > C, and thereafter, the steering torque change amount ⁇ T
- the control amount Tm is set.
- the steering control amount Mc when the steering torque Th exceeds the threshold C is stored in Mm and is output as a transition control amount.
- the steering control amount Mc at the time of excess is stored in Mm, and the constant value Mm is output as the transition control amount.
- the transition control amount Mm is reduced based on the calculation result of the device 32, that is, in consideration of the automatic steering control amount 38 scheduled after t5 in the automatic steering mode. Further, as shown in FIG. 12, the shift control amount Mm may be gradually decreased with the passage of time. Even in such a case, an effect of reducing the uncomfortable feeling experienced by the driver at the time of transition from the automatic steering mode to the manual steering mode (t5) can be obtained.
- the steering control amount Mc when the steering torque Th exceeds the threshold C is used as the transition control amount Mm.
- an electric motor control amount calculated backward from the output of the steering device 1 necessary to maintain the steering amount of the wheel 9 at this time from the vehicle state amount may be used as the transition control amount Mm.
- a force applied to the wheel is estimated from the yaw rate of the current vehicle motion, and an electric motor control amount that can be opposed to the force is given.
- step S10 the manual steering control amount 40 is calculated according to the manual control amount Tm that is a manual steering fluctuation amount.
- a value obtained by applying a low-pass filter to this value may be used as the manual steering control amount. As a result, it is possible to reduce a sense of incongruity when shifting from the automatic steering mode to the manual steering mode.
- FIG. 13 is a block diagram showing the configuration of the steering control device 17.
- the manual change extraction method by the driver's steering in the steering control device 17 is different from that of the first embodiment, and other configurations are the same as those of the first embodiment. is there. Since the configuration of the steering device 1 is the same as that of the first embodiment, description thereof is omitted. Also in the steering control device 17, the same parts as those in FIG.
- the manual steering controller 131 and the manual change calculation unit 135 are different from the configuration of FIG.
- the manual steering controller 131 calculates an assist control amount Ah based on the input steering torque Th.
- the manual steering controller 131 outputs the assist control amount Ah for the input steering torque Th based on the correlation indicating the correlation between the steering torque Th and the assist control amount Ah as shown in FIG.
- the assist control amount Ah is a torque command value that requests an output from the electric motor 7 in order to generate an assist force with respect to the driver's steering force.
- the manual change amount calculating unit 135 receives the assist control amount Ah, the steering torque Th, the steering angle ⁇ h, and the actual steering angle 37, and the manual change amount calculating unit 135 is based on the manual steering control amount Am corresponding to the steering mode. Is output.
- FIG. 15 is a control flowchart showing an outline of the control of the steering control device 17.
- steps that perform the same processing as in the control flow shown in FIG. 4 are given the same reference numerals, and descriptions of those steps are omitted.
- Step S31 If it is determined that
- the manual steering control amount Am to be set is set to zero.
- Step S32 the steering control device 17 stores, as variables Tp and Tc, the absolute value
- > C (to be described later, t t5 in FIG. 16). .
- Step S33 If it is determined in step S7 that
- Ah is an assist control amount because it is obtained from the characteristics of FIG. 14 with respect to the steering torque Th obtained at the present time.
- Am sgn (Ah) ⁇ (
- Step S34 the control selection unit 33 outputs the manual steering control amount Am input from the manual change calculation unit 135 as the steering control amount Mc.
- the motor control amount calculation unit 34 controls the motor from the steering control amount Mc output from the control selection unit 33, the transition control amount Mm output from the transition control amount calculation unit 36, and the above-described equation (1).
- the amount Mr is calculated and output.
- Step S35 If it is determined in step S11 that
- the manual change calculation unit 135 performs manual steering control on f (Th) calculated based on the function f (x) representing the relationship between the steering torque and the manual steering control amount and the input steering torque Th. Output as quantity Am.
- the steering device 1 is controlled in the normal manual steering mode.
- FIG. 16 is a diagram illustrating an example of the vehicle operation, in which (a) shows the time change of the steering torque Th, (b) shows the time change of the assist control amount Ah, and (c) shows the time of the motor control amount Mr. Showing change.
- the vehicle is traveling on an arcuate road having a constant curvature.
