WO2019171805A1 - Control device for vehicle installation equipment - Google Patents

Control device for vehicle installation equipment Download PDF

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Publication number
WO2019171805A1
WO2019171805A1 PCT/JP2019/002185 JP2019002185W WO2019171805A1 WO 2019171805 A1 WO2019171805 A1 WO 2019171805A1 JP 2019002185 W JP2019002185 W JP 2019002185W WO 2019171805 A1 WO2019171805 A1 WO 2019171805A1
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command signal
θin
vehicle
command
interpolation
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PCT/JP2019/002185
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French (fr)
Japanese (ja)
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裕介 藤井
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日立オートモティブシステムズ株式会社
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Publication of WO2019171805A1 publication Critical patent/WO2019171805A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits

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  • the present invention relates to a control device for on-vehicle equipment used for steering angle control in an automatic steering device, for example.
  • a signal (steering angle command signal) related to the steered amount of the steered wheels is input to the control device of the steering device from outside via CAN (Controller Area Network).
  • CAN Controller Area Network
  • the input period of the steering angle command signal becomes longer due to restrictions on the transmission / reception period. For this reason, if the electric motor that assists the steering force is controlled based on the steering angle command signal, smooth control becomes difficult. Therefore, for example, in Patent Document 1, linear interpolation is performed if the change in the steering angular velocity commanded by the steering angle command signal is a certain value or less, and curve interpolation is performed if the change is more than that.
  • the present invention has been made in view of the above circumstances, and an object of the present invention is to provide a control device for a vehicle-mounted device that can drive an actuator smoothly and improve controllability.
  • An interpolation signal generation unit that derives ⁇ in that is an interpolation value of a signal and an actuator command signal generation unit that generates a second command signal that is a command signal to the actuator based on ⁇ in (tn, tn + 1)
  • FIG. 2 is a block diagram for extracting a main part related to steering angle control in the EPS controller of FIG. 1 for describing a control device for on-vehicle equipment according to an embodiment of the present invention.
  • 3 is a flowchart of a first steering angle control operation in the EPS controller shown in FIG. 2. It is a characteristic view which compares and shows the steering angle command value in the past and this invention. It is a characteristic view which compares and shows the steering angle command speed in the past and this invention. It is a flowchart of the 2nd steering angle control operation
  • FIG. 8 is a characteristic diagram showing angular acceleration before correction in the steering angle control operation shown in FIGS. 6 and 7.
  • FIG. 8 is a characteristic diagram showing the corrected angular acceleration in the steering angle control operation shown in FIGS. 6 and 7.
  • FIG. 1 shows a schematic configuration of an electric power steering (EPS) system as an example of a vehicle-mounted device to which the present invention is applied.
  • the EPS system 100 includes a steering wheel 10, a steering angle sensor 11, a steering torque sensor 12, an electric motor 13, an EPS controller 14, a host vehicle position detection sensor 15, an automatic operation controller 16, a power source (battery) 17, and the like.
  • the A steering angle sensor 11, a steering torque sensor 12, an electric motor 13, and a speed reducer 20 are provided in a steering column 19 that includes the steering shaft 18.
  • the steering torque generated in the steering shaft 18 is detected by the steering torque sensor 12, and the electric motor is operated by the EPS controller 14 based on the detected torque value and the vehicle speed signal.
  • the steering force according to the running state of the vehicle is generated to assist.
  • the rack shaft 22 moves horizontally to the left and right in the advancing direction, whereby the steering operation is transmitted to the wheels (steered wheels) 23, 23. Change direction.
  • the vehicle position detection sensor 15 such as a camera
  • an automatic driving request and a steering angle command are supplied from the automatic driving controller 16 to the EPS controller 14 based on the position information.
  • the EPS controller 14 calculates a turning amount based on the steering angle detection value detected by the steering angle sensor 11 and the torque detection value of the steering shaft 18 detected by the steering torque sensor 12, and the EPS controller 14 uses the electric motor.
  • the steering wheel 13 By driving the steering wheel 13, the steering wheel 10 is operated so as to approach the steering angle commanded by the automatic driving controller 16.
  • FIG. 2 is a view for explaining a control device for a vehicle-mounted device according to the embodiment of the present invention, and shows a main part related to the steering angle control in the EPS controller 14 of FIG.
  • the EPS controller 14 includes a first command signal acquisition unit 31, an interpolation signal generation unit 32, a filter circuit 33, and an actuator command signal generation unit 34.
  • the first command signal acquisition unit 31 acquires a plurality of first command signals CS1 that are periodic signals related to the turning amount of the steered wheels 23 and 23 of the vehicle from the automatic operation controller 16 by CAN communication.
  • the filter circuit 33 is an LPF (Low Pass Filter), and smoothes the output signal (interpolation value ⁇ in) of the interpolation signal generation unit 32 and supplies it to the actuator command signal generation unit 34.
  • the actuator command signal generation unit 34 generates a second command signal CS2, which is a drive signal for the actuator (electric motor) 13, based on the interpolation value ⁇ in (tn, tn + 1) generated by the interpolation signal generation unit 32.
  • the actuator command signal generation unit 34 is based on the interpolated value ⁇ in that has passed through the filter circuit 33, and the second command signal CS2 in a cycle shorter than the cycle in which the first command signal acquisition unit 31 acquires the plurality of first command signals CS1. Is configured to generate
  • the filter circuit 33 is not necessarily applied. It may be applied only when the delay of the second command signal CS2 can be tolerated and further smoothing is necessary.
  • FIG. 3 shows a first steering angle control operation in the EPS controller 14 shown in FIG.
  • the first rudder angle control operation not only the rudder angle is matched with the command, but also the commanded rudder angle is interpolated so that the rudder angular velocity is also matched with the command gradient.
  • a smooth rudder angle command and convergence to the command rudder angle are made compatible.
  • the first rudder angle control operation is started, information on the command rudder angle is periodically updated. Therefore, it is determined whether it is the timing of the information update. In this example, determination is made based on whether or not the first command signal CS1 has been updated (step S1). For simplicity, the determination may be made based on whether or not the time t has reached the period T of the first command signal.
  • step S1 If it is determined in step S1 that the first command signal CS1 has been updated, the steering angle information and the information on the slope of the interpolation value are updated. Specifically, the first command signal ⁇ 1 that was the latest latest is set in the previous first command signal ⁇ 0. The latest first command signal CS1 is set to the first command signal ⁇ 1 that was the latest last time. Further, the latest target rudder angular velocity ⁇ 1 is set to the previous target rudder angular velocity ⁇ 0. The target rudder angular velocity ⁇ 1 that was the latest latest is set by subtracting the previous first command signal CS1 from the first command signal CS1 and dividing it by the period T of the first command signal CS1 (step S2).
  • the period T of the first command signal CS1 is defined by tn + 1 ⁇ tn.
  • the first command signal ⁇ 1 set to the previous first command signal ⁇ 0 may be an angle measured by the steering angle sensor 11 (however, in this case, due to sensing noise or the like when the command is differentiated) You need to be careful not to make any sudden spikes).
  • the interpolation signal generator 32 updates the four coefficients ⁇ 0 to ⁇ 3 in the cubic interpolation formula for deriving the interpolation value ⁇ in.
  • This interpolation formula is expressed by the following formula (1).
  • the differentiation of the interpolation formula (1) is as the following formula (2).
  • the constraint conditions for determining the coefficients ⁇ 0 to ⁇ 3 in the interpolation formula (1) are: the current steering angle command value is ⁇ 0, the steering angle command value after T time is ⁇ 1, the current steering angle command value speed is ⁇ 0, and T time If the subsequent steering angle command value speed is ⁇ 1, it can be obtained by solving the simultaneous equations of the following equation (3).
  • the coefficient calculation formula derived from the above formula (3) is expressed by the following formula (4).
  • step S4 the time t used in the above-described interpolation formula (1) is initialized.
  • step S1 if it is determined in step S1 that the first command signal CS1 is not updated rather than the information update timing, the process moves to step S5, and the time t used in the interpolation formula (1) is incremented by one (t + 1). To do.
  • steps S6 and S7 calculation is performed based on the interpolation equation (1) using the time t and the coefficient ⁇ i of the interpolation equation (set coefficients ⁇ 0 to ⁇ 3), and the steering angle is calculated for each step. Then, the interpolated command steering angle (interpolated value ⁇ in) is derived. In this way, the second command signal CS2, which is a drive signal for the electric motor 13, is generated.
  • FIG. 4 shows the steering angle command value in the conventional and the present invention
  • FIG. 5 shows the steering angle command speed in the conventional and the present invention in comparison.
  • the steering angle command value is obtained by deriving the interpolation value based on the gradient of the first command signal. Since the hunting can be suppressed by converging and the electric motor 13 can be driven smoothly, the controllability can be improved. Further, as shown in FIG. 5, since the steering angle command value continuously changes, torque fluctuation is small, the electric motor 13 can be driven smoothly, controllability can be improved, and sound vibration performance can be improved.
  • FIG. 6 shows a second steering angle control operation in the EPS controller 14 shown in FIG.
  • the interpolation processing in consideration of the realizable torque is performed by suppressing the acceleration of the interpolated steering angle command within a predetermined value. Further, by suppressing the twisting torque of the steering column generated by the steering angle control, the driver's steering operation can be easily detected, and the driver's steering operation can be prioritized over the automatic driving.
  • step S11 determination is made based on whether or not the first command signal CS1 has been updated (step S11). For simplicity, the determination may be made based on whether or not the time t has reached the period T of the first command signal. If it is determined in step S11 that the first command signal CS1 has been updated, the steering angle information and the information on the slope of the interpolation value are updated. Specifically, the first command signal ⁇ 1 that was the latest latest is set in the previous first command signal ⁇ 0. The latest first command signal CS1 is set to the first command signal ⁇ 1 that was the latest last time.
  • the latest target rudder angular velocity ⁇ 1 is set to the previous target rudder angular velocity ⁇ 0.
