WO2019193976A1 - Dispositif de direction de véhicule - Google Patents

Dispositif de direction de véhicule Download PDF

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Publication number
WO2019193976A1
WO2019193976A1 PCT/JP2019/011672 JP2019011672W WO2019193976A1 WO 2019193976 A1 WO2019193976 A1 WO 2019193976A1 JP 2019011672 W JP2019011672 W JP 2019011672W WO 2019193976 A1 WO2019193976 A1 WO 2019193976A1
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WIPO (PCT)
Prior art keywords
steering
unit
torque
angle
target
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PCT/JP2019/011672
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English (en)
Japanese (ja)
Inventor
貴弘 椿
Original Assignee
日本精工株式会社
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Publication date
Application filed by 日本精工株式会社 filed Critical 日本精工株式会社
Priority to DE112019001815.9T priority Critical patent/DE112019001815T5/de
Priority to JP2020511688A priority patent/JP7153244B2/ja
Publication of WO2019193976A1 publication Critical patent/WO2019193976A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
    • B62D5/046—Controlling the motor
    • B62D5/0469—End-of-stroke control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B62D6/002—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels

Definitions

  • the present invention relates to a high-performance vehicle steering apparatus that achieves a desired steering torque based on a torsion angle of a torsion bar, etc., is not affected by road surface conditions, and is not affected by changes in mechanical system characteristics over time.
  • An electric power steering device which is one of vehicle steering devices, applies assist force (steering assisting force) to a vehicle steering system by the rotational force of a motor, and uses electric power supplied from an inverter.
  • the driving force of the motor to be controlled is applied as an assist force to the steering shaft or the rack shaft by a transmission mechanism including a speed reduction mechanism.
  • Such a conventional electric power steering apparatus performs feedback control of the motor current in order to generate the assist force accurately.
  • the motor applied voltage is adjusted so that the difference between the steering assist command value (current command value) and the motor current detection value is small.
  • the adjustment of the motor applied voltage is generally performed by PWM (pulse width). This is done by adjusting the duty of modulation) control.
  • a column shaft (steering shaft, handle shaft) 2 of the handle 1 is a reduction mechanism 3, universal joints 4a and 4b, a pinion rack mechanism 5, a tie rod 6a, 6b is further connected to the steering wheels 8L and 8R via hub units 7a and 7b.
  • the column shaft 2 having a torsion bar is provided with a torque sensor 10 for detecting the steering torque Ts of the handle 1 and a rudder angle sensor 14 for detecting the steering angle ⁇ h, and a motor for assisting the steering force of the handle 1. 20 is connected to the column shaft 2 via the speed reduction mechanism 3.
  • the control unit (ECU) 30 that controls the electric power steering apparatus is supplied with electric power from the battery 13 and also receives an ignition key signal via the ignition key 11.
  • the control unit 30 calculates a current command value of an assist (steering assist) command based on the steering torque Ts detected by the torque sensor 10 and the vehicle speed Vs detected by the vehicle speed sensor 12, and compensates the current command value.
  • the current supplied to the EPS motor 20 is controlled by the voltage control command value Vref subjected to.
  • the control unit 30 is connected to a CAN (Controller Area Network) 40 that exchanges various vehicle information, and the vehicle speed Vs can be received from the CAN 40.
  • the control unit 30 can be connected to a non-CAN 41 that exchanges communications, analog / digital signals, radio waves, and the like other than the CAN 40.
  • the control unit 30 is mainly composed of a CPU (including MCU, MPU, etc.), and general functions executed by programs in the CPU are as shown in FIG.
  • the function and operation of the control unit 30 will be described with reference to FIG. 2.
  • the steering torque Ts detected by the torque sensor 10 and the vehicle speed Vs detected by the vehicle speed sensor 12 (or from the CAN 40) are represented by a current command value calculation unit. 31.
  • the current command value calculation unit 31 calculates a current command value Iref1, which is a control target value of the current supplied to the motor 20, using an assist map or the like based on the input steering torque Ts and vehicle speed Vs.
  • the voltage control command value Vref whose characteristics are improved by the PI control unit 35 is input to the PWM control unit 36, and the motor 20 is PWM driven via an inverter 37 as a drive unit.
  • the current value Im of the motor 20 is detected by the motor current detector 38 and fed back to the subtraction unit 32B.
  • a compensation signal CM from the compensation signal generator 34 is added to the adder 32A, and the compensation of the steering system system is performed by adding the compensation signal CM to improve the convergence and inertia characteristics.
  • the compensation signal generation unit 34 adds the self-aligning torque (SAT) 343 and the inertia 342 by the addition unit 344, and further adds the convergence 341 to the addition result by the addition unit 345, and compensates the addition result of the addition unit 345.
  • the signal CM is used.
  • the steering torque applied by the driver's manual input is detected by the torque sensor as the torsion torque of the torsion bar, and the assist current mainly corresponding to the torque is detected.
  • the motor current is controlled.
  • the steering torque may vary depending on the steering angle due to the difference in the road surface state (for example, inclination). Steering torque may also be affected by variations in motor output characteristics over time.
  • Patent Document 1 an electric power steering device as shown in Japanese Patent No. 5208894 (Patent Document 1) has been proposed.
  • the electric power steering device of Patent Document 1 in order to give an appropriate steering torque based on the tactile characteristics of the driver, the steering angle or the steering torque determined based on the relationship between the steering torque and the response amount is determined. Based on the relationship (steering reaction force characteristic map), the target value of the steering torque is set.
  • Patent Document 2 In order to suppress the occurrence of abnormal noise at the time of this contact, for example, in Japanese Patent Publication No. 6-4417 (Patent Document 2), it is determined that the steering angle of the steering system is a predetermined value before the maximum steering angle. And an electric power steering apparatus including a correction means for reducing the assist torque by reducing the power supplied to the motor when the steering angle is a predetermined value before the maximum steering angle. It is disclosed.
  • Patent Document 3 it is determined whether or not the adjusting mechanism is approaching the end position, and when it is found that the adjusting mechanism is approaching the end position, the driving means is used to reduce the steering assist.
  • An electric power steering device is shown in which the adjustment speed determined by the position sensor is evaluated in order to determine the speed at which the adjustment mechanism approaches the end position.