- the motor control amount calculation unit 34 determines a constant motor control amount Mr. Is output.
- FIG. 16 shows the case where the process proceeds from S7 ⁇ S8 ⁇ S33 ⁇ S34 ⁇ S11 in FIG.
- the steering force of the steering device 1 necessary for turning the wheel 9 is constant, so that the motor control amount is as shown in FIG. Mr is a constant value.
- the driver grasps the steering wheel 2 and starts steering.
- steering is performed to move inside the arc, that is, to increase the turning amount of the wheel 9.
- the steering control amount Mc which is the output of the control selection unit 33, is switched to the manual steering control amount Am (step S4).
- of the steering torque Th when the steering torque Th exceeds the threshold C is stored in Tc and Tp (step S32).
- , so the motor control amount Mr calculated by the above-described equation (1) is Mr Mm. (Step S6).
- the motor control amount Mr increases to correspond. Therefore, it is possible to prevent the motor output from changing greatly when the automatic steering mode is switched to the manual steering mode. As a result, the uncomfortable feeling that the operation of the steering wheel 2 suddenly becomes lighter or heavier can be reduced, and the driving operation when the steering mode is switched becomes easy. Further, even when emergency steering is performed, the driver's operation is reflected immediately after the switching of the driving mode, so that emergency avoidance of obstacles and the like can be executed safely.
- FIG. 17 is a diagram showing a configuration of the steering control device 17, and is different from the second embodiment in that a manual contribution calculation unit 120 is provided instead of the manual change calculation unit 135 of FIG.
- the manual contribution calculation unit 120 calculates a manual steering control amount Am corresponding to the steering mode based on the input assist control amount Ah, steering torque Th, steering angle ⁇ h, and actual steering angle 37. Since the configuration of the steering device 1 is the same as that of the first embodiment, description thereof is omitted.
- the steering control device 17 is also given the same reference numerals for the same parts as in the configuration of FIG.
- FIG. 18 is a control flowchart showing an outline of the control of the steering control device 17.
- the processing of step S41 and step S42 is different from the flowchart of FIG.
- steps that perform the same processing as in the control flow shown in FIG. 15 are given the same reference numerals, and descriptions of those steps are omitted.
- Step S41 If it is determined in step S7 that
- FIG. 19 is a diagram showing an example of the vehicle operation.
- (A) shows the time change of the steering torque Th,
- (b) shows the time change of the assist control amount Ah, and
- (c) shows the manual contribution calculation unit 120.
- the time change of the calculated manual contribution R is shown, and
- (d) shows the time change of the motor control amount Mr.
- FIG. 19 shows the case where the process proceeds in the order of S7 ⁇ S8 ⁇ S41 ⁇ S42 ⁇ S34 ⁇ S11 in FIG.
- step S7 when it is determined NO in step S7 and the process proceeds from S7 ⁇ S8 ⁇ S41 ⁇ S42 ⁇ S34, the steering torque is the same as in the first embodiment.
- Th becomes smaller than the threshold value C, the term (Tp /
- ⁇ D the routine shifts to a normal manual steering mode. In the case of the present embodiment as well, as in the case of the first and second embodiments described above, it is possible to reduce the uncomfortable feeling of manual steering when the automatic steering mode is switched to the manual steering mode.
- the steering control device 17 performs an automatic steering control amount of the electric motor 7 that steers the vehicle wheel based on the automatic travel command input from the vehicle control device 20. Based on the steering torque Th that is an index of the manual operation amount of the steering wheel 2 that is the manual operation unit that steers the vehicle wheel and the automatic steering controller 32 that generates the vehicle wheel, the manual steering control amount 40 of the electric motor 7 is generated.
- the manual steering controller 31 performs manual operation based on the change ⁇ T of the steering torque Th with reference to the excess time.
- Mc f ( ⁇ T) that is the change in the steering control amount
- the manual steering control amount f (Th) is generated, and the steering control amount Mc is added to the transition control amount Mm that is the automatic steering control amount at the time of excess.
- Mr f ( ⁇ T) + Mm from t5 to t6.
- Mc f ( ⁇ T)
- the output difference of the actuator of the steering device can be suppressed when shifting from the automatic steering mode to the manual steering mode according to the operation of the driver during the automatic steering mode.
