WO2019065780A1 - Système de direction - Google Patents

Système de direction Download PDF

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Publication number
WO2019065780A1
WO2019065780A1 PCT/JP2018/035797 JP2018035797W WO2019065780A1 WO 2019065780 A1 WO2019065780 A1 WO 2019065780A1 JP 2018035797 W JP2018035797 W JP 2018035797W WO 2019065780 A1 WO2019065780 A1 WO 2019065780A1
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WO
WIPO (PCT)
Prior art keywords
steering
vehicle
information
wheel
steering system
Prior art date
Application number
PCT/JP2018/035797
Other languages
English (en)
Japanese (ja)
Inventor
教雄 石原
佑介 大畑
大場　浩量
Original Assignee
Ntn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 Ntn株式会社 filed Critical Ntn株式会社
Publication of WO2019065780A1 publication Critical patent/WO2019065780A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • 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
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D7/00—Steering linkage; Stub axles or their mountings
    • B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
    • B62D7/08—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in a single plane transverse to the longitudinal centre line of the vehicle
    • B62D7/09—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in a single plane transverse to the longitudinal centre line of the vehicle characterised by means varying the ratio between the steering angles of the steered wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D7/00—Steering linkage; Stub axles or their mountings
    • B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
    • B62D7/14—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D7/00—Steering linkage; Stub axles or their mountings
    • B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
    • B62D7/14—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering
    • B62D7/15—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D7/00—Steering linkage; Stub axles or their mountings
    • B62D7/18—Steering knuckles; King pins

Definitions

  • the present invention relates to a steering system provided in a vehicle, and more particularly to a steering system provided with a steering apparatus for auxiliary steering in addition to a steering apparatus that steers a wheel by an operation of a driver or a steering assist device. .
  • a steering wheel and a steering device are mechanically connected, and the steering device steers the wheels by rotational operation on the steering wheel.
  • an automatic or semi-automatic driving vehicle equipped with a steering command device that automatically generates a steering command by using sensors to recognize the direction of the road, the vehicle peripheral situation such as an obstacle, etc. without using the steering wheel. If there is a reverse input from the vehicle, there is a risk of causing the aforementioned vehicle wandering, and the running stability of the vehicle can be maintained only by the control of the steering apparatus that enables the vehicle traveling direction to be largely changed. difficult.
  • the present invention has been made in view of the above problems, and an object thereof is to enable correction according to the state of the vehicle with respect to the direction of the vehicle steered by the steering amount command, and the running stability of the vehicle It is possible to provide a steering system which is capable of maintaining the above-mentioned correction and further having an abnormality monitoring function of the control output, and capable of preventing in advance the traveling stability from being reduced due to the abnormality of the device. .
  • a steering system 100 of the present invention is a steering system provided in a vehicle 101, and A first steering device 140 for turning the vehicle 101 according to a command of a steering amount output from a steering command device 200, 200A;
  • the left and right mechanical units 150a, 150a provided in the left and right tire housings 105 of the vehicle 101 to steer the wheels 2 as auxiliary steering by driving the electric motor 27 and the left and right mechanical units 150a, 150a are controlled
  • a second steering device 150 having one auxiliary steering control unit 150b;
  • a vehicle information detection unit 110 for detecting vehicle information representing a state of the vehicle 101;
  • the auxiliary steering control unit 150 b of the second steering device 150 A turning control unit 151 that generates a command for auxiliary steering to be performed by the left and right mechanical units 150a and 150a based on the vehicle information and information on steering angles of the left and right mechanical units 150a and 150a;
  • Motor control devices 175 and 170 for the left wheel and the right wheel that respectively control the electric motors 27 and 27 of the left and right
  • the motor-driven second steering device 150 is provided, and the control unit 150 b of the second steering control device 150 controls the electric motor 27 based on the vehicle information. Therefore, when the vehicle 101 moves in an unintended direction due to sliding or the like, according to the steering amount and the vehicle speed output by the steering command devices 200 and 200A, for example, according to the state of the vehicle 101 obtained by the vehicle information. It is possible to correct the direction of the vehicle 101. For this reason, it is possible to correct the fluctuation of the vehicle 101, which is difficult to cope with only the first steering device 140. Thereby, the stability of the vehicle 101 is improved.