  • the target steering angular velocity ⁇ 1 that was the latest latest is set by subtracting the previous first command signal CS1 from the first command signal CS1 and dividing it by the period T of the first command signal CS1 (step S12).
  • the period T of the first command signal CS1 is defined by tn + 1 ⁇ tn.
  • the first command signal ⁇ 1 set to the previous first command signal ⁇ 0 may be an angle measured by the steering angle sensor 11 (however, in this case, due to sensing noise or the like when the command is differentiated) You need to be careful not to make a sudden spike.)
  • the interpolation signal generator 32 updates the four coefficients ⁇ 0 to ⁇ 3 in the cubic interpolation equation for deriving the interpolation value ⁇ in.
  • This interpolation formula is expressed by the above formula (1).
  • the equation for calculating the coefficient is the above equation (4).
  • an acceleration change section (acceleration change start time ts and acceleration change end time te) is calculated.
  • the interpolation coefficients ⁇ s0 to ⁇ s2 before the acceleration change start time ts, the interpolation coefficients ⁇ 0 to ⁇ 3 between the acceleration change start time ts and the acceleration change end time te, and the interpolation coefficients ⁇ e0 to ⁇ e2 after the acceleration change end time te are respectively obtained.
  • step S15 the time t used in the above-described interpolation formula (1) is initialized (step S16).
  • step S11 determines whether the first command signal CS1 is not updated rather than the information update timing.
  • step S17 the time t used in the interpolation formula (1) is incremented by one (t + 1). To do.
  • step S16 and step S17 is synthesize
  • step S19 the time t used in the interpolation formula (1) is compared with the acceleration change start time ts.
  • the comparison result is “t ⁇ ts”
  • the time t used in the interpolation formula (1) is compared with the acceleration change end time te (step S20).
  • step S21 is executed.
  • step S22 is executed.
  • step S19 determines the process of step S23 is executed.
  • steps S21, S22, and S23 calculation is performed based on each interpolation equation using the time t and the coefficient corrected by the interpolation equation calculated in step S15, and the steering angle is calculated for each step.
  • the second command signal CS2 that is the drive signal is generated.
  • the interpolation formula in the acceleration change section derived in step S21 is a cubic formula and uses a coefficient ⁇ i.
  • the interpolation equation after the acceleration change section derived in step S22 is a quadratic equation and uses the coefficient ⁇ ei.
  • the interpolation equation before the acceleration change section derived in step S23 is a quadratic equation and uses the coefficient ⁇ si.
  • the interpolation signals are synthesized (step S24) and smoothed by the filter circuit 33 (step S25).
  • FIG. 8 is a characteristic diagram showing the angular acceleration before correction in the second steering angle control operation
  • FIG. 9 is a characteristic diagram showing the angular acceleration after correction.
  • the linear characteristic is before the angular acceleration correction.
  • the maximum value of the second order differential value (acceleration component of the steering amount) and the minimum value of the second order differential value are limited, and the coefficient is further calculated. Restricted to After the angular acceleration correction, as shown in FIG. 9, it is divided into an initial saturated section, an acceleration changing section, and a last saturated section. Then, by setting the sum of the areas of the areas AA1 and AA2 and the sum of the areas of the areas AB1 and AB2 to be the same, the area where the torque is limited is covered by the area that is not limited.
  • the command steering angle after the angular acceleration correction can be uniquely obtained.
  • the angular velocity correction will be described in more detail. Since the saturated interval is constant, it can be expressed by a quadratic expression. Therefore, the interpolation command after the angular acceleration correction can be expressed by the following equation (5). Furthermore, angular velocity and angular acceleration are It becomes. Here, what is unknown is ⁇ s0 to ⁇ s2, ⁇ 0 to ⁇ 3, ⁇ e0 to ⁇ e3, ts, te, a total of 12 terms.
  • the constraint condition is that the current steering angle command value is ⁇ 0, and the steering angle after T time
  • the command value is ⁇ 1
  • the current steering angle command value speed is ⁇ 0
  • the steering angle command value speed after T time is ⁇ 1
  • the command rudder angle is interpolated so that the rudder angular speed also matches the command gradient. This is the same as the angle control operation.
  • both smooth rudder angle command and convergence to the commanded rudder angle can be achieved.
  • the interpolation process takes into account the realizable torque, and the steering input of the steering column 19 is taken into account, making it easier for the driver to determine the steering input. become.
  • the steering angular speed continuously changes, so that torque fluctuation is small, sound vibration is improved, and controllability is improved. Moreover, since it is going to match
  • the electric power steering system has been described as an example of the vehicle-mounted device to which the present invention is applied. However, it is needless to say that the embodiment can be similarly applied to other vehicle-mounted devices.
  • the interpolated signal generating unit 32 An actuator command signal generation unit 34 that generates a second command signal CS2 that is a command signal to the actuator based on the ⁇ in (tn, tn + 1); It is characterized by having.
  • ⁇ in (tn, tn + 1) corresponding to the change characteristic of the command signal CS1 can be obtained, and for example, hunting of ⁇ in (tn, tn + 1) can be suppressed.
  • the on-vehicle equipment is a steering device
  • the actuator is an electric motor 13 that assists the steering device with steering force
  • the first command signal CS1 is a signal related to the turning amount of the steered wheels 23, 23 of the vehicle.
  • the interpolation value of the first command signal CS1 is derived, and the command signal (second command signal CS2) of the electric motor 13 is generated in consideration of the interpolation value of the first command signal CS1.
  • the electric motor 13 can be controlled.
  • the actuator command signal generation unit 34 generates the second command signal CS2 at a cycle shorter than the cycle at which the first command signal acquisition unit 31 acquires the plurality of first command signals CS1. It is characterized by doing. According to the above configuration, it is possible to control the electric motor 13 smoothly by generating the second command signal CS2 with a shorter cycle than the first command signal CS1. Although the acquisition cycle of the first command signal CS1 received by CAN communication or the like is relatively long, the length of the acquisition cycle can be supplemented by the interpolation value ⁇ in of the first command signal CS1.
  • the ⁇ in is derived as described above. According to the above configuration, since the value of the first command signal CS1 is a highly accurate value at a certain timing, by periodically matching the interpolation value ⁇ in of the first command signal CS1 with the first command signal CS1, It is possible to improve the consistency between the interpolation value ⁇ in of the first command signal CS1 and the original signal (transmission source signal) of the first command signal CS1.
  • the filter circuit 33 is provided.
  • the actuator command signal generation unit 34 generates the second command signal CS2 based on the interpolation value ⁇ in that has passed through the filter circuit 33. According to the above configuration, when the second command signal CS2 is generated, the smooth second command signal CS2 in which the vibration component is suppressed can be obtained by using the filtered interpolation value ⁇ in.
  • this invention is not limited to above-described embodiment, Various modifications are included.
  • the above-described embodiment has been described in detail for easy understanding of the present invention, and is not necessarily limited to one having all the configurations described.
  • a part of the configuration of an embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of an embodiment.

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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)
  • Power Steering Mechanism (AREA)

Abstract

A control device (14) for vehicle installation equipment has: a first command signal acquisition unit (31) that acquires a plurality of cyclic first command signals CS1; an interpolation signal generation unit (32) that, when the first command signals acquired by the first command signal acquisition unit at timings t=tn−1, t=tn, t=tn+1 are respectively denoted as θn−1, θn, θn+1, derives interpolated values θin of the first command signals between timings, and that, on the basis of the slope of the first command signals between the timings t=tn and t=tn+1, derives an interpolated value θin(tn,tn+1) of the first command signals between the timings t=tn and t=tn+1; and a command signal generation unit (34) that generates a second command signal CS2, which is a command signal sent to an actuator, on the basis of θin(tn,tn+1).

Description

車両搭載機器の制御装置Control device for on-vehicle equipment
　本発明は、例えば自動操舵装置における舵角制御に用いられる車両搭載機器の制御装置に関する。 The present invention relates to a control device for on-vehicle equipment used for steering angle control in an automatic steering device, for example.
　車両の自動操舵を行う際に、操舵輪の転舵量に関する信号（舵角指令信号）は、ステアリング装置の制御装置に外部からＣＡＮ（Controller Area Network）経由で入力される。一般に、ＣＡＮ通信は、送受信周期の制約上、舵角指令信号の入力周期が長くなる。このため、舵角指令信号に基づき操舵力を補助する電動モータを制御すると、滑らかな制御が困難となる。そこで、例えば、特許文献１では、舵角指令信号で指令された舵角速度の変化が一定値以下であれば直線補間、それ以上であれば曲線補間を行うようにしている。 When performing automatic steering of a vehicle, a signal (steering angle command signal) related to the steered amount of the steered wheels is input to the control device of the steering device from outside via CAN (Controller Area Network). In general, in CAN communication, the input period of the steering angle command signal becomes longer due to restrictions on the transmission / reception period. For this reason, if the electric motor that assists the steering force is controlled based on the steering angle command signal, smooth control becomes difficult. Therefore, for example, in Patent Document 1, linear interpolation is performed if the change in the steering angular velocity commanded by the steering angle command signal is a certain value or less, and curve interpolation is performed if the change is more than that.
特開２０１６－１９３６９０号公報Japanese Unexamined Patent Publication No. 2016-193690
　しかしながら、直線補間すると速度が周期的にステップ状に変化するため、スパイク的なトルク指令となり、電動モータのトルク変動が大きくなって制御性が良くない。また、音振性能も良くない。一方、曲線補間において、二次曲線の条件を「補間始点の速度を現在の速度」、「補間終点は現在指令値」とすると、ハンチングして収束しない可能性がある。この場合には、指令勾配と実速度の差が大きいので直線補間にも切り替えられない。 However, when linear interpolation is performed, the speed periodically changes stepwise, resulting in a spike-like torque command, resulting in a large torque fluctuation of the electric motor and poor controllability. Also, the sound vibration performance is not good. On the other hand, in curve interpolation, if the conditions of the quadratic curve are “interpolation start point speed is current speed” and “interpolation end point is current command value”, there is a possibility that hunting does not converge. In this case, since the difference between the command gradient and the actual speed is large, switching to linear interpolation cannot be performed.
