WO2020213285A1 - Appareil de direction de véhicule - Google Patents

Appareil de direction de véhicule Download PDF

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Publication number
WO2020213285A1
WO2020213285A1 PCT/JP2020/009588 JP2020009588W WO2020213285A1 WO 2020213285 A1 WO2020213285 A1 WO 2020213285A1 JP 2020009588 W JP2020009588 W JP 2020009588W WO 2020213285 A1 WO2020213285 A1 WO 2020213285A1
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WIPO (PCT)
Prior art keywords
unit
steering
command value
current command
angle
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PCT/JP2020/009588
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English (en)
Japanese (ja)
Inventor
貴弘 椿
堅吏 森
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日本精工株式会社
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Publication of WO2020213285A1 publication Critical patent/WO2020213285A1/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
    • 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
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P23/00—Arrangements or methods for the control of AC motors characterised by a control method other than vector control
    • H02P23/04—Arrangements or methods for the control of AC motors characterised by a control method other than vector control specially adapted for damping motor oscillations, e.g. for reducing hunting
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
    • H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
    • H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters
    • H02P27/08—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters with pulse width modulation
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P29/00—Arrangements for regulating or controlling electric motors, appropriate for both AC and DC motors
    • H02P29/40—Regulating or controlling the amount of current drawn or delivered by the motor for controlling the mechanical load

Definitions

  • the present invention relates to a high-performance steering device for vehicles that realizes a desired steering torque based on a torsion angle of a torsion bar or the like, is not affected by the condition of the road surface, and is not affected by changes in mechanical characteristics over time.
  • the electric power steering device which is one of the steering devices for vehicles, applies an assist force (steering assist force) to the steering system of the vehicle by the rotational force of the motor, and uses the power supplied from the inverter.
  • the driving force of the controlled motor is applied to the steering shaft or rack shaft as an assist force by a transmission mechanism including a reduction mechanism.
  • feedback control of the motor current is performed in order to accurately generate an assist force.
  • the feedback control adjusts the motor applied voltage so that the difference between the steering assist command value (current command value) and the motor current detection value becomes small, and the adjustment of the motor applied voltage is generally PWM (pulse width). Modulation) Control duty is adjusted.
  • the column shaft (steering shaft, handle shaft) 2 of the handle 1 has a reduction mechanism 3, universal joints 4a and 4b, a pinion rack mechanism 5, and a tie rod 6a. It is further connected to the steering wheels 8L and 8R via the hub units 7a and 7b via 6b. Further, the column shaft 2 having the torsion bar is provided with a torque sensor 10 for detecting the steering torque Ts of the steering wheel 1 and a steering angle sensor 14 for detecting the steering angle ⁇ h, and is a motor that assists the steering force of the steering wheel 1. 20 is connected to the column shaft 2 via the reduction mechanism 3.
  • Electric power is supplied from the battery 13 to the control unit (ECU) 30 that controls the electric power steering device, and an ignition key signal is input via the ignition key 11.
  • the control unit 30 calculates the current command value of the assist (steering assistance) 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.
  • a CAN (Controller Area Network) 40 that exchanges various vehicle information is connected to the control unit 30, and the vehicle speed Vs can also be received from the CAN 40. Further, a non-CAN 41 that transmits / receives communications other than CAN 40, analog / digital signals, radio waves, and the like can also be connected to the control unit 30.
  • the control unit 30 is mainly composed of a CPU (including an MCU, an MPU, etc.), and FIG. 2 shows a general function executed by a program inside the CPU.
  • the steering torque Ts detected by the torque sensor 10 and the vehicle speed Vs detected by the vehicle speed sensor 12 are the current command value calculation unit. It is input to 31.
  • the current command value calculation unit 31 calculates the current command value Iref1, which is the control target value of the current supplied to the motor 20, by using the assist map or the like based on the input steering torque Ts and vehicle speed Vs.
  • Ireffm-Im Ireffm-Im
  • Vref proportional integration
  • the compensation signal CM from the compensation signal generation unit 34 is added to the addition unit 32A, and the characteristic compensation of the steering system system is performed by adding the compensation signal CM to improve the astringency, inertial characteristics, and the like. ..
  • the compensation signal generation unit 34 adds the self-aligning torque (SAT) 343 and the inertia 342 by the addition unit 344, further adds the convergence 341 to the addition result by the addition unit 345, and compensates the addition result of the addition unit 345. It is a signal CM.