  • auxiliary steering control unit 150b which is a control unit of the second steering device 150, controls the electric motors 27, 27 of the left and right mechanical units 150a, 150a. , And 170, but these motor control devices 175 and 170 respectively have abnormality detection units 176 and 171, and both abnormality detection units 176 and 171 mutually monitor both motor control devices 175. , 170 are determined to be abnormal. For example, if the power supply of one of the motor control devices 175 and 170 fails, the driver can safely use the steering wheel by stopping the control of the other motor control device 175 and 170. The vehicle can be moved to a safe place such as a road shoulder.
  • the vehicle control is performed by the driver's steering wheel operation by stopping the control of both motor control devices 175 and 170. Can be moved to a state where it can be stopped reliably, and safety can be ensured.
  • the steering command device 200, 200A may be a manual device, such as the steering wheel 200, for which steering operation is performed by the driver.
  • the second steering device 150 driven by a motor since the second steering device 150 driven by a motor is provided, and the control unit 150b of the second steering device 150 controls the electric motor 27 based on the vehicle information, a direction not intended by the vehicle 101 due to slip etc.
  • the direction of the vehicle 101 for example, according to the amount of operation of the steering wheel 200, according to the state of the vehicle 101 obtained by the vehicle information. Therefore, even if the driver does not operate the steering wheel 200, it is possible to correct the wander of the vehicle 101. Thereby, the stability of the vehicle 101 is improved.
  • the first steering device 140 is a device for steering the left and right wheels 2 in conjunction with each other
  • the second steering device 150 is a device capable of steering the left and right wheels 2 independently. It may be Since the first steering device 140 is configured to steer the left and right wheels 2 in conjunction with each other, adjustment of the direction of the vehicle 101 by the driver's operation of the steering wheel 200 or the adjustment of the vehicle 101 by the automatic steering command device 200A. Direction adjustment can be performed in the same manner as the conventional vehicle 101. Since the second steering device 150 can steer the left and right wheels 2 independently, it is possible to adjust the toe angle, whereby the agility of the steering wheel operation and the automatic steering command device 200A are achieved. The agility of control or the like can be adjusted according to the state of the vehicle 101.
  • the first steering device 140 and the second steering device 150 may be devices for steering the same wheel 2.
  • the second steering device 150 finely adjusts the steering angles with respect to the steering angle by the steering of the first steering device 140. May be performed.
  • the first steering device 140 and the second steering device 150 may be devices that steer different wheels 2.
  • the first steering device 140 is a device that performs front wheel steering
  • the second steering device 150 may be a device that performs rear wheel steering.
  • the configuration of the mechanical portion 150a can be simplified as compared with the case where the first steering device 140 and the second steering device 150 steer the same wheel 2.
  • the vehicle information may be information including vehicle speed information, steering angle information, vehicle height information, actual yaw rate information, actual lateral acceleration information, an accelerator command value, and a brake command value. .
  • vehicle speed information, steering angle information, vehicle height information, actual yaw rate information, actual lateral acceleration information, accelerator command value, and brake command value as the information of the state of the vehicle 101 Accordingly, the control of the second steering device 150 can be performed more appropriately, and the stability of the vehicle 101 can be further improved.
  • vehicle speed information is “vehicle speed information”
  • steering angle information is “steering angle information”
  • vehicle height information is “vehicle height information”
  • actual yaw rate information is “actual yaw rate information”
  • actual Information on lateral acceleration may be referred to as “actual lateral acceleration information”.
  • the second steering device 150 two includes a 1 one of the second steering device 150 performs the turning of the same wheel 2 from the first steering device 140, the other of said a second steering device 150 2, may perform the steering of the different wheel 2 from each other and said first steering system 140.
  • the steering system 100 can steer the four wheels independently at a higher level, and the running stability of the vehicle 101 can be improved. Can be further improved.
  • the abnormality detection units 176 and 171 of the both motor control devices 175 and 170 are calculated by the left and right motor control devices 175 and 170 based on the right wheel steering amount information and the left wheel steering amount information.
  • the motor target positions may be compared, and in the case where the calculation results do not match, it may be determined that at least one is abnormal.
  • the motor target positions of both calculation results should match, and if they do not match, it is abnormal. It is possible to easily determine an abnormality by determining whether the information matches or not.