- the driver's driving operation is reflected immediately after shifting to the manual steering mode, operations such as emergency avoidance can be easily performed.
- the motor control amount Mr is obtained by adding the manual steering control amount change Mc to the transition control amount Mm calculated with the automatic steering control amount M5 at the time of excess as the upper limit.
- an automatic steering control amount after t5 may be used as the transition control amount Mm.
- a transition operation from the automatic steering mode to the manual steering mode is performed with reference to the travel route scheduled with the automatic steering control amount.
- the motor control is performed by decreasing the manual control amount Tm according to the decrease in the steering angle ⁇ h.
- control is performed so as to shift to the complete manual steering mode when the magnitude of the steering angle ⁇ h falls below the transition lower limit value ⁇ d.
Abstract
Description
図1は操舵装置1および操舵制御装置17を示す図である。なお、図1で説明する構成は、以下に説明する各実施形態において共通する構成である。操舵装置1は、ステアリングホイール2、ステアリングシャフト3、ピニオン軸4、ラック軸5および電動機7を備えている。
次に、操舵制御装置17の動作について図4,5を参照して説明する。図4は、車両が「自動操舵モード」で走行中に、運転者がステアリングホイール2を操作した場合の操舵制御装置17の制御の概略を示す制御フローチャートである。図5は、車両が一定の曲率を持つ円弧状の道路を走行している状態を説明する図であり、(a)は操舵角δhの時間変化を示し、(b)は操舵トルクThの時間変化を示し、(c)は電動機制御量Mrの時間変化を示す。
図4のステップS0においては、車両は自動操舵モードで走行している。すなわち、車両制御装置20からの入力情報21に含まれる操舵モード情報は自動操舵モードとなっており、入力情報21には自動操舵モードにおける舵角目標値が含まれている。操舵制御装置17は操舵モード情報から自動操舵モードであること認識し、自動操舵制御器32は、舵角目標値が実現されるような自動操舵制御量38を算出して出力する。制御選択部33は、自動操舵制御器32から入力される自動操舵制御量38を操舵制御量Mcとして出力する。
ステップS1では、操舵制御装置17は、操舵トルクThの絶対値|Th|が予め設定した操舵トルク閾値Cを超えたか否かを判定し、|Th|>Cの場合には手動操舵モードへの移行要求があると判断してステップS2へ進む。一方、|Th|≦Cの場合にはステップS0へ戻って自動操舵モードを継続する。
ステップS1からステップS2へ進むと、ステップS2において、t=t5における操舵トルクThを、すなわち|Th|>Cとなった超過時の操舵トルクThを、変数Tcとして操舵制御装置17の記憶部(不図示)に記憶する。このとき、変数TcはCに等しいとみなすことができる。さらに、手動変化分演算部35から手動操舵制御器31へ出力される手動制御量TmがTm=0にセットされる。その結果、t=t5において、手動操舵制御器31から出力される手動操舵制御量40はゼロとなる(図3参照)。ここで、超過時とは厳密なt=t5である必要はなく、変数Tcとしては、制御的な時間ズレ等を考慮した時間幅において取得された操舵トルクThであれば良い。
ステップS3において、移行制御量演算部36は、|Th|>Cとなった超過時に制御選択部33から出力される操舵制御量Mc(=自動操舵制御量38)を保存し、t=t5以後は保存したMcを移行制御量Mmとして出力する。
ステップS4において、制御選択部33は、制御選択部33から出力される操舵制御量Mcを、自動操舵制御量38から手動操舵制御量40へと切り替える。