　本発明は上記のような事情に鑑みてなされたもので、その目的とするところは、アクチュエータを滑らかに駆動でき、制御性を向上できる車両搭載機器の制御装置を提供することにある。 The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a control device for a vehicle-mounted device that can drive an actuator smoothly and improve controllability.
　本発明の車両搭載機器の制御装置は、その一つの実施態様において、アクチュエータを備え、周期的な信号である複数の第１指令信号を取得する第１指令信号取得部と、ｔ＝ｔｎ－１、ｔ＝ｔｎ、ｔ＝ｔｎ＋１の夫々のタイミングにおいて第１指令信号取得部が取得する複数の第１指令信号の夫々をθｎ－１、θｎ、θｎ＋１としたとき、各タイミングの間における第１指令信号の補間値であるθｉｎを導出する補間信号生成部と、θｉｎ（ｔｎ，ｔｎ＋１）に基づきアクチュエータへの指令信号である第２指令信号を生成するアクチュエータ指令信号生成部とを備え、補間信号生成部は、θｎ－１、θｎ、およびタイミングｔ＝ｔｎとｔ＝ｔｎ＋１の間における第１指令信号の勾配に基づき、タイミングｔ＝ｔｎとｔ＝ｔｎ＋１の間の第１指令信号の補間値であるθｉｎ（ｔｎ，ｔｎ＋１）を導出することを特徴とする。 In one embodiment, the control apparatus for on-vehicle equipment of the present invention includes an actuator, a first command signal acquisition unit that acquires a plurality of first command signals that are periodic signals, and t = tn−1. , T = tn, t = tn + 1, when the plurality of first command signals acquired by the first command signal acquisition unit is θn−1, θn, θn + 1, the first command during each timing An interpolation signal generation unit that derives θin that is an interpolation value of a signal and an actuator command signal generation unit that generates a second command signal that is a command signal to the actuator based on θin (tn, tn + 1) Based on θn−1, θn and the gradient of the first command signal between timings t = tn and t = tn + 1, the first finger between timings t = tn and t = tn + 1 Characterized by deriving an interpolated value of the signal θin (tn, tn + 1).
　本発明の一実施形態によれば、第１指令信号のθｎ－１とθｎだけでなく、タイミングｔ＝ｔｎとｔ＝ｔｎ＋１の間における勾配も考慮して、第１指令信号の変化特性に応じた補間値θｉｎ（ｔｎ，ｔｎ＋１）を求めて補間することにより、ハンチングを抑制してアクチュエータを滑らかに駆動でき、制御性を向上できる。 According to one embodiment of the present invention, not only θn−1 and θn of the first command signal, but also a gradient between timings t = tn and t = tn + 1 is taken into account according to the change characteristics of the first command signal. By obtaining and interpolating the interpolated value θin (tn, tn + 1), hunting can be suppressed and the actuator can be driven smoothly, and controllability can be improved.
本発明が適用される車両搭載機器の一例として、電動パワーステアリングシステムを示す概略図である。It is the schematic which shows an electric power steering system as an example of the vehicle mounting apparatus to which this invention is applied. 本発明の実施形態に係る車両搭載機器の制御装置について説明するためのもので、図１のＥＰＳコントローラにおける舵角制御に関係する要部を抽出して示すブロック図である。FIG. 2 is a block diagram for extracting a main part related to steering angle control in the EPS controller of FIG. 1 for describing a control device for on-vehicle equipment according to an embodiment of the present invention. 図２に示したＥＰＳコントローラにおける第１の舵角制御動作のフローチャートである。3 is a flowchart of a first steering angle control operation in the EPS controller shown in FIG. 2. 従来と本発明における舵角指令値を対比して示す特性図である。It is a characteristic view which compares and shows the steering angle command value in the past and this invention. 従来と本発明における舵角指令速度を対比して示す特性図である。It is a characteristic view which compares and shows the steering angle command speed in the past and this invention. 図２に示したＥＰＳコントローラにおける第２の舵角制御動作のフローチャートである。It is a flowchart of the 2nd steering angle control operation | movement in the EPS controller shown in FIG. 図６に続く第２の舵角制御動作のフローチャートである。It is a flowchart of the 2nd steering angle control operation following FIG. 図６および図７に示した舵角制御動作における補正前の角加速度を示す特性図である。FIG. 8 is a characteristic diagram showing angular acceleration before correction in the steering angle control operation shown in FIGS. 6 and 7. 図６および図７に示した舵角制御動作における補正後の角加速度を示す特性図である。FIG. 8 is a characteristic diagram showing the corrected angular acceleration in the steering angle control operation shown in FIGS. 6 and 7.
　以下、本発明の実施形態について図面を参照して説明する。
　図１は、本発明が適用される車両搭載機器の一例として、電動パワーステアリング（ＥＰＳ：Electric Power Steering）システムの概略構成を示している。ＥＰＳシステム１００は、ステアリングホイール１０、操舵角センサ１１、操舵トルクセンサ１２、電動モータ１３、ＥＰＳコントローラ１４、自車位置検出センサ１５、自動運転コントローラ１６および電源（バッテリー）１７などを含んで構成される。ステアリングシャフト１８を内包するステアリングコラム１９内には、操舵角センサ１１、操舵トルクセンサ１２、電動モータ１３および減速機２０が設けられている。 Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 shows a schematic configuration of an electric power steering (EPS) system as an example of a vehicle-mounted device to which the present invention is applied. The EPS system 100 includes a steering wheel 10, a steering angle sensor 11, a steering torque sensor 12, an electric motor 13, an EPS controller 14, a host vehicle position detection sensor 15, an automatic operation controller 16, a power source (battery) 17, and the like. The A steering angle sensor 11, a steering torque sensor 12, an electric motor 13, and a speed reducer 20 are provided in a steering column 19 that includes the steering shaft 18.
　車両の運転者がステアリング１０の操作を行う際には、ステアリングシャフト１８に発生する操舵トルクを操舵トルクセンサ１２によって検出し、このトルク検出値と車速信号などに基づいて、ＥＰＳコントローラ１４で電動モータ１３を駆動することにより、車両の走行状態に応じた操舵力を発生させて補助する。これによって、ステアリングシャフト１８の先端に設けられたピニオンギア２１が回転すると、ラック軸２２が進行方向左右に水平移動することで、ステアリング操作が車輪（転舵輪）２３，２３に伝達されて車両の向きを変える。 When the driver of the vehicle operates the steering 10, the steering torque generated in the steering shaft 18 is detected by the steering torque sensor 12, and the electric motor is operated by the EPS controller 14 based on the detected torque value and the vehicle speed signal. By driving 13, the steering force according to the running state of the vehicle is generated to assist. As a result, when the pinion gear 21 provided at the tip of the steering shaft 18 rotates, the rack shaft 22 moves horizontally to the left and right in the advancing direction, whereby the steering operation is transmitted to the wheels (steered wheels) 23, 23. Change direction.
　一方、自動運転を行う場合には、カメラなどの自車位置検出センサ１５で位置情報などを取得し、この位置情報に基づき自動運転コントローラ１６から自動運転要求と操舵角指令をＥＰＳコントローラ１４に供給して操舵を行う。ＥＰＳコントローラ１４は、操舵角センサ１１によって検出された操舵角検出値と、操舵トルクセンサ１２によって検出したステアリングシャフト１８のトルク検出値などに基づいて転舵量を算出し、ＥＰＳコントローラ１４で電動モータ１３を駆動することにより、自動運転コントローラ１６で指令された操舵角により近づくようにステアリング１０を操作する。 On the other hand, when performing automatic driving, position information and the like are acquired by the vehicle position detection sensor 15 such as a camera, and an automatic driving request and a steering angle command are supplied from the automatic driving controller 16 to the EPS controller 14 based on the position information. And steer. The EPS controller 14 calculates a turning amount based on the steering angle detection value detected by the steering angle sensor 11 and the torque detection value of the steering shaft 18 detected by the steering torque sensor 12, and the EPS controller 14 uses the electric motor. By driving the steering wheel 13, the steering wheel 10 is operated so as to approach the steering angle commanded by the automatic driving controller 16.
　図２は、本発明の実施形態に係る車両搭載機器の制御装置について説明するためのもので、図１のＥＰＳコントローラ１４における舵角制御に関係する要部を抽出して示している。ＥＰＳコントローラ１４は、第１指令信号取得部３１、補間信号生成部３２、フィルタ回路３３およびアクチュエータ指令信号生成部３４を備えている。 FIG. 2 is a view for explaining a control device for a vehicle-mounted device according to the embodiment of the present invention, and shows a main part related to the steering angle control in the EPS controller 14 of FIG. The EPS controller 14 includes a first command signal acquisition unit 31, an interpolation signal generation unit 32, a filter circuit 33, and an actuator command signal generation unit 34.
　第１指令信号取得部３１は、自動運転コントローラ１６から、ＣＡＮ通信により車両の転舵輪２３，２３の転舵量に関する周期的な信号である複数の第１指令信号ＣＳ１を取得する。補間信号生成部３２は、ｔ＝ｔｎ－１、ｔ＝ｔｎ、ｔ＝ｔｎ＋１の夫々のタイミングにおいて第１指令信号取得部３１が取得する複数の第１指令信号ＣＳ１の夫々をθｎ－１、θｎ、θｎ＋１としたとき、各タイミングの間における第１指令信号ＣＳ１の補間値であるθｉｎを導出するように構成されている。 The first command signal acquisition unit 31 acquires a plurality of first command signals CS1 that are periodic signals related to the turning amount of the steered wheels 23 and 23 of the vehicle from the automatic operation controller 16 by CAN communication. The interpolation signal generation unit 32 converts each of the plurality of first command signals CS1 acquired by the first command signal acquisition unit 31 to θn−1, θn at timings t = tn−1, t = tn, t = tn + 1. , Θn + 1, θin, which is an interpolation value of the first command signal CS1 between each timing, is derived.