  • the control is immediately stopped. It is also good. By stopping the control, the auxiliary steering is not performed, and the steering is performed only by the first steering device. Only the state of losing the function of the auxiliary steering, and steering by the command of the steering amount output by the steering command device 200, 200A is performed, so there is no trouble in traveling even if the control is stopped. .
  • FIG. 1 is an explanatory view showing a conceptual configuration of a vehicle 101 such as a car equipped with a steering system 100 according to this embodiment.
  • vehicle 101 is a four-wheeled vehicle having left and right wheels 2 and 2 as front wheels and left and right wheels 2 and 2 as rear wheels.
  • the drive system is any of front wheel drive, rear wheel drive and four wheel drive. It may be
  • the steering system 100 is a system for steering the vehicle 101, and includes a first steering device 140, a second steering device 150, and a vehicle information detection unit 110.
  • the first steering device 140 is a device that steers the wheels 2 and 2 serving as the steered wheels of the vehicle 101 by the driver's operation on the steering command device such as the steering wheel 200. ing.
  • the second steering device 150 is a device that performs auxiliary steering by control according to the vehicle state, and includes a mechanical unit 150 a and an auxiliary steering control unit 150 b.
  • the mechanism unit 150 a is a mechanism provided for each of the wheels 2 and 2 to be subjected to the auxiliary steering, and is provided in the tire housing 105 of the vehicle 101 to steer the wheels 2 by driving the electric motor 27.
  • the auxiliary steering control unit 150 b controls the electric motor 27 based on the vehicle information representing the state of the vehicle detected by the vehicle information detection unit 110.
  • the vehicle information detection unit 110 is a unit that detects the state of the vehicle, and refers to a group of various sensors. Vehicle information detected by the vehicle information detection unit 110 is transferred to the control unit 150 b of the second steering device 150 via the main ECU 130.
  • the ECU 130 is a control device that performs coordinated control and overall control of the entire vehicle 101, and is also referred to as a VCU (Vehicle Control Unit).
  • the ECU 130 controls the second steering device 150 based on the vehicle speed information, the steering angle information, the vehicle height information, the actual yaw rate information, the actual lateral acceleration information, the accelerator command value, and the brake command value input from the vehicle information detection unit 110. Control.
  • the first steering device 140 is a system that steers the left and right wheels 2, 2 serving as the front wheels of the vehicle 101 interlockingly in response to an input to the steering wheel 200 by the driver as described above.
  • a rack and pinion (not shown), tie rods 33, etc. are provided with known mechanical configurations.
  • the steering shaft 32 When the driver makes a rotational input to the steering wheel 200, the steering shaft 32 also rotates in conjunction.
  • the tie rod 33 connected to the steering shaft 32 by the rack and pinion moves in the vehicle width direction, thereby changing the direction of the wheels 2 and steering the left and right wheels 2 and 2 in conjunction. It is possible.
  • the second steering device 150 is a device that can steer the left and right wheels 2 and 2 independently, and includes a right wheel hub unit 180 (FIG. 2) and a left wheel hub unit 185 as its mechanical portion 150a.
  • the right wheel hub unit 180 and the left wheel hub unit 185 steer wheels by the electric motor 27 of the auxiliary steering actuator 6 (FIG. 4) provided in the tire housing 105.
  • the case where the first steering device 140 and the second steering device 150 steer the same wheel that is, the case where the front wheels 2 and 2 are steered will be described.
  • the mechanical portion 150a of the second steering device 150 is composed of the right wheel hub unit 180 and the left wheel hub unit 185 as described above, but both the right wheel hub unit 180 and the left wheel hub unit 185 are shown in FIG. It is configured as a hub unit 1 with an auxiliary steering function.
  • the hub unit 1 includes a hub bearing assembly 4 having a hub bearing 3 for supporting the wheels 2, and an auxiliary steering actuator 6.
  • the hub bearing assembly 4 is supported by the knuckles 22 rotatably at two upper and lower positions via the rotation allowing supporting parts 7, 7 so as to be rotatable about an auxiliary turning axis A extending in the vertical direction.
  • the auxiliary steering axis A is an axis different from the rotational axis O of the wheel 2 and is also different from the kingpin axis K which performs the main steering.
  • the wheel 2 is composed of a wheel 8 and a tire 9.
  • the auxiliary steering actuator 6 is fixed to the knuckle 22.