  • the electric power steering device disclosed in Patent Document 2 does not show any characteristic for reducing the assist torque of the motor, and does not have a specific configuration.
  • the correction means directly adjusts the power supplied to the motor and is not incorporated in the feedback control, there is a possibility that smooth control cannot be performed.
  • the steering assist (assist amount) is adjusted according to the speed approaching the end, but as in Patent Document 2, since it is not incorporated in the feedback control, it is smooth. May not be able to perform proper control.
  • the present invention has been made under the circumstances described above, and the object of the present invention is not influenced by the road surface condition, is not influenced by changes in the mechanical characteristics of the steering system over time, and is not affected by the steering angle or the like. Equivalent steering torque can be easily realized, and further, the steering device for a vehicle can suppress the impact force by suppressing the occurrence of abnormal noise at the time of contact without giving the driver a feeling of strange steering. Is to provide.
  • the present invention relates to a steering apparatus for a vehicle that includes at least a torsion bar having an arbitrary spring constant and a sensor that detects a twist angle of the torsion bar, and controls the steering system by assisting drive control of the motor.
  • the object of the present invention is to provide a target steering torque generating unit that generates a target steering torque, a conversion unit that converts the target steering torque into a target twist angle, and a motor current that causes the twist angle to follow the target twist angle.
  • a torsion angle control unit that calculates a command value, and the target steering torque generation unit outputs a first torque signal that is output when the magnitude of the steering angle exceeds a predetermined threshold set near the rack end.
  • An end contact characteristic correction unit that functions as a reaction force is provided, the first torque signal is output as the target steering torque, and the motor is based on the motor current command value. It is achieved by drive control.
  • the above-described object of the present invention is such that the end contact characteristic correction unit has a characteristic that the first torque signal gradually increases as the steering angle increases after the steering angle exceeds the threshold value.
  • the threshold value is set so as to decrease as the vehicle speed or the steering angular speed increases, or the characteristics of the end contact characteristic correction unit are defined by a map or a mathematical expression, or
  • the target steering torque generation unit further includes a bounce reduction phase advance compensation unit that reduces bounce by performing phase advance compensation on the output from the end contact characteristic correction unit, and the rebound reduction phase advance compensation unit Or the phase advance compensation in the bounce reduction phase advance compensator is performed when the vehicle speed or the steering angular speed is Or a basic map unit for obtaining a second torque signal corresponding to the steering angle using a basic map, and A damper calculation unit that obtains a third torque signal based on angular velocity information using a damper gain map that is at least one of the second torque signal and the third torque signal, and the first torque signal.
  • the target steering torque generator By calculating the target steering torque from the torque signal, or when the basic map is vehicle speed sensitive, or the target steering torque generator is one of the second torque signal and the third torque signal. By adding the first torque signal to at least one signal, calculating the target steering torque, or The rudder torque generator calculates the target steering torque by multiplying at least one of the second torque signal and the third torque signal by the first torque signal, or the target torque
  • the steering torque generation unit further includes a phase compensation unit that performs phase compensation before or after the basic map unit, and the second corresponding to the steering angle via the basic map unit and the phase compensation unit. This is achieved more effectively by determining the torque signal.
  • the twist angle follows the target twist angle by controlling the target twist angle obtained based on the target steering torque generated by the target steering torque generation unit.
  • a desired steering torque can be realized, and an appropriate steering torque based on the driver's sense of steering can be given.
  • the target steering torque which is the basis of the target value in the torsion angle control
  • a threshold for the magnitude of the steering angle so that the steering reaction force works as it approaches the rack end.
  • the present invention is a vehicle steering device for realizing an equivalent steering torque with respect to a steering angle or the like without being affected by the road surface condition, and a torsion angle of a torsion bar or the like is a value corresponding to the steering angle or the like.
  • the desired steering torque is realized by controlling to follow.
  • FIG. 3 is a diagram showing an installation example of the EPS steering system and various sensors.
  • the column shaft 2 is provided with a torsion bar 2A.
  • Road surface reaction force Fr and road surface information ⁇ act on the steering wheels 8L and 8R.
  • An upper angle sensor is provided on the handle side of the column shaft 2 across the torsion bar 2A, and a lower angle sensor is provided on the steering wheel side of the column shaft 2 across the torsion bar 2A. Detects the handle angle ⁇ 1 and the lower angle sensor detects the column angle ⁇ 2 .
  • the steering angle ⁇ h is detected by a steering angle sensor provided at the upper part of the column shaft 2. From the deviation between the handle angle ⁇ 1 and the column angle ⁇ 2 , the torsion angle ⁇ and the torsion bar torque Tt of the torsion bar can be obtained by the following equations 1 and 2. Kt is a spring constant of the torsion bar 2A.
  • the torsion bar torque Tt can also be detected using a torque sensor disclosed in, for example, Japanese Patent Application Laid-Open No. 2008-216172.
  • the torsion bar torque Tt is also handled as the steering torque Ts.
  • FIG. 4 is a block diagram showing a configuration example (first embodiment) of the present invention, and steering control of the driver is assist-controlled by a motor in the EPS steering system / vehicle system 100.
  • the target steering torque generation unit 200 that outputs the target steering torque Tref receives the steering angle ⁇ h and the vehicle speed Vs.
  • the target steering torque Tref is converted into the target twist angle ⁇ ref by the converter 400, and the target twist angle ⁇ ref is input to the twist angle controller 300 together with the twist angle ⁇ of the torsion bar 2A and the motor angular velocity ⁇ m.
  • the twist angle controller 300 calculates a motor current command value Imc so that the twist angle ⁇ becomes the target twist angle ⁇ ref, and the EPS motor is driven by the motor current command value Imc.
  • FIG. 5 shows a configuration example of the target steering torque generation unit 200.
  • the target steering torque generation unit 200 includes a basic map unit 210, a differentiation unit 220, a damper gain unit 230, an end contact characteristic correction unit 240, a multiplication unit 250, and an addition. Parts 251 and 252 are provided.
  • the steering angle ⁇ h is input to the basic map unit 210, the differentiation unit 220, and the end contact characteristic correction unit 240, and the vehicle speed Vs is input to the basic map unit 210 and the damper gain unit 230.
  • the basic map unit 210 has a basic map, and outputs a torque signal (second torque signal) Tref_a having the vehicle speed Vs as a parameter using the basic map.