  • the steering torque applied manually by the driver is detected by the torque sensor as the torsion torque of the torsion bar, and the assist current mainly according to the torque is detected.
  • the motor current is controlled as.
  • the steering torque may differ depending on the steering angle due to the difference in the road surface condition (for example, inclination).
  • the steering torque may also be affected by variations in the motor output characteristics due to aging.
  • Patent Document 1 an electric power steering device as shown in Japanese Patent No. 5208894 (Patent Document 1) has been proposed.
  • the steering angle or the steering torque determined based on the relationship between the steering angle or the steering torque and the response amount in order to give an appropriate steering torque based on the tactile characteristics of the driver.
  • the target value of steering torque is set based on the relationship (steering reaction force characteristic map).
  • the steering reaction force characteristic map must be obtained in advance, and control is performed based on the deviation between the target value of the steering torque and the detected steering torque. Therefore, there is a possibility that the influence on the steering torque remains.
  • fluctuations in the transmission efficiency of the deceleration mechanism and pinion rack mechanism in the steering system, fluctuations in the contact resistance (friction) between the tire and the road surface, etc. cannot be sufficiently suppressed by the assist command, and these fluctuations can be suppressed on the steering wheel.
  • the driver may feel it as a fluctuation in steering torque (torque ripple).
  • the present invention has been made based on the above circumstances, and an object of the present invention is not affected by the condition of the road surface, not affected by changes in the mechanical characteristics of the steering steering system over time, and with respect to the steering angle and the like. It is an object of the present invention to provide a steering device for a vehicle capable of easily achieving the same steering torque. Furthermore, the torque ripple is reduced.
  • the present invention relates to a vehicle steering device that includes at least a torsion bar having an arbitrary spring constant and a sensor that detects the twist angle of the torsion bar, and assists and controls the steering system by driving and controlling the motor.
  • the above object is provided with a twist angle control unit that calculates a motor current command value that causes the twist angle to follow the target twist angle, and the twist angle control unit measures the deviation between the target twist angle and the twist angle.
  • a twist angle feedback compensator that calculates the target twist angle speed, a twist angle speed calculation unit that calculates the twist angle speed from the twist angle, and a speed control that calculates a basic motor current command value based on the target twist angle speed and the twist angle speed.
  • a unit and a torque ripple countermeasure compensation unit for calculating the first compensation motor current command value by filtering the twist angle are provided, and the basic motor current command value is compensated by the first compensation motor current command value. This is achieved by calculating the motor current command value and driving and controlling the motor based on the motor current command value.
  • the twist angle control unit further includes a stabilization compensation unit that sets a transmission function with respect to the motor angular speed to calculate a second compensation motor current command value, and the basic motor current. By compensating the command value with the first compensating motor current command value and the second compensating motor current command value to calculate the motor current command value, or by the twist angle control unit of the motor current command value. By further providing an output limiting unit that limits the upper and lower limit values, or by using a target steering torque generating unit that generates a target steering torque and the target steering torque, the target torsion angle used by the twist angle control unit.
  • the target steering torque generation unit uses a basic map unit that obtains a first torque signal from the steering angle using a basic map, and a damper gain map that is sensitive to vehicle speed.
  • a damper calculation unit that obtains a second torque signal based on angular velocity information, and a hysteresis correction unit that obtains a third torque signal having hysteresis characteristics using the steering state and the steering angle are provided, and the first torque signal,
  • the target steering torque generation unit further includes a phase compensation unit that performs phase compensation in the front stage or the rear stage of the basic map unit, and the steering angle and the vehicle speed are provided via the basic map unit and the phase compensation unit. It is achieved more effectively by obtaining the first torque signal.
  • the torsional angle operates so as to follow the target torsional angle, which is desired.
  • Steering torque can be realized and appropriate steering torque can be given based on the driver's steering sensation.
  • the torque ripple countermeasure compensation unit can reduce the torque ripple generated during steering.
  • ECU control unit
  • the present invention is a vehicle steering device for achieving the same steering torque with respect to the steering angle and the like without being affected by the condition of the road surface, and the torsion angle of the torsion bar and the like is set to a value according to the steering angle and the like.
  • the desired steering torque is realized by controlling so as to follow.
  • FIG. 3 is a diagram showing an installation example of the EPS steering system and various sensors, and the column shaft 2 is provided with a torsion bar 2A.