  • This hub unit with auxiliary steering function is added to the steering by the first steering device 140 (see FIG. 1) of the wheels 2 and 2 serving as the front wheels, and the knuckle 22 is used as a mechanism to steer left and right wheels individually by minute angles. Will be installed.
  • the suspension device 21 is a double wishbone type in this example, and has an upper arm and a lower arm connected via a shock absorber (not shown), and a king pin shaft inclined between the upper arm and the lower arm
  • the knuckle 22 is installed rotatably around K.
  • the suspension device 21 may adopt other various types such as an independent suspension type.
  • the knuckle 22 is rotatably coupled to the tie rod 33 of the first steering device 140 (see FIG. 1).
  • the hub bearing 3 includes an inner ring 12, an outer ring 11, and rolling elements 13 such as balls interposed between the inner and outer rings.
  • the hub bearing 3 is an angular ball bearing in which the outer ring 11 is a fixed ring, the inner ring 12 is a rotating ring, and the rolling elements 13 are double-rowed.
  • the wheel 8 of the wheel 2 is bolted to the hub flange of the inner ring 12 so as to overlap the brake rotor 14.
  • the inner ring 12 rotates about the rotation axis O.
  • the brake rotor 14 constitutes a brake with a brake caliper (not shown).
  • assistant steering function for a non-turning wheel it is installed in the bearing mounting member for wheels (not shown) which does not have a steering function in suspension apparatus instead of attaching to knuckles.
  • the hub bearing assembly 4 is a portion that rotates around the auxiliary steering axis A in the hub unit with the auxiliary steering function, and includes the hub bearing 3, the rotation-side parts of the rotation-allowable support component 7, and the auxiliary A steering force receiver (not shown) is provided.
  • the rotation allowing support component 7 is a double row angular contact ball bearing in this example, but may be a spherical slide bearing or the like.
  • the auxiliary turning axis A of the hub bearing assembly 4 extends in the vertical direction, but is different from the kingpin axis K, for example, in the vertical direction.
  • the auxiliary turning axis A is a point at which the intersection point PK of the extension line of the kingpin axis K and the road surface S and the intersection point PA of the extension line of the auxiliary turning axis A and the road surface S are tires. It is designed to be located in the ground plane 9a. It is optimal that these intersection points PK and PA be matched with each other to minimize tire slippage.
  • the auxiliary steering actuator 6 rotates the hub bearing assembly 4 around the auxiliary axis A, that is, auxiliary steering, when the linear movement output portion advances and retracts.
  • the auxiliary steering actuator 6 includes an electric motor 27, a reduction gear 28 for decelerating the rotation of the electric motor 27, and a linear movement mechanism (not shown) for converting forward and reverse rotation output of the reduction gear into reciprocating linear operation And).
  • the electric motor 27 is, for example, a permanent magnet type synchronous motor, but may be a direct current motor or an induction motor.
  • the linear motion mechanism is a feed screw mechanism such as a slide screw or a ball screw, or a rack and pinion mechanism.
  • the range of auxiliary steering of the hub bearing assembly 4 with respect to the knuckles 22 is regulated by a stopper (not shown).
  • the allowable range of the auxiliary steerable angle of the hub bearing assembly 4 may be a slight angle, for example, ⁇ 5 degrees or less.
  • the vehicle information detection unit 110 includes a vehicle speed detection unit 111, a steering angle detection unit 112, a vehicle height detection unit 113, an actual yaw rate detection unit 114, an actual lateral acceleration detection unit 115, an accelerator pedal sensor 116, and A brake pedal sensor 117 is provided.
  • the vehicle speed detection unit 111 detects a vehicle speed based on an output of a sensor such as a speed sensor attached to the inside of a transmission provided in the vehicle, for example, and outputs vehicle speed information to the ECU 130.
  • the steering angle detection unit 112 detects a steering angle based on an output of a sensor such as a resolver attached to a motor unit included in a first steering device 140 described later, for example, and outputs steering angle information to the ECU 130.
  • a second steering apparatus to be described later such as a method of measuring the distance between the chassis of the vehicle 101 and the ground by a laser displacement gauge, or a method of detecting an angle of the upper arm or lower arm by an angle sensor, etc.
  • the vehicle height of each wheel 2 steered by 150 is detected.
  • the vehicle height detection unit 113 outputs the detected vehicle height to the ECU 130 as vehicle height information.