  • the basic map is adjusted by tuning. For example, as shown in FIG. 6A, the torque signal Tref_a increases as the magnitude (absolute value)
  • the sign unit 211 outputs the sign (+1, ⁇ 1) of the steering angle ⁇ h to the multiplier 212, and the magnitude of the torque signal Tref_a is determined from the magnitude of the steering angle ⁇ h by a map.
  • a map may be configured according to the positive / negative steering angle ⁇ h. In this case, the mode of change is changed between the case where the steering angle ⁇ h is positive and the case where the steering angle ⁇ h is negative. May be. Further, although the basic map shown in FIG. 6 is vehicle speed sensitive, it may not be vehicle speed sensitive.
  • the differentiation unit 220 differentiates the steering angle ⁇ h to calculate the steering angular velocity ⁇ h that is angular velocity information, and the steering angular velocity ⁇ h is input to the multiplication unit 250.
  • Damper gain unit 230 outputs the damper gain D G is multiplied by the steering angular speed [omega] h.
  • Steering angular velocity ⁇ h which is multiplied by the damper gain D G at multiplying unit 250 is input to the adder 252 as the torque signal (third torque signal) Tref_b.
  • Damper gain D G using the damper gain map of vehicle speed sensitive type having the damper gain unit 230 is determined according to the vehicle speed Vs. For example, as shown in FIG. 7, the damper gain map has a characteristic of gradually increasing as the vehicle speed Vs increases.
  • the damper gain map may be variable according to the steering angle ⁇ h.
  • the damper gain unit 230 and the multiplication unit 250 constitute a damper calculation unit.
  • the end contact characteristic correction unit 240 calculates a torque signal (first torque signal) Tref_c as a steering reaction force after the magnitude
  • a characteristic map (hereinafter referred to as “end contact characteristic map”) to be output.
  • the end contact characteristic map is a characteristic in which the torque signal Tref_c gradually increases from zero as the magnitude
  • the end contact characteristic map has such a characteristic that the inclination continuously increases after the magnitude
  • the end contact can be suppressed by making a drastic change in.
  • the maximum value of the inclination is larger than the inclination of the basic map shown in FIG. 6A.
  • the inclination is 3 [Nm] or more with respect to the steering angle 10 [deg]. .
  • ⁇ lim is a mechanical limit value of the steering angle or a measurement limit value for detecting the steering angle
  • the end contact characteristic map is defined in a region below this limit value.
  • the end contact characteristic correction unit it is possible to give a target steering torque that becomes a large steering reaction force when the magnitude of the steering angle ⁇ h exceeds the threshold value ⁇ th. Can be avoided.
  • the end contact characteristic map may be a linear characteristic with a constant inclination, instead of the curved characteristic as shown in FIG.
  • the characteristic may be defined by a mathematical expression, for example, a quadratic function, instead of the map.
  • the sign unit 241 outputs the sign (+1, ⁇ 1) of the steering angle ⁇ h to the multiplying part 242, and the map is calculated from the magnitude of the steering angle ⁇ h.
  • a map may be configured according to the positive and negative steering angle ⁇ h. In this case, the mode of change is changed between the case where the steering angle ⁇ h is positive and the case where the steering angle ⁇ h is negative. May be.
  • the torque signals Tref_c, Tref_b, and Tref_a are sequentially added by the adders 252 and 251 and output as the target steering torque Tref.
  • the steering angular velocity ⁇ h is obtained by differential calculation with respect to the steering angle ⁇ h, but a low-pass filter (LPF) process is appropriately performed in order to reduce the influence of high-frequency noise. Further, differential calculation and LPF processing may be performed using a high-pass filter (HPF) and a gain. Further, the steering angular velocity ⁇ h the steering angle rather than [theta] h, is calculated by performing the processing of differential operation and LPF respect to the column angle theta 2 wheel angle theta 1 or the lower angle sensor upper angle sensor detects detects Also good.
  • the motor angular velocity ⁇ m may be used as the angular velocity information instead of the steering angular velocity ⁇ h. In this case, the differentiating unit 220 is not necessary.
  • the conversion unit 400 has a characteristic of -1 / Kt obtained by inverting the sign of the reciprocal of the spring constant Kt of the torsion bar 2A, and converts the target steering torque Tref into a target twist angle ⁇ ref.
  • the twist angle control unit 300 calculates the motor current command value Imc based on the target twist angle ⁇ ref, the twist angle ⁇ , and the motor angular velocity ⁇ m.
  • FIG. 9 is a block diagram illustrating a configuration example of the torsion angle control unit 300.
  • the torsion angle control unit 300 includes a torsion angle feedback (FB) compensation unit 310, a torsion angular velocity calculation unit 320, a speed control unit 330, and a stabilization compensation unit. 340, an output limiting unit 350, a subtracting unit 361, and an adding unit 362.
  • FB torsion angle feedback
  • the target torsion angle ⁇ ref output from the conversion unit 400 is added to the subtraction unit 361, the torsion angle ⁇ is subtracted to the subtraction unit 361, and input to the torsion angular velocity calculation unit 320, and the motor angular velocity ⁇ m is stabilized and compensated. Input to the unit 340.
  • the torsion angle FB compensation unit 310 multiplies the target torsion angle ⁇ ref by the compensation value C FB (transfer function) by the deviation ⁇ 0 between the target torsion angle ⁇ ref calculated by the subtraction unit 361 and the torsion angle ⁇ , and the torsion angle ⁇ ref. Outputs a target torsional angular velocity ⁇ ref that follows.
  • the compensation value C FB may be a simple gain Kpp or a commonly used compensation value such as a PI control compensation value.
  • the target torsional angular velocity ⁇ ref is input to the speed control unit 330.
  • the torsion angle FB compensation unit 310 and the speed control unit 330 allow the torsion angle ⁇ to follow the target torsion angle ⁇ ref, thereby realizing a desired steering torque.
  • the torsional angular velocity calculation unit 320 calculates the torsional angular velocity ⁇ t by differential calculation with respect to the torsional angle ⁇ , and the torsional angular velocity ⁇ t is input to the speed control unit 330.
  • the differentiation operation pseudo differentiation by HPF and gain may be performed.
  • the torsional angular velocity ⁇ t may be calculated from other means or other than the torsional angle ⁇ and input to the speed control unit 330.