　すなわち、補間信号生成部３２は、θｎ－１、θｎ、およびタイミングｔ＝ｔｎ－１とｔ＝ｔｎの間における第１指令信号ＣＳ１の勾配、およびタイミングｔ＝ｔｎとｔ＝ｔｎ＋１の間における第１指令信号ＣＳ１の勾配に基づき、タイミングｔ＝ｔｎとｔ＝ｔｎ＋１の間の第１指令信号ＣＳ１の補間値であるθｉｎ（ｔｎ，ｔｎ＋１）を導出する。このタイミングｔ＝ｔｎとｔ＝ｔｎ＋１の間における第１指令信号ＣＳ１の勾配は、例えば（θｎ－θｎ－１）／（ｔｎ＋１－ｔｎ）で表される。
　上記補間値θｉｎ（ｔｎ，ｔｎ＋１）の導出には、複数の第１指令信号ＣＳ１のうち、タイミングｔ＝ｔｎよりも所定周期前の第１指令信号ＣＳ１を用いる。この際、タイミングｔ＝ｔｎのときのθｉｎがθｎ－１と一致し、タイミングｔ＝ｔｎ＋１のときのθｉｎがθｎと一致するようにθｉｎを導出する。また、タイミングｔ＝ｔｎのときのθｉｎの傾きが、タイミングｔ＝ｔｎ－１からｔ＝ｔｎの間の第１指令信号ＣＳ１の勾配と一致するようにθｉｎを導出する。さらに、ｔ＝ｔｎとｔ＝ｔｎ＋１の間における第１指令信号ＣＳ１の二階微分値を考慮してθｉｎを導出しても良い。 That is, the interpolation signal generation unit 32 performs θn−1, θn, the gradient of the first command signal CS1 between timings t = tn−1 and t = tn, and the second phase between timings t = tn and t = tn + 1. Based on the gradient of the one command signal CS1, θin (tn, tn + 1), which is an interpolation value of the first command signal CS1 between timings t = tn and t = tn + 1, is derived. The gradient of the first command signal CS1 between the timings t = tn and t = tn + 1 is expressed by, for example, (θn−θn−1) / (tn + 1−tn).
In order to derive the interpolation value θin (tn, tn + 1), the first command signal CS1 that is a predetermined period before the timing t = tn is used among the plurality of first command signals CS1. At this time, θin is derived so that θin at timing t = tn matches θn−1, and θin at timing t = tn + 1 matches θn. Further, θin is derived so that the inclination of θin at the timing t = tn matches the gradient of the first command signal CS1 between the timing t = tn−1 and t = tn. Further, θin may be derived in consideration of the second order differential value of the first command signal CS1 between t = tn and t = tn + 1.
　フィルタ回路３３は、ＬＰＦ（Low Pass Filter）であり、補間信号生成部３２の出力信号（補間値θｉｎ）を平滑化してアクチュエータ指令信号生成部３４に供給する。
　アクチュエータ指令信号生成部３４は、補間信号生成部３２で生成された補間値θｉｎ（ｔｎ，ｔｎ＋１）に基づき、アクチュエータ（電動モータ）１３の駆動信号である第２指令信号ＣＳ２を生成する。このアクチュエータ指令信号生成部３４は、フィルタ回路３３を通過した補間値θｉｎに基づき、第１指令信号取得部３１が複数の第１指令信号ＣＳ１を取得する周期よりも短い周期で第２指令信号ＣＳ２を生成するように構成されている。
　尚、フィルタ回路３３は必ず適用しなければならない訳ではない。第２指令信号ＣＳ２の遅れが許容でき、かつ更なる平滑化が必要な場合にのみ適用すればよい。 The filter circuit 33 is an LPF (Low Pass Filter), and smoothes the output signal (interpolation value θin) of the interpolation signal generation unit 32 and supplies it to the actuator command signal generation unit 34.
The actuator command signal generation unit 34 generates a second command signal CS2, which is a drive signal for the actuator (electric motor) 13, based on the interpolation value θin (tn, tn + 1) generated by the interpolation signal generation unit 32. The actuator command signal generation unit 34 is based on the interpolated value θin that has passed through the filter circuit 33, and the second command signal CS2 in a cycle shorter than the cycle in which the first command signal acquisition unit 31 acquires the plurality of first command signals CS1. Is configured to generate
The filter circuit 33 is not necessarily applied. It may be applied only when the delay of the second command signal CS2 can be tolerated and further smoothing is necessary.
　図３は、図２に示したＥＰＳコントローラ１４における第１の舵角制御動作を示している。この第１の舵角制御動作では、舵角を指令に一致させるだけでなく、舵角速度も指令勾配に一致させるように指令舵角の補間を行う。このように、舵角指令の勾配を考慮することで、滑らかな舵角指令と、指令舵角への収束性を両立させるようにしている。
　第１の舵角制御動作が開始されると、指令舵角は周期的に情報が更新されるので、その情報更新のタイミングか否かを判断する。本例では、第１指令信号ＣＳ１が更新されたか否かで判断している（ステップＳ１）。簡易的には、時間ｔが第１指令信号の周期Ｔに達したか否かで判断しても良い。 FIG. 3 shows a first steering angle control operation in the EPS controller 14 shown in FIG. In the first rudder angle control operation, not only the rudder angle is matched with the command, but also the commanded rudder angle is interpolated so that the rudder angular velocity is also matched with the command gradient. Thus, by considering the gradient of the rudder angle command, a smooth rudder angle command and convergence to the command rudder angle are made compatible.
When the first rudder angle control operation is started, information on the command rudder angle is periodically updated. Therefore, it is determined whether it is the timing of the information update. In this example, determination is made based on whether or not the first command signal CS1 has been updated (step S1). For simplicity, the determination may be made based on whether or not the time t has reached the period T of the first command signal.
　ステップＳ１で、第１指令信号ＣＳ１が更新されたと判断されると、舵角情報や補間値の傾きの情報を更新する。詳しくは、前回の第１指令信号θ０に前回最新であった第１指令信号θ１を設定する。前回最新であった第１指令信号θ１には最新の第１指令信号ＣＳ１を設定する。また、前回の目標舵角速度ν０に最新の目標舵角速度ν１を設定する。前回最新であった目標舵角速度ν１には、第１指令信号ＣＳ１から前回の第１指令信号ＣＳ１を減算し、第１指令信号ＣＳ１の周期Ｔで除算したものを設定する（ステップＳ２）。この第１指令信号ＣＳ１の周期Ｔは、ｔｎ＋１－ｔｎで定義される。
　尚、前回の第１指令信号θ０に設定する第１指令信号θ１は、操舵角センサ１１により計測された角度でも良い（但し、この場合には、指令の微分を行う際に、センシングノイズなどによってスパイク状に急激な変化をしないように配慮する必要がある）。 If it is determined in step S1 that the first command signal CS1 has been updated, the steering angle information and the information on the slope of the interpolation value are updated. Specifically, the first command signal θ1 that was the latest latest is set in the previous first command signal θ0. The latest first command signal CS1 is set to the first command signal θ1 that was the latest last time. Further, the latest target rudder angular velocity ν1 is set to the previous target rudder angular velocity ν0. The target rudder angular velocity ν1 that was the latest latest is set by subtracting the previous first command signal CS1 from the first command signal CS1 and dividing it by the period T of the first command signal CS1 (step S2). The period T of the first command signal CS1 is defined by tn + 1−tn.
Note that the first command signal θ1 set to the previous first command signal θ0 may be an angle measured by the steering angle sensor 11 (however, in this case, due to sensing noise or the like when the command is differentiated) You need to be careful not to make any sudden spikes).
　次のステップＳ３では、更新された情報を使って、補間信号生成部３２で補間値θｉｎを導出するための三次の補間式における４つの係数α０～α３の更新を行う。この補間式は、下式（１）で表される。
Figure JPOXMLDOC01-appb-M000001
 　また、補間式（１）の微分は、次式（２）の通りである。
Figure JPOXMLDOC01-appb-M000002
 In the next step S3, using the updated information, the interpolation signal generator 32 updates the four coefficients α0 to α3 in the cubic interpolation formula for deriving the interpolation value θin. This interpolation formula is expressed by the following formula (1).
Figure JPOXMLDOC01-appb-M000001
 The differentiation of the interpolation formula (1) is as the following formula (2).
Figure JPOXMLDOC01-appb-M000002
　補間式（１）における係数α０～α３を決めるための拘束条件は、現在の舵角指令値がθ０、Ｔ時間後の舵角指令値がθ１、現在の舵角指令値速度がν０、Ｔ時間後の舵角指令値速度がν１とすると、下式（３）の連立方程式を解くことで得られる。
Figure JPOXMLDOC01-appb-M000003
 　上式（３）から導出される係数の算出式は、次式（４）で表される。
Figure JPOXMLDOC01-appb-M000004
 The constraint conditions for determining the coefficients α0 to α3 in the interpolation formula (1) are: the current steering angle command value is θ0, the steering angle command value after T time is θ1, the current steering angle command value speed is ν0, and T time If the subsequent steering angle command value speed is ν1, it can be obtained by solving the simultaneous equations of the following equation (3).
Figure JPOXMLDOC01-appb-M000003
 The coefficient calculation formula derived from the above formula (3) is expressed by the following formula (4).
Figure JPOXMLDOC01-appb-M000004
　次のステップＳ４では、上述した補間式（１）で用いる時間ｔを初期化する。
　一方、ステップＳ１で情報更新のタイミングではなく、第１指令信号ＣＳ１が更新されていないと判断されると、ステップＳ５に移動し、補間式（１）で用いる時間ｔを１カウントアップ（ｔ＋１）する。
　続いて、ステップＳ６，Ｓ７では、時間ｔおよび補間式の係数αｉ（設定した係数α０～α３）を用いて、上記補間式（１）に基づき演算を行って、１ステップ毎に舵角を算出し、補間した指令舵角（補間値θｉｎ）を導出する。このようにして、電動モータ１３の駆動信号である第２指令信号ＣＳ２を生成する。 In the next step S4, the time t used in the above-described interpolation formula (1) is initialized.