  • the actual yaw rate detection unit 114 detects an actual yaw rate based on an output of a sensor such as a gyro sensor attached to a vehicle, for example, and outputs actual yaw rate information to the ECU 130.
  • the actual lateral acceleration detection unit 115 detects an actual lateral acceleration based on an output of a sensor such as a gyro sensor attached to the vehicle 101, for example, and outputs the actual lateral acceleration information to the ECU 130.
  • the accelerator pedal sensor 116 detects an input to the accelerator pedal by the driver, and outputs the detected value to the ECU 130 as an accelerator command value.
  • the brake pedal sensor 117 detects an input to the brake pedal by the driver, and outputs the detected value to the ECU 130 as a brake command value.
  • auxiliary steering control unit 150b of the second steering device 150 acquires vehicle information including vehicle speed information, steering angle information, vehicle height information, actual yaw rate information, actual lateral acceleration information, accelerator command value, and brake command value from the ECU 130. Do. Then, the auxiliary steering control unit 150b controls the right wheel motor control device 170 and the left wheel motor control device 175 based on the acquired vehicle information, so that the right wheel hub unit 180 and the left wheel hub are controlled. It is an apparatus which drives the electric motor 27 with which the unit 185 is equipped, and can steer the wheel on either side independently.
  • the electric motor 27 may steer the wheel 2 via a transmission element capable of blocking reverse input such as a trapezoidal screw or a worm gear. Moreover, in order that the 2nd steering device 150 aims at correction
  • FIG. 3 is a block diagram showing the configuration of the turning speed control unit 151.
  • the turning control unit 151 includes a reference lateral acceleration calculating unit 152, a right wheel tire angle calculating unit 153, a left wheel tire angle calculating unit 154, a right wheel road surface friction coefficient calculating unit 155, and a target yaw rate calculating unit 156.
  • a left wheel road surface friction coefficient calculation unit 157, a target yaw rate correction unit 158, a target left and right wheel tire angle calculation unit 159, a right wheel command value calculation unit 160, and a left wheel command value calculation unit 161 are provided.
  • the right wheel tire angle calculation unit 153 and the left wheel tire angle calculation unit 154 obtain steering angle information and vehicle height information from the ECU 130 at a predetermined cycle.
  • the second steering device 150 performs steering based on the acquired steering angle information and vehicle height information. Calculate the current angle of the tire (wheel 2) to be performed. Then, the right wheel tire angle calculation unit 153 and the left wheel tire angle calculation unit 154 output the calculated tire angle information to the reference lateral acceleration calculation unit 152.
  • the reference lateral acceleration calculation unit 152 calculates the reference lateral acceleration based on the vehicle speed information acquired from the ECU 130 and the tire angle information input from the right wheel tire angle calculation unit 153 and the left wheel tire angle calculation unit 154. That is, based on the tire angle represented by the tire angle information from the right wheel tire angle computing unit 153 and the left wheel tire angle computing unit 154 and the vehicle speed represented by the vehicle speed information, the reference lateral acceleration computing unit 152 Perform the calculation of Then, the reference lateral acceleration calculation unit 152 outputs the calculated reference lateral acceleration to the right wheel road surface friction coefficient calculation unit 155 and the left wheel road surface friction coefficient calculation unit 157 as reference lateral acceleration information.
  • FIG. 5 is a diagram showing characteristics as a source of the relationship included in the map for calculating the road surface friction coefficient stored in the right wheel road surface friction coefficient calculation unit 155 and the left wheel road surface friction coefficient calculation unit 157, for example.
  • FIG. 10 is a characteristic diagram showing the relationship between actual lateral acceleration / reference lateral acceleration, tire angle, and friction coefficient.
  • the right wheel road surface friction coefficient calculation unit 155 and the left wheel road surface friction coefficient calculation unit 157 in FIG. 3 are based on the actual lateral acceleration information acquired from the ECU 130 and the standard lateral acceleration information input from the standard lateral acceleration calculation unit 152. Calculate the coefficients. Specifically, the right wheel road surface friction coefficient calculation unit 155 and the left wheel road surface friction coefficient calculation unit 157 receive the reference lateral acceleration information from the reference lateral acceleration calculation unit 152, the right wheel tire angle calculation unit 153, and the left wheel tire angle calculation unit 154. The tire angle information is acquired, and the road surface friction coefficient is calculated from the actual lateral acceleration / standard lateral acceleration and the tire angle based on the map described using FIG. 5.