  • the speed control unit 330 calculates a motor current command value Imca1 such that the torsional angular velocity ⁇ t follows the target torsional angular velocity ⁇ ref by IP control (proportional advance type PI control).
  • the subtraction unit 333 calculates the difference ( ⁇ ref ⁇ t) between the target torsional angular velocity ⁇ ref and the torsional angular velocity ⁇ t, integrates the difference by the integration unit 331 having the gain Kvi, and the integration result is added to the subtraction unit 334.
  • the torsional angular velocity ⁇ t is also input to the proportional unit 332, subjected to proportional processing by the gain Kvp, and subtracted to the subtracting unit 334.
  • the subtraction result in subtraction unit 334 is output as motor current command value Imca1.
  • the speed control unit 330 is not IP control, but PI control, P (proportional) control, PID (proportional integral derivative) control, PI-D control (differential preceding type PID control), model matching control, model reference
  • the motor current command value Imca1 may be calculated by a commonly used control method such as control.
  • the stabilization compensator 340 has a compensation value Cs (transfer function), and calculates a motor current command value Imca2 corresponding to the motor angular velocity ⁇ m. If the gains of the torsion angle FB compensation unit 310 and the speed control unit 330 are increased in order to improve followability and disturbance characteristics, a controllable oscillation phenomenon in a high frequency region occurs. As a countermeasure, a transfer function (Cs) necessary for stabilization with respect to the motor angular velocity ⁇ m is set in the stabilization compensator 340. Thereby, stabilization of the whole EPS control system is realizable.
  • the transfer function (Cs) of the stabilization compensator 340 for example, a primary filter represented by the following equation 3 set by pseudo differentiation and gain using a primary HPF structure is used.
  • K sta is a gain
  • fc is a cut-off frequency
  • s is a Laplace operator.
  • a second-order filter, a fourth-order filter, or the like may be used as the transfer function.
  • the motor current command value Imca1 from the speed controller 330 and the motor current command value Imca2 from the stabilization compensator 340 are added by the adder 362 and output as the motor current command value Imcb.
  • the output limiting unit 350 limits the upper and lower limit values of the motor current command value Imcb and outputs the motor current command value Imc. As shown in FIG. 10, an upper limit value and a lower limit value for the motor current command value are set in advance, and when the input motor current command value Imcb is equal to or higher than the upper limit value, the upper limit value is set. Otherwise, the motor current command value Imcb is output as the motor current command value Imc.
  • the target steering torque generation unit 200 receives the steering angle ⁇ h and the vehicle speed Vs, and generates the target steering torque Tref (step S10).
  • An example of the operation of the target steering torque generator 200 will be described with reference to the flowchart of FIG.
  • the steering angle ⁇ h input to the target steering torque generation unit 200 is input to the basic map unit 210, the differentiation unit 220, and the end contact characteristic correction unit 240, and the vehicle speed Vs is input to the basic map unit 210 and the damper gain unit 230 (step S11). ).
  • the basic map unit 210 generates a torque signal Tref_a corresponding to the steering angle ⁇ h and the vehicle speed Vs using the basic map shown in FIG. 6A or 6B, and outputs the torque signal Tref_a to the adding unit 251 (step S12). ).
  • Differentiating section 220 differentiates the steering angle ⁇ h outputs steering angular velocity [omega] h (step S13), and damper gain unit 230 outputs the damper gain D G corresponding to the vehicle speed Vs by using the damper gain map shown in FIG 7 (step S14), the multiplication unit 250 calculates a torque signal Tref_b by multiplying the steering angular velocity ⁇ h and damper gain D G, and outputs the result to adding section 252 (step S15).
  • the end contact characteristic correction unit 240 obtains a torque signal Tref_c corresponding to the steering angle ⁇ h using the end contact characteristic map shown in FIG. 8A or 8B, and outputs the torque signal Tref_c to the addition unit 252 (step S16). .
  • the torque signal Tref_b and Tref_c are added by the adding unit 252 and the torque signal Tref_a is added to the addition result by the adding unit 251 to calculate the target steering torque Tref (step S17).
  • the target steering torque Tref generated by the target steering torque generation unit 200 is input to the conversion unit 400, and is converted into the target twist angle ⁇ ref by the conversion unit 400 (step S20).
  • the target twist angle ⁇ ref is input to the twist angle control unit 300.
  • the torsion angle control unit 300 inputs the torsion angle ⁇ and the motor angular velocity ⁇ m together with the target torsion angle ⁇ ref, and calculates the motor current command value Imc (step S30).
  • An example of the operation of the twist angle control unit 300 will be described with reference to the flowchart of FIG.
  • the target torsion angle ⁇ ref input to the torsion angle control unit 300 is input to the subtraction unit 361, the torsion angle ⁇ is input to the subtraction unit 361 and the torsion angular velocity calculation unit 320, and the motor angular velocity ⁇ m is input to the stabilization compensation unit 340 (step). S31).
  • the subtraction unit 361 calculates the deviation ⁇ 0 by subtracting the twist angle ⁇ from the target twist angle ⁇ ref (step S32).
  • Deviation [Delta] [theta] 0 is input to the helix angle FB compensation unit 310, the twist angle FB compensation unit 310 compensates the deviation [Delta] [theta] 0 is multiplied by the compensation value C FB on the deviation [Delta] [theta] 0 (step S33), the target torsion angular velocity ⁇ ref Is output to the speed controller 330.
  • the torsional angular velocity calculation unit 320 that has input the torsional angle ⁇ calculates the torsional angular velocity ⁇ t by differential calculation with respect to the torsion angle ⁇ (step S34), and outputs it to the speed control unit 330.
  • the difference between the target torsional angular velocity ⁇ ref and the torsional angular velocity ⁇ t is calculated by the subtracting unit 333, and the difference is integrated (Kvi / s) by the integrating unit 331 and added to the subtracting unit 334 (step S35).
  • the torsional angular velocity ⁇ t is proportionally processed (Kvp) by the proportional unit 332, the proportional result is subtracted and input to the subtractor 334 (step S35), and the motor current command value Imca1 that is the subtraction result of the subtractor 334 is output and added. Input to the unit 362.
  • the stabilization compensator 340 performs stabilization compensation on the input motor angular velocity ⁇ m using the transfer function Cs expressed by Equation 3 (step S36), and the motor current command value Imca2 from the stabilization compensator 340 is obtained. Is input to the adder 362.