On the other hand, if it is determined in step S1 that the first command signal CS1 is not updated rather than the information update timing, the process moves to step S5, and the time t used in the interpolation formula (1) is incremented by one (t + 1). To do.
Subsequently, in steps S6 and S7, calculation is performed based on the interpolation equation (1) using the time t and the coefficient αi of the interpolation equation (set coefficients α0 to α3), and the steering angle is calculated for each step. Then, the interpolated command steering angle (interpolated value θin) is derived. In this way, the second command signal CS2, which is a drive signal for the electric motor 13, is generated.
　図４は、従来と本発明における舵角指令値、図５は従来と本発明における舵角指令速度をそれぞれ対比して示している。図４に破線で示すように、従来は舵角指令値がハンチングする可能性があったが、本発明では第１指令信号の勾配に基づいて補間値を導出することで、舵角指令値を収束させてハンチングを抑制でき、電動モータ１３を滑らかに駆動できるので、制御性を向上できる。
　また、図５に示すように、舵角指令値が連続的に変化するためトルク変動が小さく、電動モータ１３を滑らかに駆動でき、制御性を向上できるとともに音振性能も改善できる。 FIG. 4 shows the steering angle command value in the conventional and the present invention, and FIG. 5 shows the steering angle command speed in the conventional and the present invention in comparison. As shown by a broken line in FIG. 4, there is a possibility that the steering angle command value hunts conventionally. However, in the present invention, the steering angle command value is obtained by deriving the interpolation value based on the gradient of the first command signal. Since the hunting can be suppressed by converging and the electric motor 13 can be driven smoothly, the controllability can be improved.
Further, as shown in FIG. 5, since the steering angle command value continuously changes, torque fluctuation is small, the electric motor 13 can be driven smoothly, controllability can be improved, and sound vibration performance can be improved.
　図６は、図２に示したＥＰＳコントローラ１４における第２の舵角制御動作を示している。本例では、舵角制御をするときに、補間した舵角指令の加速度を所定値以内に抑えることで、実現可能なトルクを考慮した補間処理を行う。また、舵角制御により発生するステアリングコラムの捻りトルクを抑えることで、運転者のステアリング操作を容易に検知し、自動運転よりも運転者のステアリング操作を優先する事ができる。 FIG. 6 shows a second steering angle control operation in the EPS controller 14 shown in FIG. In this example, when the steering angle control is performed, the interpolation processing in consideration of the realizable torque is performed by suppressing the acceleration of the interpolated steering angle command within a predetermined value. Further, by suppressing the twisting torque of the steering column generated by the steering angle control, the driver's steering operation can be easily detected, and the driver's steering operation can be prioritized over the automatic driving.
　すなわち、第２の舵角制御動作が開始されると、指令舵角は周期的に情報が更新されるので、その情報更新のタイミングか否かを判断する。本例では、第１指令信号ＣＳ１が更新されたか否かで判断している（ステップＳ１１）。簡易的には、時間ｔが第１指令信号の周期Ｔに達したか否かで判断しても良い。
　ステップＳ１１で、第１指令信号ＣＳ１が更新されたと判断されると、舵角情報や補間値の傾きの情報を更新する。詳しくは、前回の第１指令信号θ０に前回最新であった第１指令信号θ１を設定する。前回最新であった第１指令信号θ１には最新の第１指令信号ＣＳ１を設定する。また、前回の目標舵角速度ν０に最新の目標舵角速度ν１を設定する。前回最新であった目標舵角速度ν１には、第１指令信号ＣＳ１から前回の第１指令信号ＣＳ１を減算し、第１指令信号ＣＳ１の周期Ｔで除算したものを設定する（ステップＳ１２）。この第１指令信号ＣＳ１の周期Ｔは、ｔｎ＋１－ｔｎで定義される。
　尚、前回の第１指令信号θ０に設定する第１指令信号θ１は、操舵角センサ１１により計測された角度でも良い（但し、この場合には、指令の微分を行う際に、センシングノイズなどによってスパイク状に急激な変化をしないように配慮する必要がある）。 That is, when the second rudder angle control operation is started, information on the command rudder angle is periodically updated. Therefore, it is determined whether or not the information update timing is reached. In this example, determination is made based on whether or not the first command signal CS1 has been updated (step S11). For simplicity, the determination may be made based on whether or not the time t has reached the period T of the first command signal.
If it is determined in step S11 that the first command signal CS1 has been updated, the steering angle information and the information on the slope of the interpolation value are updated. Specifically, the first command signal θ1 that was the latest latest is set in the previous first command signal θ0. The latest first command signal CS1 is set to the first command signal θ1 that was the latest last time. Further, the latest target rudder angular velocity ν1 is set to the previous target rudder angular velocity ν0. The target steering angular velocity ν1 that was the latest latest is set by subtracting the previous first command signal CS1 from the first command signal CS1 and dividing it by the period T of the first command signal CS1 (step S12). The period T of the first command signal CS1 is defined by tn + 1−tn.
Note that the first command signal θ1 set to the previous first command signal θ0 may be an angle measured by the steering angle sensor 11 (however, in this case, due to sensing noise or the like when the command is differentiated) You need to be careful not to make a sudden spike.)
　次のステップＳ１３では、更新された情報を使って、補間信号生成部３２で補間値θｉｎを導出するための三次の補間式における４つの係数α０～α３の更新を行う。この補間式は、上式（１）で表される。
　係数の算出式は、上式（４）である。 In the next step S13, using the updated information, the interpolation signal generator 32 updates the four coefficients α0 to α3 in the cubic interpolation equation for deriving the interpolation value θin. This interpolation formula is expressed by the above formula (1).
The equation for calculating the coefficient is the above equation (4).
　次のステップＳ１４では、加速度変化区間（加速度変化開始時間ｔｓと加速度変化終了時間ｔｅ）の算出を行う。そして、加速度変化開始時間ｔｓ前の補間係数αｓ０～αｓ２、加速度変化開始時間ｔｓと加速度変化終了時間ｔｅの間の補間係数αν０～αν３、および加速度変化終了時間ｔｅ後の補間係数αｅ０～αｅ２それぞれを算出する（ステップＳ１５）。
　続いて、上述した補間式（１）で用いる時間ｔを初期化する（ステップＳ１６）。 In the next step S14, an acceleration change section (acceleration change start time ts and acceleration change end time te) is calculated. The interpolation coefficients αs0 to αs2 before the acceleration change start time ts, the interpolation coefficients αν0 to αν3 between the acceleration change start time ts and the acceleration change end time te, and the interpolation coefficients αe0 to αe2 after the acceleration change end time te are respectively obtained. Calculate (step S15).
Subsequently, the time t used in the above-described interpolation formula (1) is initialized (step S16).
　一方、ステップＳ１１で情報更新のタイミングではなく、第１指令信号ＣＳ１が更新されていないと判断されると、ステップＳ１７に移動し、補間式（１）で用いる時間ｔを１カウントアップ（ｔ＋１）する。そして、ステップＳ１６とステップＳ１７の出力を合成してステップＳ１９に移動する（ステップＳ１８）。
　ステップＳ１９では、補間式（１）で用いる時間ｔと加速度変化開始時間ｔｓを比較する。比較結果が「ｔ≧ｔｓ」のときには、補間式（１）で用いる時間ｔと加速度変化終了時間ｔｅを比較する（ステップＳ２０）。そして、「ｔ≦ｔｅ」のときには、ステップＳ２１の処理を実行し、「ｔ＞ｔｅ」のときには、ステップＳ２２の処理を実行する。更に、ステップＳ１９で「ｔ＜ｔｓ」と判断されたときには、ステップＳ２３の処理を実行する。 On the other hand, if it is determined in step S11 that the first command signal CS1 is not updated rather than the information update timing, the process moves to step S17, and the time t used in the interpolation formula (1) is incremented by one (t + 1). To do. And the output of step S16 and step S17 is synthesize | combined and it moves to step S19 (step S18).
In step S19, the time t used in the interpolation formula (1) is compared with the acceleration change start time ts. When the comparison result is “t ≧ ts”, the time t used in the interpolation formula (1) is compared with the acceleration change end time te (step S20). When “t ≦ te”, the process of step S21 is executed. When “t> te”, the process of step S22 is executed. Furthermore, when it is determined in step S19 that “t <ts”, the process of step S23 is executed.
　ステップＳ２１，Ｓ２２，Ｓ２３では、時間ｔおよびステップＳ１５で算出した補間式の補正した係数を用いて、それぞれの補間式に基づき演算を行って、１ステップ毎に舵角を算出し、電動モータ１３の駆動信号である第２指令信号ＣＳ２を生成する。ステップＳ２１で導出する加速度変化区間中の補間式は、三次式であり係数ανｉを用いる。ステップＳ２２で導出する加速度変化区間後の補間式は、二次式であり係数αｅｉを用いる。また、ステップＳ２３で導出する加速度変化区間前の補間式は、二次式であり係数αｓｉを用いる。
　その後、各補間信号を合成し（ステップＳ２４）、フィルタ回路３３により平滑化する（ステップＳ２５）。 In steps S21, S22, and S23, calculation is performed based on each interpolation equation using the time t and the coefficient corrected by the interpolation equation calculated in step S15, and the steering angle is calculated for each step. The second command signal CS2 that is the drive signal is generated. The interpolation formula in the acceleration change section derived in step S21 is a cubic formula and uses a coefficient ανi. The interpolation equation after the acceleration change section derived in step S22 is a quadratic equation and uses the coefficient αei. Further, the interpolation equation before the acceleration change section derived in step S23 is a quadratic equation and uses the coefficient αsi.