  • the right wheel road surface friction coefficient calculation unit 155 and the left wheel road surface friction coefficient calculation unit 157 calculate the right wheel road surface friction coefficient information which is the calculated road surface friction coefficient of the right wheel and the left wheel road surface friction coefficient information which is the road friction coefficient of the left wheel. Is output to the target yaw rate correction unit 158.
  • the target yaw rate calculation unit 156 acquires vehicle speed information and steering angle information from the ECU 130 in a predetermined cycle, and calculates a target yaw rate based on the acquired vehicle speed information and steering angle information. Then, the target yaw rate calculation unit 156 outputs the calculated target yaw rate to the target yaw rate correction unit 158 as target yaw rate information.
  • the target yaw rate correction unit 158 acquires right wheel road surface friction coefficient information and left wheel road surface friction coefficient information from the right wheel road surface friction coefficient calculation unit 155 and the left wheel road surface friction coefficient calculation unit 157, and acquires target yaw rate information from the target yaw rate calculation unit 156.
  • the target yaw rate is corrected according to the road surface friction coefficient represented by the right wheel road surface friction coefficient information and the left wheel road surface friction coefficient information.
  • the target yaw rate correction unit 158 outputs the corrected target yaw rate to the target left and right wheel tire angle calculation unit 159 as corrected yaw rate information.
  • the target left and right wheel tire angle calculation unit 159 calculates the corrected yaw rate information from the target yaw rate correction unit 158, the actual yaw rate information from the ECU 130, the accelerator command value and the brake command value, and the right wheel road surface friction coefficient calculation unit 155 Coefficient information and left wheel road surface friction coefficient information are acquired from the left wheel road surface friction coefficient calculation unit 157, and target left and right wheel tire angles, which are target values of tire angles of left and right wheels, are calculated. Specifically, the target left and right wheel tire angle calculation unit 159 calculates the target angle of each of the left and right tires based on the following formula (1).
  • ⁇ y is the actual yaw rate of the vehicle represented by the actual yaw rate information
  • X A is the accelerator command value
  • X B is the brake command value
  • ⁇ R is the right wheel road surface friction coefficient
  • ⁇ L is the left wheel road surface friction coefficient
  • ⁇ tR1 the target tire angle
  • ⁇ tL1 of the right wheel is the target tire angle of the left wheel.
  • the right wheel command value calculation unit 160 and the left wheel command value calculation unit 161 receive the target tire angle information from the target left and right wheel tire angle calculation unit 159 and the current tire from the right wheel tire angle calculation unit 153 and the left wheel tire angle calculation unit 154. Acquire tire angle information representing an angle. After acquisition, the target tire angle represented by the target tire angle information is compared with the current tire angle, and each of the right wheel hub unit 180 and the left wheel hub unit 185 is rotated according to the deviation amount that is the result of the comparison. Right wheel steering amount information and left wheel steering amount information indicating an amount to be steered are generated. Then, the right wheel command value calculation unit 160 outputs the generated right wheel steering amount information to the right wheel motor control device 170, and the left wheel command value calculation unit 161 controls the generated left wheel steering amount information for the left wheel motor Output to the device 175.
  • the right wheel motor control device 170 and the left wheel motor control device 175 include inverters.
  • the right wheel motor control device 170 and the left wheel motor control device 175 are based on the outputs from the right wheel command value calculation unit 160 and the left wheel command value calculation unit 161 of the turning control unit 151, and the right wheel hub unit 180 and the left wheel hub unit It controls the current to the motor of the right wheel hub unit 180 provided in 185 and the motor of the left wheel hub unit 185.
  • right wheel motor control device 170 and left wheel motor control device 175 receive right wheel turning amount information and left wheel turning amount information from right wheel command value calculating unit 160 and left wheel command value calculating unit 161, respectively.
  • the position information of the electric motor 27 of the right wheel hub unit 180 and the electric motor 27 of the left wheel hub unit 185 which represent the turning angles of the current right wheel hub unit 180 and the left wheel hub unit 185, is acquired.
  • the target position of the electric motor is determined based on the information and the left wheel turning amount information.