  • the road surface reaction force Fr and the 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 with the torsion bar 2A in between, and a lower angle sensor is provided on the steering wheel side of the column shaft 2 with the torsion bar 2A in between. 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 on the upper part of the column shaft 2, and from the deviations of the steering wheel angle ⁇ 1 and the column angle ⁇ 2 , the torsion bar torsion angle ⁇ and torsion bar torque are determined by the following equations 1 and 2. Tt can be calculated. Kt is the spring constant of the torsion bar 2A.
  • the torsion bar torque Tt can also be detected using, for example, a torque sensor disclosed in Japanese Patent Application Laid-Open No. 2008-216172.
  • the torsion bar torque Tt is also treated as the steering torque Ts.
  • FIG. 4 is a block diagram showing a configuration example (first embodiment) of the present invention, in which the driver's steering wheel steering is assist-controlled by a motor in the EPS steering system / vehicle system 100.
  • the vehicle speed Vs and the right-turning or left-turning steering state STs output from the right-turning / left-turning determination unit 110 are input to the target steering torque generating unit 120 that outputs the target steering torque Tref. To torque.
  • the target steering torque Tref is converted into a target torsion angle ⁇ ref by the conversion unit 130, and the target torsion angle ⁇ ref is input to the torsion angle control unit 140 together with the torsion angle ⁇ of the torsion bar 2A and the motor angular velocity ⁇ m.
  • the twist angle control unit 140 calculates a motor current command value Imc such that the twist angle ⁇ becomes a target twist angle ⁇ ref, and the motor of the EPS is driven by the motor current command value Imcc.
  • the right-turn / left-turn determination unit 110 determines whether the steering is right-turn or left-turn based on the motor angular velocity ⁇ m, and outputs the determination result as the steering state STs. That is, when the motor angular velocity ⁇ m is a positive value, it is determined as “right turn”, and when it is a negative value, it is determined as “left turn”.
  • the steering angle [theta] h may be used an angular velocity that is calculated by performing the speed calculation with respect to the handle angle theta 1 or column angle theta 2.
  • FIG. 5 shows a configuration example of the target steering torque generation unit 120
  • the target steering torque generation unit 120 includes the basic map unit 121, the differentiation unit 122, the damper gain unit 123, the hysteresis correction unit 124, the multiplication unit 125, and the addition unit 126.
  • the steering angle ⁇ h is input to the basic map unit 121, the differential unit 122, and the hysteresis correction unit 124, and the steering state STs output from the right / left turn determination unit 110 are input to the hysteresis correction unit 124. ..
  • the basic map unit 121 has a basic map, and uses the basic map to output a torque signal (first torque signal) Tref_a having the vehicle speed Vs as a parameter as shown in FIG. That is, the magnitude of the torque signal Tref_a increases as the magnitude (absolute value)
  • the code from the code unit 121A that calculates the code (+1, -1) of the steering angle ⁇ h is multiplied by the magnitude of the torque signal Tref_a by the multiplication unit 121B, and the torque signal Tref_a is output.
  • first torque signal first torque signal
  • the map is configured by the magnitude
  • the differentiation unit 122 differentiates the steering angle ⁇ h to calculate the steering angle velocity ⁇ h, which is the angular velocity information, and the steering angle velocity ⁇ h is input to the multiplication unit 125.
  • Damper gain unit 123 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 125 is input to the adder 127 as the torque signal (the second torque signal) Tref_b.
  • Damper gain D G using the damper gain map of vehicle speed sensitive type having the damper gain unit 123 is determined according to the vehicle speed Vs.
  • the damper gain map has a characteristic that it gradually increases as the vehicle speed Vs increases, as shown in FIG. 7, for example.
  • the damper gain map may be variable according to the steering angle ⁇ h.
  • the damper gain unit 123 and the multiplication unit 125 constitute a damper calculation unit.
  • the hysteresis correction unit 124 calculates the torque signal (third torque signal) Tref_c according to the following equation 3 based on the steering angle ⁇ h and the steering state STs.
  • x ⁇ h
  • y Tref_c
  • a> 1 c>
  • a hys is the hysteresis width.
  • the above number 4 can be derived by substituting x1 for x and y1 for y R and y L in the above number 3.
  • any positive number larger than 1 can be used as "a”.
  • the numbers 3 and 4 become the following numbers 5 and 6.
  • FIG. 8 shows an example of a diagram of the torque signal Tref_c. That is, the torque signal Tref_c from the hysteresis correction unit 124 has a hysteresis characteristic such as the origin of 0 ⁇ L1 (thin line) ⁇ L2 (broken line) ⁇ L3 (thick line).