Thereafter, the interpolation signals are synthesized (step S24) and smoothed by the filter circuit 33 (step S25).
　図８は第２の舵角制御動作における補正前の角加速度を示す特性図、図９は補正後の角加速度を示す特性図である。
　図８に示すように、角加速度補正前は線形特性である。本第２の舵角制御動作では、舵角制御を行う範囲を決めるために、二階微分値（転舵量の加速度成分）の最大値と二階微分値の最小値で制限し、更に係数を元に制限している。
　角加速度補正後は、図９に示すように、初期の飽和した区間、加速度が変化する区間、最後の飽和した区間に分かれる。そして、領域ＡＡ１と領域ＡＡ２の面積の和と、領域ＡＢ１と領域ＡＢ２の面積の和が同じになるように設定することで、トルク制限した分を制限していない領域でカバーする。 FIG. 8 is a characteristic diagram showing the angular acceleration before correction in the second steering angle control operation, and FIG. 9 is a characteristic diagram showing the angular acceleration after correction.
As shown in FIG. 8, the linear characteristic is before the angular acceleration correction. In the second steering angle control operation, in order to determine the range in which the steering angle control is performed, the maximum value of the second order differential value (acceleration component of the steering amount) and the minimum value of the second order differential value are limited, and the coefficient is further calculated. Restricted to
After the angular acceleration correction, as shown in FIG. 9, it is divided into an initial saturated section, an acceleration changing section, and a last saturated section. Then, by setting the sum of the areas of the areas AA1 and AA2 and the sum of the areas of the areas AB1 and AB2 to be the same, the area where the torque is limited is covered by the area that is not limited.
　ここで、飽和中の角加速度とｔ＝ｔｓとｔ＝ｔｅで波形が連続することを考慮すると、角加速度補正後の指令舵角を一意に求める事ができる。
　次に、角速度補正について、より詳細に説明する。飽和した区間は角加速度一定なので、二次式で表現可能である。よって、角加速度補正後の補間指令は、次式（５）で表せる。
Figure JPOXMLDOC01-appb-M000005
 　さらに角速度、角加速度はそれぞれ、
Figure JPOXMLDOC01-appb-M000006
Figure JPOXMLDOC01-appb-M000007
 となる。
　ここで、未知のものは、αｓ０～αｓ２、αν０～αν３、αｅ０～αｅ３、ｔｓ、ｔｅの計１２項であり、一方、拘束条件は現在の舵角指令値がθ０、Ｔ時間後の舵角指令値がθ１、現在の舵角指令値速度がν０、Ｔ時間後の舵角指令値速度がν１、および下記（ａ）～（ｄ）の１２条件あるため、この連立方程式を解くことで未知の１２項を決定する事ができる。
Figure JPOXMLDOC01-appb-M000008
Figure JPOXMLDOC01-appb-M000009
Figure JPOXMLDOC01-appb-M000010
Figure JPOXMLDOC01-appb-M000011
 Here, considering the angular acceleration during saturation and the fact that the waveform continues at t = ts and t = te, the command steering angle after the angular acceleration correction can be uniquely obtained.
Next, the angular velocity correction will be described in more detail. Since the saturated interval is constant, it can be expressed by a quadratic expression. Therefore, the interpolation command after the angular acceleration correction can be expressed by the following equation (5).
Figure JPOXMLDOC01-appb-M000005
 Furthermore, angular velocity and angular acceleration are
Figure JPOXMLDOC01-appb-M000006
Figure JPOXMLDOC01-appb-M000007
 It becomes.
Here, what is unknown is αs0 to αs2, αν0 to αν3, αe0 to αe3, ts, te, a total of 12 terms. On the other hand, the constraint condition is that the current steering angle command value is θ0, and the steering angle after T time The command value is θ1, the current steering angle command value speed is ν0, the steering angle command value speed after T time is ν1, and there are 12 conditions (a) to (d) below. 12 items can be determined.
Figure JPOXMLDOC01-appb-M000008
Figure JPOXMLDOC01-appb-M000009
Figure JPOXMLDOC01-appb-M000010
Figure JPOXMLDOC01-appb-M000011
　このように、第２の舵角制御動作では、舵角を指令に一致させるだけでなく、舵角速度も指令勾配に一致させるように指令舵角の補間を行う点は、上述した第１の舵角制御動作と同様である。舵角指令の勾配を考慮することで、滑らかな舵角指令と指令舵角への収束性を両立させる事ができる。
　加えて、補間した舵角指令の加速度を所定値以内に抑えることで、実現可能なトルクを考慮した補間処理となり、さらにステアリングコラム１９の捻りトルクを考慮する事で運転者の操舵入力判断が容易になる。 As described above, in the second rudder angle control operation, not only the rudder angle is matched with the command, but also the command rudder angle is interpolated so that the rudder angular speed also matches the command gradient. This is the same as the angle control operation. By considering the gradient of the rudder angle command, both smooth rudder angle command and convergence to the commanded rudder angle can be achieved.
In addition, by suppressing the acceleration of the interpolated rudder angle command within a predetermined value, the interpolation process takes into account the realizable torque, and the steering input of the steering column 19 is taken into account, making it easier for the driver to determine the steering input. become.
　上述したように、本発明によれば、舵角速度が連続的に変化するため、トルク変動が小さく、音振が改善され、制御性も良くなる。また、舵角指令速度を第１指令信号の勾配に合わせようとするので、舵角指令のハンチングを抑制できる。
　更に、舵角を指令に一致させるだけでなく、舵角速度も指令勾配に一致させるよう指令舵角の補間を行う。そして、舵角指令の勾配を考慮する事で、滑らかな舵角指令と指令舵角への収束性を両立する事ができる。
　尚、上述した実施形態では、本発明が適用される車両搭載機器の一例として、電動パワーステアリングシステムを例に取って説明したが、他の車両搭載機器にも同様に適用可能なのは勿論である。 As described above, according to the present invention, the steering angular speed continuously changes, so that torque fluctuation is small, sound vibration is improved, and controllability is improved. Moreover, since it is going to match | combine the rudder angle command speed with the gradient of a 1st command signal, the hunting of a rudder angle command can be suppressed.
Further, not only the rudder angle is matched with the command, but also the commanded rudder angle is interpolated so that the rudder angular velocity is also matched with the command gradient. And by considering the gradient of the rudder angle command, both smooth rudder angle command and convergence to the commanded rudder angle can be achieved.
In the above-described embodiment, the electric power steering system has been described as an example of the vehicle-mounted device to which the present invention is applied. However, it is needless to say that the embodiment can be similarly applied to other vehicle-mounted devices.
　ここで、上記実施形態から把握し得る技術的思想について、以下にその効果と共に記載する。
　車両搭載機器の制御装置は、その一つの態様において、アクチュエータ１３を備えるものであって、
　周期的な信号である複数の第１指令信号ＣＳ１を取得する第１指令信号取得部３１と、
　補間信号生成部３２であって、各タイミングであるｔ＝ｔｎ－１、ｔ＝ｔｎ、ｔ＝ｔｎ＋１の夫々において前記第１指令信号取得部３１が取得する複数の前記第１指令信号ＣＳ１の夫々をθｎ－１、θｎ、θｎ＋１としたとき、前記各タイミングの間における前記第１指令信号ＣＳ１の補間値であるθｉｎを導出するものであって、前記θｎ－１、θｎ、および前記タイミングｔ＝ｔｎとｔ＝ｔｎ＋１の間における前記第１指令信号ＣＳ１の勾配に基づき、前記タイミングｔ＝ｔｎとｔ＝ｔｎ＋１の間の前記第１指令信号ＣＳ１の補間値であるθｉｎ（ｔｎ，ｔｎ＋１）を導出する前記補間信号生成部３２と、
　アクチュエータ指令信号生成部３４であって、前記θｉｎ（ｔｎ，ｔｎ＋１）に基づき前記アクチュエータへの指令信号である第２指令信号ＣＳ２を生成する前記アクチュエータ指令信号生成部３４と、
　を有することを特徴とする。
　上記構成によると、θｉｎ（ｔｎ，ｔｎ＋１）を求める際、θｎ－１とθｎだけでなく、タイミングｔ＝ｔｎとｔ＝ｔｎ＋１の間における第１指令信号ＣＳ１の勾配も考慮することにより、第１指令信号ＣＳ１の変化特性に応じたθｉｎ（ｔｎ，ｔｎ＋１）を求めることができ、例えばθｉｎ（ｔｎ，ｔｎ＋１）のハンチングを抑制する事ができる　 Here, the technical idea that can be grasped from the above embodiment will be described together with the effects thereof.
In one aspect, the vehicle-mounted device control device includes an actuator 13,
A first command signal acquisition unit 31 that acquires a plurality of first command signals CS1 that are periodic signals;
Interpolation signal generation unit 32, each of a plurality of first command signals CS1 acquired by first command signal acquisition unit 31 at each timing t = tn-1, t = tn, t = tn + 1. Is θn−1, θn, θn + 1, θin that is an interpolation value of the first command signal CS1 between the timings is derived, and the θn−1, θn, and the timing t = Based on the slope of the first command signal CS1 between tn and t = tn + 1, θin (tn, tn + 1), which is an interpolation value of the first command signal CS1 between the timing t = tn and t = tn + 1, is derived. The interpolated signal generating unit 32,
An actuator command signal generation unit 34 that generates a second command signal CS2 that is a command signal to the actuator based on the θin (tn, tn + 1);
It is characterized by having.
According to the above configuration, when obtaining θin (tn, tn + 1), the first command signal CS1 between the timings t = tn and t = tn + 1 is considered in addition to θn−1 and θn. Θin (tn, tn + 1) corresponding to the change characteristic of the command signal CS1 can be obtained, and for example, hunting of θin (tn, tn + 1) can be suppressed.