  • the addition unit 362 adds the motor current command values Imca1 and Imca2 (step S37), and the motor current command value Imcb as the addition result is input to the output limiting unit 350.
  • the output limiting unit 350 limits the upper and lower limit values of the motor current command value Imcb with preset upper and lower limit values (step S38), and outputs the motor current command value Imc (step S39).
  • the motor is driven based on the motor current command value Imc output from the torsion angle control unit 300, and current control is performed (step S40).
  • FIG. 14 is a conceptual diagram of a diagram showing how the target steering torque Tref changes with respect to the steering angle ⁇ h when steering to the vicinity of the left and right end pads.
  • the damper gain D G to be zero, in the vehicle speed Vs is constant, the characteristics of the basic map torque signal Tref_a magnitude of the steering angle [theta] h
  • FIG. 14 is substantially a diagram of a linear basic map and end contact characteristic map.
  • the torsion angle corresponding to the target steering torque Tref can be realized by the control of the torsion angle control unit 300, the target steering torque until the end contact is changed as shown in FIG. 14 by the function of the end contact characteristic correction unit 240. It can be seen that the end pad can be suppressed.
  • a fixed end contact characteristic map is used regardless of the vehicle speed Vs.
  • the threshold ⁇ th is changed according to the vehicle speed Vs, so that vehicle slip due to excessive cutting at high speeds can be suppressed.
  • FIG. 15 shows a configuration example (second embodiment) of the target steering torque generation unit in the case where the above function is realized.
  • the end contact characteristic correction unit 540 in the target steering torque generation unit 500 has a steering angle ⁇ h.
  • the vehicle speed Vs is input, and a characteristic map as shown in FIG. 16A is used as the end contact characteristic map. That is, when the vehicle speed Vs is low, the torque signal Tref_c corresponding to the magnitude
  • the change mode (curve degree and inclination) is the same except that the threshold value is different between the low speed and the high speed, but the change mode may be changed depending on the vehicle speed Vs.
  • a map may be configured according to the positive and negative steering angle ⁇ h. In this case, the steering angle ⁇ h is positive. The mode of change may be changed between the case and the negative case.
  • the steering angular speed may be used, and the threshold ⁇ th may be reduced as the steering angular speed increases. Moreover, you may change a threshold value or the aspect of a change using vehicle speed Vs and steering angular velocity.
  • the steering angular speed ⁇ h calculated by the differentiation unit 220 may be used.
  • the torque signal Tref_c output from the end contact characteristic correction unit 540 is regarded as a gain, and the gain is multiplied by the torque signal Tref_a output from the basic map unit 210.
  • a steering torque generator can also be configured.
  • a configuration example (third embodiment) is shown in FIG.
  • the torque signal Tref_a output from the basic map unit 210 and the torque signal (gain) Tref_c output from the end contact characteristic correction unit 640 are multiplied by the multiplication unit 253.
  • the torque signal Tref_b from the multiplication unit 250 is added to the multiplication result by the addition unit 254, and the addition result becomes the target steering torque Tref.
  • the characteristics of the end contact characteristic map in the end contact characteristic correction unit 640 are compared with the characteristics of the end contact characteristic map in the target steering torque generation unit 500 shown in FIG. The characteristic is such that 1 offset is superimposed.
  • the target steering torque generation unit 200 in the first embodiment can also be realized with a configuration as shown in FIG. Further, although the torque signal Tref_c is multiplied by the torque signal Tref_a, the torque signal Tref_b from the multiplication unit 250 may be multiplied and the torque signal Tref_a may be added to the multiplication result.
  • the end contact characteristic correction unit 240 Although it is possible to suppress the end contact by the end contact characteristic correction unit 240, when steering to the vicinity of the end contact, the end contact suppression is applied, and thus a rebound event may occur. In this case, the driver may feel uneasy. In order to improve the rebound event, a function of performing phase advance compensation is added to the output from the end contact characteristic correction unit 240 to reduce the rebound.
  • FIG. 19 shows a configuration example (fourth embodiment) of the target steering torque generator when the present embodiment is equipped with this function.
  • the target steering torque generation unit 700 in the fourth embodiment has a bounce reduction phase advance compensation in the subsequent stage of the end contact characteristic correction unit 240.
  • a portion 245 is provided.
  • the torque signal Tref_c output from the end contact characteristic correction unit 240 is input to the bounce reduction phase advance compensation unit 245, the bounce reduction phase advance compensation unit 245 outputs the torque signal Tref_cc, and the torque signal Tref_cc is input to the addition unit 252.
  • the rebound reduction phase advance compensation unit 245 includes a first-order phase compensation filter expressed by the following formula 4, and sets the phase advance by setting the cutoff frequency of the numerator to a value smaller than the cutoff frequency of the denominator. .
  • the rebound reduction phase advance compensation unit 245 performs phase advance compensation on the input torque signal Tref_c using the phase compensation filter expressed by the above equation 4, and calculates the torque signal Tref_cc.
  • the torque signal Tref_c is zero as shown in FIG. 8, and therefore the torque signal Tref_cc output from the bounce reduction phase advance compensation unit 245 is also zero. Phase lead compensation will not work.
  • phase compensation filter may be not the first order but the second order or more. If phase advance compensation is realized, phase lead compensation may be performed by PD (proportional derivative) control or the like.
  • the threshold value ⁇ th is set to 180 deg in the end contact characteristic correction unit 240, and the steering wheel ⁇ h is increased to 180 deg after about 0.35 sec by adding a manual input torque 6 Nm to the steering wheel.
  • the setting of the primary phase compensation filter in the bounce reduction phase advance compensation unit 245 is such that the numerator cutoff frequency is 5 Hz and the denominator cutoff frequency is 30 Hz, and there is phase advance compensation by the bounce reduction phase advance compensation unit 245. If not, perform simulation.
  • FIG. 20A shows the result when there is no phase advance compensation
  • FIG. 20B shows the result when there is phase advance compensation
  • the horizontal axis indicates time [sec]
  • the vertical axis indicates the steering angle ⁇ h [deg].
  • the steering angle ⁇ h bounces back about 0.4 sec and returns largely, and thereafter it responds in a vibrational manner.