  • a hys which is a coefficient representing the output width of the hysteresis characteristic
  • c which is a coefficient representing roundness
  • the torque signals Tref_a, Tref_b and Tref_c are added by the addition units 126 and 127, and the addition result is output as the target steering torque Tref.
  • the steering angular velocity ⁇ h is obtained by a 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, the differential operation and the LPF processing may be performed by the high-pass filter (HPF) and the gain. Further, the steering angular velocity ⁇ h is calculated by performing differential calculation and LPF processing on the steering wheel angle ⁇ 1 detected by the upper angle sensor or the column angle ⁇ 2 detected by the lower angle sensor instead of the steering angle ⁇ h. Is also good.
  • the motor angular velocity ⁇ m may be used as the angular velocity information instead of the steering angular velocity ⁇ h, and in this case, the differential unit 122 becomes unnecessary.
  • the conversion unit 130 has a characteristic of -1 / Kt in which the sign of the reciprocal of the spring constant Kt of the torsion bar 2A is inverted, and converts the target steering torque Tref into the target twist angle ⁇ ref.
  • the twist angle control unit 140 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 showing a configuration example of the torsion angle control unit 140, wherein the torsion angle control unit 140 includes a torsion angle feedback (FB) compensation unit 141, a torsion angular velocity calculation unit 142, a speed control unit 150, and a torque ripple countermeasure compensation unit. 143, stabilization compensation unit 144, output limiting unit 145, subtraction units 146 and 147, and addition unit 148 are provided, and the target twist angle ⁇ ref output from the conversion unit 130 is additionally input to the subtraction unit 146 and has a twist angle.
  • ⁇ is subtracted and input to the subtraction unit 146, is input to the torsion angular velocity calculation unit 142 and the torque ripple countermeasure compensation unit 143, and the motor angular velocity ⁇ m is input to the stabilization compensation unit
  • the twist angle FB compensation unit 141 multiplies the compensation value C FB (transfer function) by the deviation ⁇ 0 of the target twist angle ⁇ ref calculated by the subtraction unit 146 and the twist angle ⁇ , and the twist angle ⁇ ref is multiplied by the target twist angle ⁇ ref. Outputs the target torsional velocity ⁇ ref that is followed by.
  • 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 velocity ⁇ ref is input to the speed control unit 150.
  • the twist angle FB compensating unit 141 and the speed control unit 150 make it possible to make the twist angle ⁇ follow the target twist angle ⁇ ref and realize a desired steering torque.
  • the torsion angular velocity calculation unit 142 calculates the torsion angular velocity ⁇ t by a differential calculation with respect to the torsion angle ⁇ , and the torsion angular velocity ⁇ t is input to the speed control unit 150.
  • a differential operation pseudo-differentiation by HPF and gain may be performed.
  • the torsion angular velocity ⁇ t may be calculated from another means or other than the torsion angle ⁇ and input to the velocity control unit 150.
  • the speed control unit 150 calculates the motor current command value (basic motor current command value) Imca0 so that the torsion angular velocity ⁇ t follows the target torsional velocity ⁇ ref by IP control (proportional leading PI control).
  • the subtraction unit 153 calculates the difference ( ⁇ ref- ⁇ t) between the target torsional velocity ⁇ ref and the torsional angular velocity ⁇ t, integrates the difference with the integration unit 151 having a gain Kvi, and the integration result is additionally input to the subtraction unit 154.
  • the torsion angular velocity ⁇ t is also input to the proportional unit 152, is subjected to proportional processing by the gain Kbp, and is subtracted and input to the subtraction unit 154.
  • the subtraction result in the subtraction unit 154 is output as the motor current command value Imca0.
  • the speed control unit 150 is not an IP control, but a PI control, a P (proportional) control, a PID (proportional integral differential) control, a PI-D control (differential leading PID control), a model matching control, and a model reference.
  • the motor current command value Imca0 may be calculated by a commonly used control method such as control.
  • the torque ripple countermeasure compensation unit 143 filters the twist angle ⁇ and calculates the motor current command value (first compensation motor current command value) Imca1. By subtracting the motor current command value Imca1 from the motor current command value Imca0 by the subtraction unit 147, the motor current command value is compensated and the torque ripple is reduced. Fluctuations in steering torque (torque ripple) due to fluctuations in transmission efficiency of the steering mechanism and fluctuations in contact resistance between the tire and the road surface appear in the torsion angle ⁇ . Therefore, the torque ripple can be reduced by applying an appropriate filter process to the torsion angle ⁇ and compensating the motor current command value in the direction in which the torsion angle ⁇ becomes smaller. As the filter, a first-order filter having a transfer function C trq represented by the following equation 7 is used.