　車両搭載機器の制御装置の好ましい態様では、前記車両搭載機器はステアリング装置であって、
　前記アクチュエータは、前記ステアリング装置に操舵力を補助する電動モータ１３であって、
　前記第１指令信号ＣＳ１は、車両の転舵輪２３，２３の転舵量に関する信号であることを特徴とする。
　上記構成によると、第１指令信号ＣＳ１の補間値を導出し、この第１指令信号ＣＳ１の補間値も考慮して電動モータ１３の指令信号（第２指令信号ＣＳ２）を生成することで、滑らかな電動モータ１３の制御を行う事ができる。 In a preferred aspect of the control device for on-vehicle equipment, the on-vehicle equipment is a steering device,
The actuator is an electric motor 13 that assists the steering device with steering force,
The first command signal CS1 is a signal related to the turning amount of the steered wheels 23, 23 of the vehicle.
According to the above configuration, the interpolation value of the first command signal CS1 is derived, and the command signal (second command signal CS2) of the electric motor 13 is generated in consideration of the interpolation value of the first command signal CS1. The electric motor 13 can be controlled.
　さらに別の好ましい態様では、前記アクチュエータ指令信号生成部３４は、前記第１指令信号取得部３１が複数の前記第１指令信号ＣＳ１を取得する周期よりも短い周期で前記第２指令信号ＣＳ２を生成することを特徴とする。
　上記構成によると、第１指令信号ＣＳ１より短い周期で第２指令信号ＣＳ２を生成することで、滑らかな電動モータ１３の制御を行う事ができる。ＣＡＮ通信などで受信された第１指令信号ＣＳ１の取得周期は比較的長いが、第１指令信号ＣＳ１の補間値θｉｎにより、この取得周期の長さを補う事ができる。 In still another preferred aspect, the actuator command signal generation unit 34 generates the second command signal CS2 at a cycle shorter than the cycle at which the first command signal acquisition unit 31 acquires the plurality of first command signals CS1. It is characterized by doing.
According to the above configuration, it is possible to control the electric motor 13 smoothly by generating the second command signal CS2 with a shorter cycle than the first command signal CS1. Although the acquisition cycle of the first command signal CS1 received by CAN communication or the like is relatively long, the length of the acquisition cycle can be supplemented by the interpolation value θin of the first command signal CS1.
　さらに別の好ましい態様では、前記補間信号生成部３２は、前記タイミングｔ＝ｔｎのときの前記θｉｎが前記θｎ－１と一致し、前記タイミングｔ＝ｔｎ＋１のときの前記θｉｎが前記θｎと一致するように前記θｉｎを導出することを特徴とする。
　上記構成によると、第１指令信号ＣＳ１の値は、あるタイミングにおいて正確性の高い値であるため、第１指令信号ＣＳ１の補間値θｉｎを周期的に第１指令信号ＣＳ１と一致させることにより、第１指令信号ＣＳ１の補間値θｉｎと第１指令信号ＣＳ１の元の信号（送信元の信号）との一致性を高める事ができる。 In still another preferred aspect, the interpolation signal generation unit 32 matches the θin at the timing t = tn with the θn−1, and the θin at the timing t = tn + 1 matches the θn. The θin is derived as described above.
According to the above configuration, since the value of the first command signal CS1 is a highly accurate value at a certain timing, by periodically matching the interpolation value θin of the first command signal CS1 with the first command signal CS1, It is possible to improve the consistency between the interpolation value θin of the first command signal CS1 and the original signal (transmission source signal) of the first command signal CS1.
　さらに別の好ましい態様では、前記補間信号生成部３２は、前記タイミングｔ＝ｔｎのときの前記θｉｎの傾きが、前記タイミングｔ＝ｔｎ－１からｔ＝ｔｎの間の前記第１指令信号ＣＳ１の勾配と一致するように前記補間値θｉｎを導出することを特徴とする。
　上記構成によると、タイミングｔ＝ｔｎのときの補間値θｉｎの傾きを、タイミングｔ＝ｔｎ－１からｔ＝ｔｎの間の第１指令信号ＣＳ１の勾配と一致させることにより、アクチュエータ１３を滑らかに制御する事ができる。 In still another preferred aspect, the interpolation signal generation unit 32 has the inclination of the θin at the time t = tn of the first command signal CS1 between the timing t = tn−1 and t = tn. The interpolation value θin is derived so as to coincide with the gradient.
According to the above configuration, the slope of the interpolation value θin at the timing t = tn matches the gradient of the first command signal CS1 between the timing t = tn−1 and t = tn, thereby making the actuator 13 smooth. Can be controlled.
　さらに別の好ましい態様では、前記補間信号生成部３２は、前記タイミングｔ＝ｔｎとｔ＝ｔｎ＋１の間における前記第１指令信号ＣＳ１の二階微分値に基づき前記補間値θｉｎを導出することを特徴とする。
　上記構成によると、第１指令信号ＣＳ１の補間値を導出する際、第１指令信号ＣＳ１の二階微分値、すなわち、転舵量の加速度成分を更に考慮することにより、第１指令信号ＣＳ１に対応する滑らかな電動モータ１３の制御を行う事ができる。 In still another preferred aspect, the interpolation signal generation unit 32 derives the interpolation value θin based on a second-order differential value of the first command signal CS1 between the timings t = tn and t = tn + 1. To do.
According to the above configuration, when the interpolated value of the first command signal CS1 is derived, the second-order differential value of the first command signal CS1, that is, the acceleration component of the turning amount is further taken into consideration, so that the first command signal CS1 can be handled. The smooth electric motor 13 can be controlled.
　さらに別の好ましい態様では、前記補間信号生成部３２は、複数の前記第１指令信号ＣＳ１のうち、前記タイミングｔ＝ｔｎよりも所定周期前の前記第１指令信号ＣＳ１に基づき、前記θｉｎ（ｔｎ，ｔｎ＋１）を導出することを特徴とする。
　上記構成によると、例えば、四次などの高次曲線を用いて補間値θｉｎを導出する場合、ｔ＝ｔｎ－１よりも所定周期前の第１指令信号ＣＳ１を考慮することにより、電動モータ１３をより滑らかに制御できる補間値θｉｎを導出する事ができる。 In still another preferred aspect, the interpolation signal generating unit 32 is configured to output the θin (tn) based on the first command signal CS1 that is a predetermined period before the timing t = tn among the plurality of first command signals CS1. , Tn + 1).
According to the above configuration, for example, when the interpolated value θin is derived using a high-order curve such as a quartic, the electric motor 13 is considered by considering the first command signal CS1 that is a predetermined period before t = tn−1. It is possible to derive an interpolated value θin that can be controlled more smoothly.
　さらに別の好ましい態様では、フィルタ回路３３を備え、
　前記アクチュエータ指令信号生成部３４は、前記フィルタ回路３３を通過した前記補間値θｉｎに基づき、前記第２指令信号ＣＳ２を生成することを特徴とする。
　上記構成によると、第２指令信号ＣＳ２を生成する際、フィルタ処理をした補間値θｉｎを用いることにより、振動成分が抑制された滑らかな第２指令信号ＣＳ２を得る事ができる。 In still another preferred embodiment, the filter circuit 33 is provided.
The actuator command signal generation unit 34 generates the second command signal CS2 based on the interpolation value θin that has passed through the filter circuit 33.
According to the above configuration, when the second command signal CS2 is generated, the smooth second command signal CS2 in which the vibration component is suppressed can be obtained by using the filtered interpolation value θin.
　尚、本発明は上記した実施形態に限定されるものではなく、様々な変形例が含まれる。例えば、上記した実施形態は本発明を分かりやすく説明するために詳細に説明したものであり、必ずしも説明した全ての構成を備えるものに限定されるものではない。また、ある実施形態の構成の一部を他の実施形態の構成に置き換えることが可能であり、また、ある実施形態の構成に他の実施形態の構成を加えることも可能である。また、各実施形態の構成の一部について、他の構成の追加・削除・置換をすることが可能である。 In addition, this invention is not limited to above-described embodiment, Various modifications are included. For example, the above-described embodiment has been described in detail for easy understanding of the present invention, and is not necessarily limited to one having all the configurations described. Further, a part of the configuration of an embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of an embodiment. In addition, it is possible to add, delete, and replace other configurations for a part of the configuration of each embodiment.
　本願は、２０１８年３月９日付出願の日本国特許出願第２０１８－０４２８９９号に基づく優先権を主張する。２０１８年３月９日付出願の日本国特許出願第２０１８－０４２８９９号の明細書、特許請求の範囲、図面、及び要約書を含む全開示内容は、参照により本願に全体として組み込まれる。 This application claims priority based on Japanese Patent Application No. 2018-042899 filed on Mar. 9, 2018. The entire disclosure including the specification, claims, drawings, and abstract of Japanese Patent Application No. 2018-042899 filed on March 9, 2018 is incorporated herein by reference in its entirety.