ステップS5において、操舵制御装置17は、上述した変数Tcの絶対値|Tc|を変数Tpとして保存する。
ステップS6において、電動機制御量演算部34は、次式(1)により電動機制御量Mrを演算する。すなわち、t=t5からは操舵制御量Mcと移行制御量Mmとに基づいて、電動機制御量Mrを次式(1)により演算し、その電動機制御量Mrを電動機制御量43へ出力する。電動機駆動回路44は、この電動機制御量Mrに基づいて駆動電流45を生成し、生成された駆動電流45により操舵装置1の電動機7が駆動される。
Mr=Mc+(Tp/|Tc|)Mm …(1)
ステップS7では、トルクセンサ10から出力される操舵トルクThの絶対値|Th|と変数Tpとを比較し、|Th|≧Tpの場合にはステップS9へ進み、|Th|<Tpの場合にはステップS8へ進む。
ステップS8では、ステップS5においてTp=|Tc|のように設定された変数Tpを、関数g(x)を用いてTp=g(|Tc|)のように置き換える。ここで、関数g(x)としては、g(Tc)=Tcかつg(0)=0となる任意の関数を選ぶとよい。
ステップS9では、手動変化分演算部35は、次式(2)で算出されるTmを手動制御量Tmとして出力する。なお、sgn(Th)は、Thの符号を表す。
Tm=sgn(Th)×(|Th|-Tp) …(2)
ステップS10では、手動操舵制御器31は、入力された手動制御量Tm(=sgn(Th)×(|Th|-Tp))に対して、f(Tm)で算出される手動操舵制御量40を制御選択部33へ出力する。ここで、関数f(x)は操舵トルクと手動操舵制御量との関係を示す任意の関数を表す。ステップS4において説明したように、制御選択部33は操舵制御量Mcとして手動操舵制御量40すなわちf(Tm)を出力するので、電動機制御量演算部34には、f(sgn(Th)×(|Th|-Tp))が操舵制御量Mcとして入力される。その結果、電動機制御量演算部34は、ステップS10で算出した操舵制御量Mc=f(sgn(Th)×(|Th|-Tp))と、移行制御量演算部36から出力される移行制御量Mmと、式(1)とから電動機制御量Mrを算出し、出力する。
ステップS11では、操舵トルクThの絶対値|Th|と予め設定された移行下限値Dとの比較を行い、|Th|≧Dの場合はステップS7へ戻り、|Th|<Dの場合にはステップS12へ進む。
ステップS11において|Th|<Dと判定されてステップS12へ進んだ場合、操舵制御装置17は制御モードが手動操舵モードに完全に移行したと判断する。すなわち、移行制御量演算部36から出力される移行制御量MmをMm=0とすると共に、手動変化分演算部35から出力される手動制御量TmをTm=Thとする。そのため、手動操舵制御器31からは手動操舵制御量f(Th)が出力され、電動機制御量演算部34から出力される電動機制御量Mrは、Mr=Mc=f(Th)のように手動操舵制御量f(Th)と同一となる。これによってt=t7以後は、操舵装置1は通常の手動操舵モードで制御されることになる。
図9、10は変形例を説明する図であり、図9はフローチャートを示し、図10は操舵角δh、操舵トルクThおよび電動機制御量Mrの時間変化を示す。図10では、図5の場合と同様に、一定の曲率を持つ円弧状の道路を走行中の状態を示す。
ステップS21では、操舵制御装置17は、超過時の操舵角δhの絶対値|δh|を変数δcおよびδpとして保存する。
ステップS22において、電動機制御量演算部34は、操舵制御量Mcと移行制御量Mmとに基づいて、電動機制御量Mrを次式(3)により演算し、その電動機制御量Mrを電動機駆動回路44へ出力する。超過時においてはTm=0なので手動操舵制御量40および操舵制御量Mcはゼロとなり、かつ、δp=δc=|δh|なので電動機制御量MrはMr=Mmとなる。
Mr=Mc+(δp/δc)Mm …(3)
ステップS23において、操舵角の絶対値|δh|と変数δpとの大きさを比較し、|δh|≧δpの場合にはステップS25へ進み、|δh|<δpの場合にはステップS24へ進む。
ステップS23からステップS24へ進んだ場合には、ステップS24において、変数δpを関数h(|δh|)で算出される値に置き換える。ここで、関数h(x)はh(δc)=Tc、h(0)=0となる任意の関数を選ぶと良い。
ステップS25では、手動変化分演算部35は、次式(4)で算出されるTmを手動制御量として出力する。
Tm=sgn(Th)×(|Th|-(δp/δc)Tc) …(4)
ステップS26では、操舵各δhの絶対値|δh|と予め設定された移行下限値δdとの比較を行い、|δh|≧δdの場合にはステップS3へ戻り、|δh|<δdの場合にはステップS12へ進む。すなわち、操舵角δhがほぼ中立位置に戻ったならばステップS12に進んで、完全な手動操舵モードに移行する。なお、図4に示した例では、操舵角ではなく、操舵トルク|Th|が値Dを下回ったときに完全な手動操舵モード(ステップS12)に移行した。