  • K trq is a gain
  • Tn and Td are time constants, which are preset.
  • s is the Laplace operator.
  • the order of the filter may be second or higher.
  • the stabilization compensation unit 144 has a compensation value Cs (transfer function), and calculates the motor current command value (second compensation motor current command value) Imca2 from the motor angular velocity ⁇ m. If the gains of the torsion angle FB compensation unit 141 and the speed control unit 150 are increased in order to improve the followability and the disturbance characteristics, a high-frequency controlled oscillation phenomenon occurs. As a countermeasure, the transfer function (Cs) required for stabilizing the motor angular velocity ⁇ m is set in the stabilization compensation unit 144. As a result, it is possible to realize stabilization of the entire EPS control system.
  • the transfer function (Cs) of the stabilization compensation unit 144 for example, a first-order filter represented by the following equation 8 set by pseudo-differentiation and gain using the structure of the first-order HPF is used.
  • K sta is a gain
  • fc is a cutoff frequency, and for example, 150 [Hz] is set as fc.
  • a second-order filter, a fourth-order filter, or the like may be used as the transfer function.
  • the motor current command value Imca and the motor current command value Imca2 calculated by subtracting the motor current command value Imca1 from the motor current command value Imca0 by the subtraction unit 147 are added by the adder unit 148 and output as the motor current command value Imccb. To.
  • the output limiting unit 145 limits the upper and lower limits of the motor current command value Imccb and outputs the motor current command value Imcc.
  • the upper limit value and the lower limit value with respect to the motor current command value are set in advance, and when the input motor current command value Imccb is equal to or more than the upper limit value, the upper limit value is set, and when it is less than the lower limit value, the lower limit value In other cases, the motor current command value Imccb is output as the motor current command value Imcc.
  • the right-turn / left-turn determination unit 110 inputs the motor angular velocity ⁇ m, determines whether the steering is right-turn or left-turn based on the sign of the motor angular velocity ⁇ m, and sets the determination result as the steering state STs. Output to the target steering torque generation unit 120 (step S10).
  • the target steering torque generation unit 120 inputs the steering angle ⁇ h and the vehicle speed Vs together with the steering state STs, and generates the target steering torque Tref (step S20). An operation example of the target steering torque generation unit 120 will be described with reference to the flowchart of FIG.
  • the steering angle ⁇ h input to the target steering torque generation unit 120 is in the basic map unit 121, the differential unit 122 and the hysteresis correction unit 124, the steering state STs is in the hysteresis correction unit 124, and the vehicle speed Vs is in the basic map unit 121 and the damper gain unit 123. Is input to each (step S21).
  • the basic map unit 121 generates a torque signal Tref_a corresponding to the steering angle ⁇ h and the vehicle speed Vs using the basic map shown in FIG. 6 and outputs the torque signal Tref_a to the addition unit 126 (step S22).
  • Differentiating section 122 differentiates the steering angle ⁇ h outputs steering angular velocity [omega] h (step S23), damper gain unit 123 outputs the damper gain D G corresponding to the vehicle speed Vs by using the damper gain map shown in FIG 7 (step S24), the multiplication unit 125 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 127 (step S25).
  • the hysteresis correction unit 124 performs hysteresis correction by switching the operations according to the equations 5 and 6 with respect to the steering angle ⁇ h according to the steering state STs (step S26), generates a torque signal Tref_c, and causes the addition unit 127. Output (step S27).
  • the hysteresis widths A hys , c, x1 and y1 in the equations 5 and 6 are set and held in advance, b and b'are calculated in advance from the equation 6 and b and b'are replaced with x1 and y1. You may try to hold.
  • the torque signals Tref_b and Tref_c are added by the addition unit 127, and the torque signal Tref_a is further added to the addition result by the addition unit 126, and the target steering torque Tref is calculated (step S28).
  • the target steering torque Tref generated by the target steering torque generation unit 120 is input to the conversion unit 130, and is converted into the target twist angle ⁇ ref by the conversion unit 130 (step S30).
  • the target twist angle ⁇ ref is input to the twist angle control unit 140.
  • the twist angle control unit 140 inputs the twist angle ⁇ and the motor angular velocity ⁇ m together with the target twist angle ⁇ ref, and calculates the motor current command value Imc (step S40). An operation example of the twist angle control unit 140 will be described with reference to the flowchart of FIG.