  • the right wheel motor control device 170 and the left wheel motor control device 175 output the current flowing to the electric motor 27 of the right wheel hub unit 180 and the electric motor 27 of the left wheel hub unit 185, and the right wheel steering angle sensor 190 and the left wheel
  • the steering angle information of the right wheel hub unit 180 and the left wheel hub unit 185 is output to the turning control unit 151 from the steering angle sensor 195.
  • the right wheel motor control device 170 and the left wheel motor control device 175 respectively have a left wheel abnormality detection unit 171 and a right wheel abnormality detection unit 176, and when an abnormality is detected, the second steering device 150 immediately Stop control. Specifically, the left wheel abnormality detection unit 171 and the right wheel abnormality detection unit 176 compare the left and right motor target positions respectively calculated by the right wheel motor control device 170 and the left wheel motor control device 175, and the motor target positions match. If it is, it is determined that it is operating normally. If the motor target positions do not match, it is determined that at least one is abnormal, and an abnormality signal is output to the turning control unit 151 and the other motor control devices 170 and 175. In response to the abnormal signal, the second steering device 150 immediately stops control. For example, both the turning control unit 151 and the other motor control devices 170 and 175 stop the control. Also, when the power supply of one of the motor control devices 175 and 170 fails, the control of the other motor control device 175 and 170 is stopped.
  • the left wheel abnormality detection unit 171 and the right wheel abnormality detection unit 176 set the motor target position of the motor control devices 170 and 175 including itself in addition to the comparison of the left and right motor target positions, within the defined normal range When it deviates from the normal range (for example, when it is an impossible value), it outputs an abnormality signal to the turning control unit 151 and the other motor control devices 170 and 175. In response to the abnormal signal, the second steering device 150 immediately stops control.
  • the steering system 100 includes the first steering device 140 that steers the wheels 2 by the operation of the steering wheel 200, and a vehicle information detection unit that detects vehicle information representing the state of the vehicle 101.
  • a second steering device 150 for steering the wheel 2 by driving the electric motor 27 provided in the tire housing 105 of the vehicle is provided.
  • the second steering device 150 drives the electric motor 27 based on the vehicle information detected by the vehicle information detection unit 110.
  • the second steering device 150 calculates the state of the contact surface between the left and right wheels 2 and the ground according to the condition of the vehicle 101 based on the vehicle information detected by the vehicle information detection unit 110, The left and right tire angles for cornering on an ideal line 101 are calculated, and driving of the left and right electric motors is performed individually.
  • the second steering device 150 when the vehicle 101 moves in an unintended direction due to sliding or the like at cornering, the direction of the vehicle 101 is adjusted in accordance with the operation amount of the steering wheel 200. It becomes possible to correct. Further, since the second steering device 150 is an independent steering device, it is possible to individually adjust the left and right toe angles, and it is possible to improve the straight running stability during normal driving and the steering stability in cornering. It is possible to improve the quality.
  • cornering becomes possible on the ideal line by correcting the steering amount of each of the left and right so that the driver's steering wheel operation can be more efficiently curved according to the vehicle information. Since the steering wheel operation load of the person can be reduced, the steering stability of the vehicle 101 is improved. With regard to straight-ahead stability, in the conventional vehicle, when the vehicle is slightly shaken, the driver needs to perform correction steering in order to correct the fluctuation.
  • the second steering device 150 according to this embodiment In the vehicle 101 equipped with the above, even if the driver does not operate the steering wheel 200, it is possible to correct the wander of the vehicle 101. Therefore, the straight running stability of the vehicle 101 is improved.
  • the second steering device 150 independently controlled by the left and right mutually monitors the abnormal state of each of the left and right motor control devices 175 and 170, and an abnormality occurs in one of the motor control devices 175 and 170. If so, the control of the motor control devices 175 and 170 is immediately stopped. Even if the control is stopped, the steering range of the second steering device 150 is limited to about a few degrees, and if the reverse input from the road surface is prevented by a trapezoidal screw or the like, the hub unit 180, Stabilization of 185 can be prevented, and the vehicle 101 can be moved to a state where it can be reliably stopped by the driver's steering wheel operation, and safety can be ensured.
  • FIG. 6 is an explanatory view showing an overview of a steering system 100 according to this embodiment
  • FIG. 7 is a block diagram showing the configuration thereof.