  • the bounce width is about 25 deg.
  • the angle of rebound is reduced and vibration is moderately reduced as compared with the case without phase advance compensation.
  • the bounce width is greatly reduced to about 8 deg, and the bounce is improved. Thereby, the driver can drive safely without making the driver uneasy.
  • the characteristics of the bounce reduction phase advance compensation unit 245 in the fourth embodiment may be changed according to the vehicle speed Vs as in the end contact characteristic correction unit 540 in the second embodiment, and the vehicle speed Vs. Instead, the characteristics may be changed according to the rudder angular velocity. Further, the characteristics may be changed according to the vehicle speed Vs and the steering angular speed. For example, when the vehicle speed or the steering angular speed is high, Tn is increased or Td is decreased so that the responsiveness is increased. Thereby, more appropriate rebound reduction can be realized.
  • the bounce reduction phase advance compensation unit can be provided for the second and third embodiments to achieve bounce reduction.
  • a bounce reduction phase advance compensation unit is provided after the end contact characteristic correction unit 640, and the torque signal Tref_c from the end contact characteristic correction unit 240 is input to the bounce reduction phase advance compensation unit.
  • the torque signal Tref_cc output from the bounce reduction phase advance compensation unit 245 is input to the multiplication unit 253.
  • the target steering torque generation unit 200 in the first embodiment includes a basic map unit 210, a damper calculation unit (a damper gain unit 230 and a multiplication unit 250), and an end contact characteristic correction unit 240, but specializes only in end contact suppression.
  • a configuration including only the end contact characteristic correction unit 240 may be used.
  • a rebound reduction phase advance compensation unit 245 is added to reduce the rebound, and the end contact characteristic correction unit 240 and the rebound are performed. Only the reduced phase advance compensation unit 245 may be provided.
  • FIG. 21 shows a configuration example (fifth embodiment) of the target steering torque generation unit in this case.
  • FIG. 21A is a configuration example including only the end contact characteristic correction unit 240, and FIG.
  • 21B is a configuration example including only the end contact characteristic correction unit 240 and the bounce reduction phase advance compensation unit 245.
  • the target steering torque generation unit 800A outputs the torque signal Tref_c output from the end contact characteristic correction unit 240 as the target steering torque Tref.
  • the target steering torque generator 800B outputs the torque signal Tref_cc output from the bounce reduction phase advance compensator 245 as the target steering torque Tref.
  • the target steering torque generation unit may be configured by adding the basic map unit 210 or the damper calculation unit to the configuration of FIGS.
  • a current command value (hereinafter referred to as “assist current command value”) calculated based on the steering torque in the conventional EPS is added to the motor current command value Imc output from the torsion angle control unit in the first to fifth embodiments.
  • the current command value Iref1 output from the current command value calculation unit 31 shown in FIG. 2 or the current command value Iref2 obtained by adding the compensation signal CM to the current command value Iref1 may be added.
  • FIG. 22 shows a configuration example (sixth embodiment) in which the above contents are applied to the first embodiment.
  • the assist control unit 150 includes a current command value calculation unit 31, or a current command value calculation unit 31, a compensation signal generation unit 34, and an addition unit 32A.
  • the assist current command value Iac output from the assist control unit 150 (corresponding to the current command value Iref1 or Iref2 in FIG. 2) and the motor current command value Imc output from the torsion angle control unit 300 are added by the adding unit 160.
  • the current command value Ic which is the addition result, is input to the current limiting unit 170, and the motor is driven based on the current command value Icm whose maximum current is limited, and current control is performed.
  • the phase compensation unit 260 for performing phase compensation is inserted before or after the basic map unit 210. May be. That is, the configuration of the region R surrounded by the broken line in FIGS. 5, 15, 17 and 19 may be configured as shown in FIG. 23 (A) or (B).
  • phase lead compensation is set as phase compensation. For example, when performing phase lead compensation with a primary filter with a numerator cutoff frequency of 1.0 Hz and a denominator cutoff frequency of 1.3 Hz, it has been refreshed. Feel can be realized.
  • the target steering torque generation unit is not limited to the above-described configuration as long as the configuration is based on the steering angle.
  • the stabilization compensator may be omitted.
  • the output restriction unit can also be omitted.
  • the present invention is applied to a column type EPS, but the present invention is not limited to an upstream type such as a column type, and can also be applied to a downstream type EPS such as a rack and pinion.
  • the feedback control based on the target torsion angle is applicable to a steer-by-wire (SBW) reaction force device including at least a torsion bar (arbitrary spring constant) and a torsion angle detection sensor.
  • SBW steer-by-wire
  • FIG. 24 is a diagram showing a configuration example of the SBW system in correspondence with the general configuration of the electric power steering apparatus shown in FIG.
  • symbol is attached
  • the SBW system is a system that does not have an intermediate shaft that is mechanically coupled to the column shaft 2 by the universal joint 4a, and transmits the operation of the handle 1 to the steering mechanism including the steered wheels 8L and 8R by an electric signal.
  • the SBW system includes a reaction force device 60 and a drive device 70, and a control unit (ECU) 50 controls both devices.
  • the reaction force device 60 detects the steering angle ⁇ h by the rudder angle sensor 14 and simultaneously transmits the motion state of the vehicle transmitted from the steered wheels 8L and 8R to the driver as a reaction force torque.
  • the reaction force torque is generated by the reaction force motor 61.
  • the SBW system to which the present invention is applied is a type having a torsion bar, and the torque sensor 10 detects the steering torque Ts.
  • the angle sensor 74 detects the motor angle ⁇ m of the reaction force motor 61.
  • the driving device 70 drives the driving motor 71 in accordance with the steering of the handle 1 by the driver, applies the driving force to the pinion rack mechanism 5 through the gear 72, and operates it through the tie rods 6a and 6b.
  • Steering wheels 8L and 8R are steered.
  • An angle sensor 73 is disposed in the vicinity of the pinion rack mechanism 5, and detects the turning angle ⁇ t of the steered wheels 8L and 8R.
  • the ECU 50 is based on the vehicle speed Vs from the vehicle speed sensor 12 in addition to information such as the steering angle ⁇ h and the turning angle ⁇ t output from both devices.
  • a voltage control command value Vref1 for driving and controlling the reaction force motor 61 and a voltage control command value Vref2 for driving and controlling the driving motor 71 are generated.