  • the target torsion angle ⁇ ref input to the torsion angle control unit 140 is in the subtraction unit 146, the torsion angle ⁇ is in the subtraction unit 146, the torsional velocity calculation unit 142 and the torque ripple countermeasure compensation unit 143, and the motor angular velocity ⁇ m is in the stabilization compensation unit 144.
  • Each is input (step S41).
  • the deviation ⁇ 0 is calculated by subtracting the twist angle ⁇ from the target twist angle ⁇ ref (step S42).
  • Deviation [Delta] [theta] 0 is input to the helix angle FB compensation unit 141, the twist angle FB compensation unit 141 compensates for the deviation [Delta] [theta] 0 is multiplied by the compensation value C FB on the deviation [Delta] [theta] 0 (step S43), the target torsion angular velocity ⁇ ref Is output to the speed control unit 150.
  • the torsion angular velocity calculation unit 142 that has input the torsion angle ⁇ calculates the torsion angular velocity ⁇ t by a differential calculation with respect to the torsion angle ⁇ (step S44), and outputs it to the speed control unit 150.
  • the difference between the target torsional velocity ⁇ ref and the torsional angular velocity ⁇ t is calculated by the subtraction unit 153, and the difference is integrated (Kvi / s) by the integration unit 151 and additionally input to the subtraction unit 154 (step S45).
  • the torsion angular velocity ⁇ t is proportionally processed (Kvp) by the proportional unit 152, the proportional result is subtracted and input to the subtraction unit 154 (step S45), and the motor current command value Imca0 which is the subtraction result of the subtraction unit 154 is sent to the subtraction unit 147. Addition is input.
  • the torque ripple countermeasure compensation unit 143 filters the input twist angle ⁇ with a filter having the transfer function C trq represented by the equation 7 to calculate the motor current command value Imca1 (step S46), and calculates the motor current command value Imca1.
  • the command value Imca1 is subtracted and input to the subtracting unit 147.
  • the motor current command value Imca1 is subtracted from the motor current command value Imca0 (step S47), and the motor current command value Imca, which is the subtraction result, is input to the addition unit 148.
  • the stabilization compensation unit 144 performs stabilization compensation on the input motor angular velocity ⁇ m using the transfer function Cs represented by Equation 8 (step S48), and the motor current command value Imca2 from the stabilization compensation unit 144. Is input to the addition unit 148.
  • the addition unit 148 adds the motor current command values Imca and Imca2 (step S49), and the motor current command value Imccb, which is the addition result, is input to the output limiting unit 145.
  • the output limiting unit 145 limits the upper and lower limit values of the motor current command value Imccb by the preset upper limit value and lower limit value (step S50), and outputs the motor current command value Imcc (step S51).
  • the motor is driven based on the motor current command value Imcc output from the torsion angle control unit 140, and current control is performed (step S60).
  • FIG. 14 a transfer function having a frequency characteristic as shown in FIG. 14 was used as the transfer function C trq of the filter included in the torque ripple countermeasure compensation unit 143.
  • the horizontal axis is the frequency [Hz]
  • the vertical axis is the gain [dB] in FIG. 14 (A)
  • the phase [deg] in FIG. 14 (B) is the amplitude (gain).
  • FIG. 14B shows the phase characteristics.
  • a torque having an amplitude of 3 Nm and a frequency of 20 Hz as shown in FIG. 15 is generated as a disturbance torque on the column shaft, and the torque ripple countermeasure compensation unit is used.
  • the state of occurrence of steering torque (torsion bar torque) with and without compensation was investigated.
  • the horizontal axis is time [sec] and the vertical axis is torque [Nm].
  • FIG. 16A shows a simulation result of steering torque generated when there is no compensation by the torque ripple countermeasure compensation unit
  • FIG. 16B shows a simulation of steering torque generated when compensation is provided by the torque ripple countermeasure compensation unit.
  • the horizontal axis is time [sec]
  • the vertical axis is torque [Nm]. Comparing FIGS. 16A and 16B, it can be seen that the amplitude of the steering torque is smaller in FIG. 16B, and the steering torque can be reduced. Therefore, it can be seen that the pulsation (torque ripple) of the steering torque generated when a disturbance is applied can be reduced by performing compensation by the torque ripple countermeasure compensation unit.
  • the current command value calculated based on the steering torque in the conventional EPS (hereinafter referred to as "assist current command value") is added.
  • 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. 17 shows a configuration example (second embodiment) to which the above contents are applied to the first embodiment.