次に、本発明の第2の実施形態について、図13~15を参照して説明する。図13は操舵制御装置17の構成を示すブロック図である。第2の実施形態では、操舵制御装置17内の運転者の操舵による手動変化分の抽出方法が第1の実施の形態と異なっており、それ以外の構成は第1の実施の形態と同様である。なお、操舵装置1の構成は第1の実施の形態と同様のため説明を省略する。また、操舵制御装置17においても、図2と同様の箇所については同じ符号を付し説明を省略する。
ステップS1において|Th|>Cと判定されてステップS31に進むと、ステップS31では、手動操舵制御器131から出力されるアシスト制御量AhをAcとして保存すると共に、手動変化分演算部135から出力される手動操舵制御量Amをゼロにセットする。
ステップS32では、操舵制御装置17は、変数Tp,Tcとして、|Th|>Cとなったときの(後述する、図16のt=t5)の操舵トルクThの絶対値|Th|を保存する。
ステップS7において|Th|≧Tpと判定されてステップS33に進んだ場合には、ステップS33において、手動変化分演算部135は、次式(5)で算出されるAmを手動操舵制御量として出力する。式(5)で、Ahは、現時点で得られる操舵トルクThに対して図14の特性から得られるからアシスト制御量である。
Am=sgn(Ah)×(|Ah|-(Tp/Tc)Ac) …(5)
ステップS34では、制御選択部33は、手動変化分演算部135から入力された手動操舵制御量Amを操舵制御量Mcとして出力する。その結果、電動機制御量演算部34は、制御選択部33から出力される操舵制御量Mcと移行制御量演算部36から出力される移行制御量Mmと、前述した式(1)とから電動機制御量Mrを算出し、出力する。
ステップS11において|Th|<Dと判定されてステップS35へ進んだ場合、操舵制御装置17は制御モードが手動操舵モードに完全に移行したと判断する。ステップS35では、移行制御量演算部36から出力される移行制御量MmをMm=0とする。また、手動変化分演算部135は、操舵トルクと手動操舵制御量との関係を表す関数f(x)と入力される操舵トルクThとに基づいて算出されるf(Th)を、手動操舵制御量Amとして出力する。その結果、電動機制御量演算部34において式(1)により算出される電動機制御量Mrは、Mr=Mc=f(Th)のように手動操舵制御量f(Th)と同一となる。これによって操舵装置1は通常の手動操舵モードで制御されることになる。
次に、本発明の第3の実施形態について図17~19を参照して説明する。図17は操舵制御装置17の構成を示す図であり、図13の手動変化分演算部135に代えて手動寄与演算部120を設けた点が第2の実施の形態と異なる。手動寄与演算部120は、入力されたアシスト制御量Ah、操舵トルクTh、操舵角δh、実舵角37に基づいて、操舵モードに応じた手動操舵制御量Amを演算する。なお、操舵装置1の構成は第1の実施の形態と同様のため説明を省略する。また、操舵制御装置17も図13の構成と同様の箇所については同じ番号を付し説明を省略する。
ステップS7において|Th|≧Tpと判定されてステップS41に進んだ場合には、ステップS41において、手動寄与演算部120は手動寄与度Rを算出する。手動寄与度Rは手動操作の程度を表す指標であり、操舵トルクThが閾値Cをこえた時点で0とされ、時間の経過とともに漸増し、最大=1となるように算出される量である。
ステップS42では、手動寄与演算部120は、算出した手動寄与度Rと手動操舵制御器131から入力されたアシスト制御量Ahとに基づいて、手動操舵制御量AmをAm=R×Ahのように演算し、出力する。
(C1)例えば、図1,2,4に示すように、操舵制御装置17は、車両制御装置20から入力された自動走行指令に基づいて、車両車輪を転舵する電動機7の自動操舵制御量38を生成する自動操舵制御器32と、車両車輪を転舵する手動操作部であるステアリングホイール2の手動操作量の指標である操舵トルクThに基づいて、電動機7の手動操舵制御量40を生成する手動操舵制御器31と、を備え、自動操舵制御量38により電動機7を制御する自動操舵モードおよび手動操舵制御量40により電動機7を制御する手動操舵モードのいずれか一方を選択して電動機7を制御する。
日本国特許出願2016年第226787号(2016年11月22日出願)
Claims (8)
- 入力された自動走行指令に基づいて、車両車輪を転舵する操舵用アクチュエータの自動操舵制御量を生成する自動操舵制御器と、
前記車両車輪を転舵する手動操作部の手動操作量に基づいて、前記操舵用アクチュエータの手動操舵制御量を生成する手動操舵制御器と、を備え、
前記自動操舵制御量により前記操舵用アクチュエータを制御する自動操舵モードおよび前記手動操舵制御量により前記操舵用アクチュエータを制御する手動操舵モードのいずれか一方を選択して、前記操舵用アクチュエータを制御する操舵制御装置であって、