  • the steering system 100 according to this embodiment differs from the first embodiment in that the first steering system 140 and the second steering system 150 steer different wheels 2. That is, in the steering system 100 according to this embodiment, the first steering system 140 steers the wheels 2 serving as the front wheels of the vehicle 101, and the second steering system 150 serves as the wheels 2 serving as the rear wheels of the vehicle. Do the helm.
  • FIG. 8 is a block diagram showing the configuration of the turning speed control unit 151 according to this embodiment.
  • the turning control unit 151 acquires vehicle speed information, steering angle information, actual yaw rate information, actual lateral acceleration information, accelerator command value, and brake command value as vehicle information from the ECU 130, and the right wheel motor control device 170 and left wheel motor control Control of the device 175 is performed.
  • the target left and right wheel tire angle calculation unit 159 of the turning control unit 151 according to this embodiment calculates the target angle of each of the left and right tires based on the following equation (2).
  • the second steering system 150 can steer the steering angle of the first steering system 140.
  • the vehicle can be steered in accordance with the vehicle speed, and the traveling stability of the vehicle can be improved.
  • FIG. 9 is an explanatory view showing a conceptual configuration of a vehicle equipped with the steering system 100 according to this embodiment
  • FIG. 10 is a block diagram showing the configuration of the steering system 100.
  • the steering system 100 according to this embodiment is different from the steering system 100 according to the first embodiment in that two second steering devices 150 1 and 150 2 are provided.
  • the second steering device 150 1 on one performs the turning of the same wheel 2 and the first steering device 140
  • the second steering device 150 2 on the other different from the first steering device 140
  • the wheels 2 are steered.
  • the second steering device 150 1 on one performs the same operation as the second steering device 150 according to the first embodiment, the second steering device 150 2 on the other, to a second embodiment The same operation as that of the second steering device 150 is performed.
  • the steering system 100 according to this embodiment includes the plurality of second steering devices 150 1 and 150 2 so that it is possible to independently steer the four wheels at a higher altitude, and the vehicle It is possible to improve the running stability of 101.
  • the steering command device is the steering wheel 200
  • a manual steering command device other than the steering wheel 200 for example, a joystick may be used.
  • FIG. It may be an automatic steering command device 200A as another embodiment.
  • the steering command device 200A of FIG. 11 is a device that recognizes the vehicle peripheral status and the like from the vehicle peripheral status detecting means 230 and automatically generates a steering command.
  • the vehicle peripheral situation detection means 230 is, for example, a sensor such as a camera or a millimeter wave radar.
  • the steering command device 200A recognizes, for example, a white line or an obstacle on a road, and shapes and outputs a steering command.
  • the steering command device 200A may be part of a device that performs automatic driving of the vehicle 101 or may be a device that supports steering by manual driving.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
  • Power Steering Mechanism (AREA)

Abstract

La présente invention permet de corriger l'orientation d'un véhicule dirigé par une instruction de quantité de direction conformément à l'état du véhicule, et maintient la stabilité de déplacement du véhicule. La présente invention comprend, en plus d'un premier dispositif de direction (14) qui dirige des roues de véhicule d'un véhicule (101) en fonction d'une instruction de direction émise par un dispositif d'instruction de direction (200), un second dispositif de direction (150). Le second dispositif de direction (150) comprend une unité de mécanisme (150a) qui dirige les roues (2) de véhicule par le biais de l'entraînement d'un moteur électrique (27) disposé à l'intérieur d'un boîtier de pneu, et une unité de commande (150b) qui commande le moteur électrique (27). L'unité de commande (150b) commande le moteur électrique (27) sur la base d'informations de véhicule indiquant l'état du véhicule (101) tel que détecté par une unité de détection d'informations de véhicule (110).
PCT/JP2018/035797 2017-09-27 2018-09-26 Système de direction WO2019065780A1 (fr)

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JP2017-185869 2017-09-27
JP2017185869A JP6990079B2 (ja) 2017-09-27 2017-09-27 ステアリングシステム

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CN102717696A (zh) * 2012-06-21 2012-10-10 上海中科深江电动车辆有限公司 独立驱动、转向和悬架系统
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JP2017001423A (ja) * 2015-06-05 2017-01-05 Ntn株式会社 後輪転舵制御装置

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US11634172B2 (en) * 2020-02-11 2023-04-25 Toyota Jidosha Kabushiki Kaisha Steering device and steering system including steering devices

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