  • the assist control unit 200 includes a current command value calculation unit 31, 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 200 (corresponding to the current command value Iref1 or Iref2 in FIG. 2) and the motor current command value Imc output from the twist angle control unit 140 are added by the addition unit 260.
  • the current command value Ic which is the result of addition, is input to the current limiting unit 270, and the motor is driven based on the current command value Icm in which the maximum current is limited, and current control is performed.
  • the current command value for suppressing the steering wheel vibration may be added to the motor current command value Imcc.
  • the target steering torque generation unit 120 in the first and second embodiments when cost and processing time are important, at least one of the basic map unit 121, the damper calculation unit and the hysteresis correction unit 124 is left. , Others may be omitted.
  • the addition unit 126 can also be omitted.
  • the damper calculation unit is omitted, the differentiation unit 122 and the addition unit 127 can also be omitted.
  • the hysteresis correction unit 124 is omitted right cut / left
  • the cut determination unit 110 and the addition unit 127 can also be omitted.
  • phase compensation unit 128 that performs phase compensation may be inserted in the front stage or the rear stage of the basic map unit 121. That is, the configuration of the region R surrounded by the broken line in FIG. 5 may be configured as shown in FIGS. 18A or 18B.
  • the target steering torque generating unit is not limited to the above configuration as long as it has a configuration based on the steering angle.
  • the stabilization compensation unit may be omitted.
  • the output limiting unit can also be omitted.
  • the present invention is applied to the column type EPS in FIGS. 1 and 3, the present invention is not limited to the upstream type such as the column type, but can also be applied to the downstream type EPS such as the rack and pinion. Further, by performing feedback control based on the target torsion angle, it can be applied to a steering bar (SBW) reaction force device having at least a torsion bar (arbitrary spring constant) and a sensor for detecting the torsion angle.
  • SBW steering bar
  • An embodiment (third embodiment) when the present invention is applied to an SBW reaction force device provided with a torsion bar will be described.
  • FIG. 19 is a diagram showing a configuration example of the SBW system corresponding to a general configuration of the electric power steering device shown in FIG.
  • the same components are designated by the same reference numerals, and detailed description thereof will be omitted.
  • the SBW system is a system that does not have an intermediate shaft that is mechanically coupled to the column shaft 2 by a universal joint 4a, and transmits the operation of the steering wheel 1 to a steering mechanism consisting of steering wheels 8L, 8R, etc. 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 steering angle sensor 14, and at the same time, transmits the motion state of the vehicle transmitted from the steering wheels 8L and 8R to the driver as 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 that has a torsion bar, and the torque sensor 10 detects the steering torque Ts. To do. Further, the angle sensor 74 detects the motor angle ⁇ m of the reaction force motor 61.
  • the drive device 70 drives the drive motor 71 in accordance with the steering of the steering wheel 1 by the driver, applies the driving force to the pinion rack mechanism 5 via the gear 72, and operates the pinion rack mechanism 5 via the tie rods 6a and 6b. Steer the facing wheels 8L and 8R.
  • An angle sensor 73 is arranged in the vicinity of the pinion rack mechanism 5 to detect the steering angle ⁇ t of the steering wheels 8L and 8R.
  • the ECU 50 In order to coordinately control the reaction force device 60 and the drive device 70, the ECU 50 adds information such as the steering angle ⁇ h and the steering angle ⁇ t output from both devices, and based on the vehicle speed Vs from the vehicle speed sensor 12 and the like.
  • the voltage control command value Vref1 that drives and controls the reaction force motor 61 and the voltage control command value Vref2 that drives and controls the drive motor 71 are generated.
  • FIG. 20 is a block diagram showing the configuration of the third embodiment.
  • the reaction force device is twisted by controlling the twist angle ⁇ (hereinafter referred to as “twist angle control”) and controlling the steering angle ⁇ t (hereinafter referred to as “turning angle control”). It is controlled by angle control, and the drive unit is controlled by steering angle control.
  • the drive device may be controlled by another control method.
  • the torsion angle ⁇ follows the target torsion angle ⁇ ref calculated through the target steering torque generating unit 120 and the conversion unit 130 using the steering angle ⁇ h and the like by the same configuration and operation as in the first embodiment. Control to do so.
  • 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 steering angle ⁇ t is detected by the angle sensor 73.
  • the current control unit 160 includes the subtraction unit 32B, the PI control unit 35, and the PWM control shown in FIG.