前記自動操舵モードによる制御中に、前記車両車輪を転舵する手動操作部の手動操作量が所定値を超過すると、
前記手動操舵制御器は、超過時を基準とする前記手動操作量の変化に基づく手動操舵制御量変化を生成した後に、前記手動操作量に基づく手動操舵制御量を生成し、
前記超過時の前記自動操舵制御量に前記手動操舵制御量変化を加算した第1制御量に基づいて前記操舵用アクチュエータを制御した後に、前記手動操舵モードにより前記操舵用アクチュエータを制御する、操舵制御装置。 - 請求項1に記載の操舵制御装置において、
前記手動操作量は、前記手動操作部の操作量に応じて検出される操舵トルクであって、
前記手動操舵制御量変化は、超過時を基準とする前記操舵トルクの変化量に基づいて前記手動操舵制御器で生成される手動操舵制御量である、操舵制御装置。 - 請求項1に記載の操舵制御装置において、
前記手動操作量は、前記手動操作部の操作量に応じて検出される操舵トルクであって、
前記手動操舵制御量変化は、超過時を基準とする前記手動操舵制御量の変化量である、操舵制御装置。 - 請求項1に記載の操舵制御装置において、
前記手動操作量は、前記手動操作部の操作量に応じて検出される操舵トルクであって、
前記手動操舵制御量変化は、前記手動操舵制御量と前記超過時からの時間経過に従ってゼロから漸増する手動寄与度との積である、操舵制御装置。 - 請求項1に記載の操舵制御装置において、
前記第1制御量に代えて、前記超過時の前記自動操舵制御量を上限として演算される移行制御量に前記手動操舵制御量変化を加算した第2制御量に基づいて前記操舵用アクチュエータを制御した後に、前記手動操舵モードにより前記操舵用アクチュエータを制御する、操舵制御装置。 - 請求項1に記載の操舵制御装置において、
前記第1制御量に代えて、前記自動操舵制御量に前記手動操舵制御量変化を加算した第3制御量に基づいて前記操舵用アクチュエータを制御した後に、前記手動操舵モードにより前記操舵用アクチュエータを制御する、操舵制御装置。 - 請求項1に記載の操舵制御装置において、
前記手動操作量の大きさが前記所定値を超過した後に前記所定値を下回った場合には、前記手動操作量の減少に応じて前記第1制御量を減少させ、
さらに、前記手動操作量の大きさが前記所定値を下回った後に、前記所定値よりも小さな手動操舵モード移行操作量を下回った場合には、前記手動操舵モードによる前記操舵用アクチュエータの制御を行う、操舵制御装置。 - 請求項1に記載の操舵制御装置において、
前記手動操作量の大きさが前記所定値を超過した後に、前記手動操作部の操作に伴って操舵角が第1操舵角閾値を下回った場合には、前記操舵角の減少に応じて前記第1制御量を減少させ、
さらに、前記操舵角が前記第1操舵角閾値よりも小さな第2操舵角閾値を下回った場合には、前記手動操舵モードによる前記操舵用アクチュエータの制御を行う、操舵制御装置。
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DE112017005368.4T DE112017005368B4 (de) | 2016-11-22 | 2017-11-01 | Lenksteuervorrichtung |
US16/348,225 US11685437B2 (en) | 2016-11-22 | 2017-11-01 | Steering control device |
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JP (1) | JP6697576B2 (ja) |
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JP6614509B2 (ja) * | 2017-10-05 | 2019-12-04 | 本田技研工業株式会社 | 車両制御装置、車両制御方法、およびプログラム |
JP7107245B2 (ja) * | 2019-02-14 | 2022-07-27 | トヨタ自動車株式会社 | 車両制御システム |
JP7303153B2 (ja) * | 2020-05-18 | 2023-07-04 | トヨタ自動車株式会社 | 車両用運転支援装置 |
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JP2006117181A (ja) * | 2004-10-25 | 2006-05-11 | Favess Co Ltd | 操舵制御装置 |
WO2014162769A1 (ja) * | 2013-04-04 | 2014-10-09 | 日本精工株式会社 | 電動パワーステアリング装置 |
WO2016088704A1 (ja) * | 2014-12-02 | 2016-06-09 | 日本精工株式会社 | 電動パワーステアリング装置 |
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JP3622329B2 (ja) | 1996-03-08 | 2005-02-23 | スズキ株式会社 | 車両操舵装置 |