  • FIG. 25 is a block diagram showing the configuration of the seventh embodiment.
  • control on the twist angle ⁇ hereinafter referred to as “twist angle control”
  • control on the turning angle ⁇ t hereinafter referred to as “steering angle control”
  • Control is performed by angle control
  • the drive device is controlled by turning angle control.
  • the drive device may be controlled by other control methods.
  • the torsion angle ⁇ follows the target torsion angle ⁇ ref calculated through the target steering torque generation unit 200 and the conversion unit 400 using the steering angle ⁇ h and the like by the same configuration and operation as in the first embodiment. Control to do.
  • the motor angle ⁇ m is detected by the angle sensor 74, and the motor angular velocity ⁇ m is calculated by differentiating the motor angle ⁇ m by the angular velocity calculation unit 951.
  • the turning angle ⁇ t is detected by the angle sensor 73. Further, in the first embodiment, a detailed description is not given as processing in the EPS steering system / vehicle system 100, but the current control unit 130 includes the subtraction unit 32B, the PI control unit 35, and the PWM control shown in FIG.
  • the reaction force motor 61 is driven to perform current control.
  • the target turning angle generation unit 910 generates a target turning angle ⁇ tref based on the steering angle ⁇ h, and the target turning angle ⁇ tref is input to the turning angle control unit 920 together with the turning angle ⁇ t.
  • the turning angle control unit 920 calculates a motor current command value Imct such that the turning angle ⁇ t becomes the target turning angle ⁇ tref. Then, based on the motor current command value Imct and the current value Imd of the driving motor 71 detected by the motor current detector 940, the current control unit 930 has the same configuration and operation as the current control unit 130, so that the driving motor 71 is driven and current control is performed.
  • FIG. 26 shows a configuration example of the target turning angle generation unit 910.
  • the target turning angle generation unit 910 includes a limiting unit 931, a rate limiting unit 932, and a correction unit 933.
  • the limiting unit 931 limits the upper and lower limit values of the steering angle ⁇ h and outputs the steering angle ⁇ h1. Similar to the output limiting unit 350 in the torsion angle control unit 300, an upper limit value and a lower limit value for the steering angle ⁇ h are set in advance and limited.
  • the rate limiting unit 932 sets a limit value for the amount of change in the steering angle ⁇ h1 to limit the amount of change in the steering angle ⁇ h2 and outputs the steering angle ⁇ h2 in order to avoid a sudden change in the steering angle. For example, when the difference from the steering angle ⁇ h1 of the previous sample is the amount of change, and the absolute value of the amount of change is larger than a predetermined value (limit value), the steering angle is set so that the absolute value of the amount of change becomes the limit value. ⁇ h1 is added or subtracted and output as the steering angle ⁇ h2, and if it is equal to or less than the limit value, the steering angle ⁇ h1 is output as it is as the steering angle ⁇ h2. Note that instead of setting a limit value for the absolute value of the change amount, an upper limit value and a lower limit value may be set for the change amount to limit the change amount. You may make it limit with respect to a rate.
  • the correction unit 933 corrects the steering angle ⁇ h2 and outputs the target turning angle ⁇ tref.
  • of the steering angle ⁇ h2 is used to make the target turning from the steering angle ⁇ h2.
  • the angle ⁇ tref is obtained.
  • the target turning angle ⁇ tref may be obtained simply by multiplying the steering angle ⁇ h2 by a predetermined gain.
  • FIG. 9 A configuration example of the turning angle control unit 920 is shown in FIG.
  • the turning angle control unit 920 has the same configuration as that of the configuration example of the torsion angle control unit 300 shown in FIG. 9 except for the stabilization compensation unit 340 and the addition unit 362.
  • the target twist angle ⁇ ref and the twist angle ⁇ instead of the target twist angle ⁇ ref and the twist angle ⁇ , the target turning angle ⁇ tref and the turning angle ⁇ t are input, the turning angle feedback (FB) compensation unit 921, the turning angular velocity calculation unit 922, the speed control unit 923, and the output limit.
  • FB turning angle feedback
  • the unit 926 and the subtraction unit 927 perform the same operation with the same configuration as the torsion angle FB compensation unit 310, the torsion angular velocity calculation unit 320, the speed control unit 330, the output limiting unit 350, and the subtraction unit 361, respectively.
  • the angle sensor 73 detects the turning angle ⁇ t
  • the angle sensor 74 detects the motor angle ⁇ m (step S110)
  • the turning angle ⁇ t is the turning angle control unit 920
  • the motor angle ⁇ m is the angular velocity.
  • the angular velocity calculation unit 951 calculates the motor angular velocity ⁇ m by differentiating the motor angle ⁇ m, and outputs it to the torsion angle control unit 300 (step S120).
  • the target steering torque generation unit 200 performs the same operation as steps S10 to S40 shown in FIG. 11, drives the reaction force motor 61, and performs current control (steps S130 to S160).
  • the target turning angle generation unit 910 inputs the steering angle ⁇ h, and the steering angle ⁇ h is input to the restriction unit 931.
  • the limiting unit 931 limits the upper and lower limit values of the steering angle ⁇ h based on preset upper and lower limit values (step S170), and outputs the upper limit value to the rate limiting unit 932 as the steering angle ⁇ h1.
  • the rate limiting unit 932 limits the amount of change in the steering angle ⁇ h1 with a preset limit value (step S180), and outputs it to the correction unit 933 as the steering angle ⁇ h2.
  • the correction unit 933 corrects the steering angle ⁇ h2 to obtain the target turning angle ⁇ tref (step S190), and outputs it to the turning angle control unit 920.
  • the turning angle control unit 920 that has input the turning angle ⁇ t and the target turning angle ⁇ tref calculates the deviation ⁇ t 0 by subtracting the turning angle ⁇ t from the target turning angle ⁇ tref by the subtracting unit 927 (step). S200).
  • Deviation Derutashitati 0 may be inputted to the steering angle FB compensation unit 921, the turning angle FB compensation unit 921 compensates the deviation Derutashitati 0 by multiplying the compensation value to the deviation ⁇ t 0 (step S210), the target turning angular velocity ⁇ tref is output to the speed controller 923.