　１０…ステアリングホイール、１１…操舵角センサ、１２…操舵トルクセンサ、１３…電動モータ（アクチュエータ）、１４…ＥＰＳコントローラ、１５…自車位置検出センサ、１６…自動運転コントローラ、１７…電源（バッテリー）、１８…ステアリングシャフト、１９…ステアリングコラム、２０…減速機、２１…ピニオンギア、２２…ラック軸、２３…車輪、３１…第１指令信号取得部、３２…補間信号生成部、３３…フィルタ回路、３４…アクチュエータ指令信号生成部、１００…ＥＰＳシステム、ＣＳ１…第１指令信号、ＣＳ２…第２指令信号 DESCRIPTION OF SYMBOLS 10 ... Steering wheel, 11 ... Steering angle sensor, 12 ... Steering torque sensor, 13 ... Electric motor (actuator), 14 ... EPS controller, 15 ... Self-vehicle position detection sensor, 16 ... Automatic driving controller, 17 ... Power supply (battery) , 18 ... steering shaft, 19 ... steering column, 20 ... speed reducer, 21 ... pinion gear, 22 ... rack shaft, 23 ... wheel, 31 ... first command signal acquisition unit, 32 ... interpolation signal generation unit, 33 ... filter circuit 34 ... Actuator command signal generator, 100 ... EPS system, CS1 ... First command signal, CS2 ... Second command signal

Claims (13)

  1. 　車両搭載機器の制御装置であって、前記車両搭載機器は、アクチュエータを備えており、
    　前記制御装置は、
    　周期的な信号である複数の第１指令信号を取得する第１指令信号取得部と、
    　補間信号生成部とを備え、
    　前記補間信号生成部は、各タイミングであるｔ＝ｔｎ－１、ｔ＝ｔｎ、ｔ＝ｔｎ＋１の夫々において前記第１指令信号取得部が取得する複数の前記第１指令信号の夫々をθｎ－１、θｎ、θｎ＋１としたとき、前記各タイミングの間における前記第１指令信号の補間値であるθｉｎを導出し、前記θｎ－１、θｎ、および前記タイミングｔ＝ｔｎとｔ＝ｔｎ＋１の間における前記第１指令信号の勾配に基づき、前記タイミングｔ＝ｔｎとｔ＝ｔｎ＋１の間の前記第１指令信号の補間値であるθｉｎ（ｔｎ，ｔｎ＋１）を導出し、
    　前記制御装置は、また、
    　前記θｉｎ（ｔｎ，ｔｎ＋１）に基づき前記アクチュエータへの指令信号である第２指令信号を生成するアクチュエータ指令信号生成部、
    　を有することを特徴とする車両搭載機器の制御装置。     A vehicle-mounted device control device, wherein the vehicle-mounted device includes an actuator,
    The controller is
    A first command signal acquisition unit that acquires a plurality of first command signals that are periodic signals;
    An interpolation signal generator,
    The interpolation signal generation unit outputs each of the plurality of first command signals acquired by the first command signal acquisition unit at θn−1 at each timing t = tn−1, t = tn, and t = tn + 1. , Θn, θn + 1, θin, which is an interpolated value of the first command signal during each timing, is derived, and θn−1, θn, and the timing t = tn and t = tn + 1 Based on the gradient of the first command signal, θin (tn, tn + 1) that is an interpolation value of the first command signal between the timings t = tn and t = tn + 1 is derived.
    The control device also includes
    An actuator command signal generation unit that generates a second command signal that is a command signal to the actuator based on the θin (tn, tn + 1);
    A control device for a vehicle-mounted device, comprising:
  2. 　請求項１に記載の車両搭載機器の制御装置において、
    　前記車両搭載機器はステアリング装置であり、
    　前記アクチュエータは、前記ステアリング装置に操舵力を補助する電動モータであり、
    　前記第１指令信号は、車両の転舵輪の転舵量に関する信号であることを特徴とする車両搭載機器の制御装置。     The control apparatus for a vehicle-mounted device according to claim 1,
    The vehicle-mounted device is a steering device,
    The actuator is an electric motor that assists the steering device with a steering force,
    The first command signal is a signal relating to a turning amount of a steered wheel of a vehicle.
  3. 　請求項２に記載の車両搭載機器の制御装置において、
    　前記アクチュエータ指令信号生成部は、前記第１指令信号取得部が複数の前記第１指令信号を取得する周期よりも短い周期で前記第２指令信号を生成することを特徴とする車両搭載機器の制御装置。     In the control apparatus for on-vehicle equipment according to claim 2,
    The actuator command signal generation unit generates the second command signal in a cycle shorter than a cycle in which the first command signal acquisition unit acquires a plurality of the first command signals. apparatus.
  4. 　請求項３に記載の車両搭載機器の制御装置において、
    　前記補間信号生成部は、前記タイミングｔ＝ｔｎのときの前記θｉｎが前記θｎ－１と一致し、前記タイミングｔ＝ｔｎ＋１のときの前記θｉｎが前記θｎと一致するように前記θｉｎを導出することを特徴とする車両搭載機器の制御装置。     In the control apparatus for on-vehicle equipment according to claim 3,
    The interpolation signal generation unit derives the θin so that the θin at the timing t = tn matches the θn−1, and the θin at the timing t = tn + 1 matches the θn. A device for controlling a vehicle-mounted device.
  5. 　請求項４に記載の車両搭載機器の制御装置において、
    　前記補間信号生成部は、前記タイミングｔ＝ｔｎのときの前記θｉｎの傾きが、前記タイミングｔ＝ｔｎ－１からｔ＝ｔｎの間の前記第１指令信号の勾配と一致するように前記θｉｎを導出することを特徴とする車両搭載機器の制御装置。     In the control device for on-vehicle equipment according to claim 4,
    The interpolation signal generation unit sets the θin so that the slope of the θin at the timing t = tn matches the slope of the first command signal between the timing t = tn−1 and t = tn. A control apparatus for a vehicle-mounted device, characterized by being derived.
  6. 　請求項３に記載の車両搭載機器の制御装置において、
    　前記補間信号生成部は、前記タイミングｔ＝ｔｎとｔ＝ｔｎ＋１の間における前記第１指令信号の二階微分値に基づき前記θｉｎを導出することを特徴とする車両搭載機器の制御装置。     In the control apparatus for on-vehicle equipment according to claim 3,
    The interpolated signal generation unit derives the θin based on a second-order differential value of the first command signal between the timings t = tn and t = tn + 1.
  7. 　請求項３に記載の車両搭載機器の制御装置において、
    　前記補間信号生成部は、複数の前記第１指令信号のうち、前記タイミングｔ＝ｔｎよりも所定周期前の前記第１指令信号に基づき、前記θｉｎ（ｔｎ，ｔｎ＋１）を導出することを特徴とする車両搭載機器の制御装置。     In the control apparatus for on-vehicle equipment according to claim 3,
    The interpolation signal generation unit derives the θin (tn, tn + 1) based on the first command signal that is a predetermined period before the timing t = tn among the plurality of first command signals. Control device for on-vehicle equipment.
  8. 　請求項３に記載の車両搭載機器の制御装置において、
    　前記制御装置はフィルタ回路を備え、
    　前記アクチュエータ指令信号生成部は、前記フィルタ回路を通過した前記θｉｎに基づき、前記第２指令信号を生成することを特徴とする車両搭載機器の制御装置。     In the control apparatus for on-vehicle equipment according to claim 3,
    The control device includes a filter circuit;
    The actuator command signal generation unit generates the second command signal based on the θin that has passed through the filter circuit.
  9. 　請求項１に記載の車両搭載機器の制御装置において、
    　前記補間信号生成部は、前記タイミングｔ＝ｔｎのときの前記θｉｎが前記θｎ－１と一致し、前記タイミングｔ＝ｔｎ＋１のときの前記θｉｎが前記θｎと一致するように前記θｉｎを導出することを特徴とする車両搭載機器の制御装置。     The control apparatus for a vehicle-mounted device according to claim 1,
    The interpolation signal generation unit derives the θin so that the θin at the timing t = tn matches the θn−1, and the θin at the timing t = tn + 1 matches the θn. A device for controlling a vehicle-mounted device.
  10. 　請求項９に記載の車両搭載機器の制御装置において、
    　前記補間信号生成部は、前記タイミングｔ＝ｔｎのときの前記θｉｎの傾きが、前記タイミングｔ＝ｔｎ－１からｔ＝ｔｎの間の前記第１指令信号の勾配と一致するように前記θｉｎを導出することを特徴とする車両搭載機器の制御装置。     In the control apparatus for on-vehicle equipment according to claim 9,
    The interpolation signal generation unit sets the θin so that the slope of the θin at the timing t = tn matches the slope of the first command signal between the timing t = tn−1 and t = tn. A control apparatus for a vehicle-mounted device, characterized by being derived.
  11. 　請求項１に記載の車両搭載機器の制御装置において、
    　前記補間信号生成部は、前記タイミングｔ＝ｔｎとｔ＝ｔｎ＋１の間における前記第１指令信号の二階微分値に基づき前記θｉｎを導出することを特徴とする車両搭載機器の制御装置。     The control apparatus for a vehicle-mounted device according to claim 1,
    The interpolated signal generation unit derives the θin based on a second-order differential value of the first command signal between the timings t = tn and t = tn + 1.
  12. 　請求項１に記載の車両搭載機器の制御装置において、
    　前記補間信号生成部は、複数の前記第１指令信号のうち、前記タイミングｔ＝ｔｎよりも所定周期前の前記第１指令信号に基づき、前記θｉｎ（ｔｎ，ｔｎ＋１）を導出することを特徴とする車両搭載機器の制御装置。     The control apparatus for a vehicle-mounted device according to claim 1,
    The interpolation signal generation unit derives the θin (tn, tn + 1) based on the first command signal that is a predetermined period before the timing t = tn among the plurality of first command signals. Control device for on-vehicle equipment.
  13. 　請求項１に記載の車両搭載機器の制御装置において、
    　前記制御装置はフィルタ回路を備え、
    　前記アクチュエータ指令信号生成部は、前記フィルタ回路を通過した前記θｉｎに基づき、前記第２指令信号を生成することを特徴とする車両搭載機器の制御装置。     The control apparatus for a vehicle-mounted device according to claim 1,
    The control device includes a filter circuit;
    The actuator command signal generation unit generates the second command signal based on the θin that has passed through the filter circuit.
PCT/JP2019/002185 2018-03-09 2019-01-24 Control device for vehicle installation equipment WO2019171805A1 (en)

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JP2013052834A (en) * 2011-09-06 2013-03-21 Nissan Motor Co Ltd Normative response calculation device, and vehicle steering device using the same
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JP2013052834A (en) * 2011-09-06 2013-03-21 Nissan Motor Co Ltd Normative response calculation device, and vehicle steering device using the same
JP2013171376A (en) * 2012-02-20 2013-09-02 Fanuc Ltd Numerical controller with machining curve creating function
JP2016144974A (en) * 2015-02-06 2016-08-12 株式会社ジェイテクト Electric power steering system
JP2016193690A (en) * 2015-04-01 2016-11-17 株式会社ジェイテクト Automatic steering device

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