JP4632093B2 (ja) * | 2006-06-07 | 2011-02-16 | 株式会社ジェイテクト | 車両用操舵装置 |
DE102007027041B4 (de) * | 2006-07-13 | 2015-01-15 | Ford Global Technologies, Llc | Verfahren zur Ermittlung eines Drehmomentes an einem Lenkungsstrang |
JP2010012979A (ja) * | 2008-07-04 | 2010-01-21 | Nsk Ltd | 電動パワーステアリング装置 |
US8930079B2 (en) | 2009-10-22 | 2015-01-06 | GM Global Technology Operations LLC | Systems and methods for driver intervention in an automatic steering system |
US9073576B2 (en) * | 2011-09-02 | 2015-07-07 | GM Global Technology Operations LLC | System and method for smooth steering override transition during automated lane centering |
CN104661898B (zh) * | 2013-01-29 | 2016-11-30 | 日本精工株式会社 | 电动助力转向装置 |
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JP6213724B2 (ja) * | 2013-09-24 | 2017-10-18 | 日立オートモティブシステムズ株式会社 | パワーステアリング装置 |
JP5939238B2 (ja) * | 2013-11-29 | 2016-06-22 | トヨタ自動車株式会社 | 車両用操舵制御装置 |
DE102014107194A1 (de) | 2014-05-22 | 2015-11-26 | Robert Bosch Automotive Steering Gmbh | Verfahren zum Betreiben eines Lenksystems |
JP2016011059A (ja) * | 2014-06-30 | 2016-01-21 | マツダ株式会社 | 車線維持支援システム |
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- 2017-11-01 DE DE112017005368.4T patent/DE112017005368B4/de active Active
- 2017-11-01 KR KR1020197011177A patent/KR20190058534A/ko not_active Application Discontinuation
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JP2002002519A (ja) * | 2000-06-27 | 2002-01-09 | Mitsubishi Electric Corp | 車両の操舵制御装置 |
JP2006117181A (ja) * | 2004-10-25 | 2006-05-11 | Favess Co Ltd | 操舵制御装置 |
WO2014162769A1 (ja) * | 2013-04-04 | 2014-10-09 | 日本精工株式会社 | 電動パワーステアリング装置 |
WO2016088704A1 (ja) * | 2014-12-02 | 2016-06-09 | 日本精工株式会社 | 電動パワーステアリング装置 |
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CN109963773A (zh) | 2019-07-02 |
JPWO2018096897A1 (ja) | 2019-07-18 |
DE112017005368T5 (de) | 2019-07-25 |
US20190276077A1 (en) | 2019-09-12 |
US11685437B2 (en) | 2023-06-27 |
KR20190058534A (ko) | 2019-05-29 |
DE112017005368B4 (de) | 2022-07-28 |
CN109963773B (zh) | 2021-10-01 |
JP6697576B2 (ja) | 2020-05-20 |
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