  • the turning angular velocity calculation unit 922 receives the turning angle ⁇ t, calculates the turning angular velocity ⁇ tt by differential calculation with respect to the turning angle ⁇ t (step S220), and outputs it to the speed control unit 923.
  • the speed control unit 923 calculates the motor current command value Imcta by the IP control similarly to the speed control unit 330 (step S230), and outputs it to the output limiting unit 926.
  • the output limiting unit 926 limits the upper and lower limit values of the motor current command value Imcta with preset upper and lower limit values (step S240), and outputs the motor current command value Imct (step S250).
  • the motor current command value Imct is input to the current control unit 930, and the current control unit 930 is based on the motor current command value Imct and the current value Imd of the drive motor 71 detected by the motor current detector 940. 71 is driven and current control is performed (step S260).
  • the speed control unit 923 in the turning angle control unit 920 is not the IP control, but the PI control, P control, PID control, PI-D, similarly to the speed control unit 330 in the torsion angle control unit 300. It is only necessary to use any one of P, I, and D controls, and the tracking control in the turning angle control unit 920 and the torsion angle control unit 300 is generally used.
  • the control structure may be used.
  • the turning angle control unit 920 is used in a vehicle device as long as the actual angle (here, the turning angle ⁇ t) follows the target angle (here, the turning angle ⁇ tref). For example, a control configuration used in an industrial positioning device, an industrial robot, or the like may be applied.
  • the reaction force device 60 and the drive device 70 are controlled by one ECU 50, but the ECU for the reaction force device 60 and the ECU for the drive device 70 are respectively set. It may be provided. In this case, the ECUs transmit and receive data by communication.
  • the SBW system shown in FIG. 24 does not have a mechanical coupling between the reaction force device 60 and the driving device 70. However, when an abnormality occurs in the system, the column shaft 2 and the steering mechanism are connected to a clutch or the like.
  • the present invention can also be applied to an SBW system including a mechanical torque transmission mechanism that is mechanically coupled with each other. In such an SBW system, when the system is normal, the clutch is turned off and mechanical torque transmission is released, and when the system is abnormal, the clutch is turned on to enable mechanical torque transmission.
  • the torsion angle control unit 300 in the first to seventh embodiments and the assist control unit 150 in the sixth embodiment directly calculate the motor current command value Imc and the assist current command value Iac. Before calculating them, the motor torque (target torque) to be output may be calculated first, and then the motor current command value and the assist current command value may be calculated. In this case, in order to obtain the motor current command value and the assist current command value from the motor torque, a generally used relationship between the motor current and the motor torque is used.
  • the main object of the present invention is a means for realizing a target steering torque for realizing end contact characteristics, and the means for realizing the followability of the steering torque with respect to the target steering torque is related to the conversion unit and the torsion angle control unit. It does not have to be limited.

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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

La présente invention vise à procurer un dispositif de direction de véhicule apte à produire facilement un couple de direction équivalent à un angle de direction, ou analogue, sans être affecté par l'état d'une surface de route et sans être influencé par un changement des caractéristiques mécaniques d'un système de commande de direction du fait du vieillissement. A cet effet, l'invention porte sur un appareil de direction pour un véhicule réalisant une commande d'assistance d'un système de direction, lequel appareil comprend : une unité de génération de couple de direction cible qui génère un couple de direction cible; une unité de conversion qui convertit le couple de direction cible en un angle de torsion cible; et une unité de commande d'angle de torsion qui calcule une valeur de commande de courant de moteur qui amène l'angle de torsion à suivre l'angle de torsion cible, l'unité de génération de couple de direction cible comprenant une unité de correction de caractéristiques de correspondance d'extrémité de telle sorte que le premier signal de couple devant être délivré en sortie joue le rôle de force de réaction de direction quand la grandeur de l'angle de direction dépasse un seuil prédéterminé établi à proximité de l'extrémité de la crémaillère, délivrant le premier signal de couple à titre de couple de direction cible, et commandant l'actionnement du moteur sur la base d'une valeur de commande de courant de moteur.
PCT/JP2019/011672 2018-04-06 2019-03-20 Dispositif de direction de véhicule WO2019193976A1 (fr)

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JP6881701B1 (ja) * 2019-11-26 2021-06-02 日本精工株式会社 転舵制御装置
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EP3974289A1 (fr) * 2020-09-24 2022-03-30 Jtekt Corporation Dispositif de commande de direction
CN114572300A (zh) * 2020-12-01 2022-06-03 现代摩比斯株式会社 控制电动助力转向系统转向的装置和方法
CN114761307A (zh) * 2020-10-21 2022-07-15 日本精工株式会社 控制装置以及电动助力转向装置
JP2023519048A (ja) * 2021-03-02 2023-05-10 本田技研工業株式会社 車両の操舵装置
WO2023095407A1 (fr) * 2021-11-26 2023-06-01 日立Astemo株式会社 Dispositif de commande, son procédé de commande et dispositif de direction assistée électrique
JP7371597B2 (ja) 2020-09-28 2023-10-31 日本精工株式会社 車両用操向システムの制御装置
JP7373122B2 (ja) 2020-09-15 2023-11-02 日本精工株式会社 車両用操向システムの制御装置
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JP6881702B1 (ja) * 2019-11-26 2021-06-02 日本精工株式会社 転舵制御装置
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WO2021106438A1 (fr) * 2019-11-26 2021-06-03 日本精工株式会社 Dispositif de commande de direction
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JP6881701B1 (ja) * 2019-11-26 2021-06-02 日本精工株式会社 転舵制御装置
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CN114761307A (zh) * 2020-10-21 2022-07-15 日本精工株式会社 控制装置以及电动助力转向装置
CN114572300B (zh) * 2020-12-01 2023-08-22 现代摩比斯株式会社 控制电动助力转向系统转向的装置和方法
CN114572300A (zh) * 2020-12-01 2022-06-03 现代摩比斯株式会社 控制电动助力转向系统转向的装置和方法
JP7361209B2 (ja) 2021-03-02 2023-10-13 本田技研工業株式会社 車両の操舵装置
JP2023519048A (ja) * 2021-03-02 2023-05-10 本田技研工業株式会社 車両の操舵装置
WO2023095407A1 (fr) * 2021-11-26 2023-06-01 日立Astemo株式会社 Dispositif de commande, son procédé de commande et dispositif de direction assistée électrique

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