  • the target steering angle generation unit 910 In the steering angle control, the target steering angle generation unit 910 generates a target steering angle ⁇ tref based on the steering angle ⁇ h, and the target steering angle ⁇ tref is input to the steering angle control unit 920 together with the steering angle ⁇ t.
  • the steering angle control unit 920 calculates the motor current command value Imct so that the steering angle ⁇ t becomes the target steering angle ⁇ tref. Then, 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, the current control unit 930 has the same configuration and operation as the current control unit 160, and the drive motor has the same configuration and operation.
  • the 71 is driven to control the current.
  • FIG. 21 shows a configuration example of the target steering angle generation unit 910.
  • the target steering 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 limits of the steering angle ⁇ h and outputs the steering angle ⁇ h1. Similar to the output limiting unit 145 in the twist angle control unit 140, the upper limit value and the lower limit value for the steering angle ⁇ h are set in advance to limit the steering angle.
  • the rate limiting unit 932 sets and limits the amount of change in the steering angle ⁇ h1 in order to avoid a sudden change in the steering angle, and outputs the steering angle ⁇ h2. For example, the difference from the steering angle ⁇ h1 one sample before is used as the change amount, and when the absolute value of the change amount is larger than a predetermined value (limit value), the steering angle is set so that the absolute value of the change amount 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.
  • an upper limit value and a lower limit value may be set for the amount of change to limit the amount of change. You may want to limit the rate.
  • the correction unit 933 corrects the steering angle ⁇ h2 and outputs the target steering angle ⁇ tref. For example, using a map that defines the characteristics of the target steering angle ⁇ tref with respect to the magnitude
  • FIG. 22 shows a configuration example of the steering angle control unit 920.
  • the steering angle control unit 920 has the same configuration as the configuration example of the torsion angle control unit 140 shown in FIG. 9 except for the torque ripple countermeasure compensation unit 143, the stabilization compensation unit 144, the subtraction unit 147, and the addition unit 148.
  • the target torsion angle ⁇ ref and the torsion angle ⁇ instead of the target torsion angle ⁇ ref and the torsion angle ⁇ , the target steering angle ⁇ tref and the steering angle ⁇ t are input, and the steering angle feedback (FB) compensation unit 921, the steering angular velocity calculation unit 922, and the speed control unit are input.
  • FB steering angle feedback
  • the 923, the output limiting unit 926, and the subtracting unit 927 perform the same operations with the same configurations as the twist angle FB compensation unit 141, the torsion angular velocity calculation unit 142, the speed control unit 150, the output limiting unit 145, and the subtraction unit 146, respectively.
  • the angle sensor 73 detects the steering angle ⁇ t
  • the angle sensor 74 detects the motor angle ⁇ m (step S110)
  • the steering angle ⁇ t is the steering angle control unit 920
  • the motor angle ⁇ m is the angular velocity.
  • the angular velocity calculation unit 951 differentiates the motor angle ⁇ m to calculate the motor angular velocity ⁇ m, and outputs the motor angular velocity to the right / left turn determination unit 110 and the torsion angle control unit 140 (step S120).
  • the target steering torque generation unit 120 executes the same operation as in steps S10 to S60 shown in FIG. 11, drives the reaction force motor 61, and executes current control (steps S130 to S170).
  • the target steering angle generation unit 910 inputs the steering angle ⁇ h, and the steering angle ⁇ h is input to the limiting unit 931.
  • the limiting unit 931 limits the upper and lower limit values of the steering angle ⁇ h by preset upper and lower limit values (step S180), and outputs the steering angle ⁇ h1 to the rate limiting unit 932.
  • the rate limiting unit 932 limits the amount of change in the steering angle ⁇ h1 by a preset limit value (step S190), and outputs the steering angle ⁇ h2 to the correction unit 933.
  • the correction unit 933 corrects the steering angle ⁇ h2 to obtain the target steering angle ⁇ tref (step S200), and outputs the steering angle ⁇ h2 to the steering angle control unit 920.
  • the steering angle control unit 920 which has input the steering angle ⁇ t and the target steering angle ⁇ tref, calculates the deviation ⁇ t 0 by subtracting the steering angle ⁇ t from the target steering angle ⁇ tref by the subtracting unit 927 (step). S210). Deviation Derutashitati 0 is input to the turning 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 S220), the target turning angular velocity The ⁇ tref is output to the speed control unit 923.
  • the steering angular velocity calculation unit 922 inputs the steering angle ⁇ t, calculates the steering angular velocity ⁇ tt by a differential calculation with respect to the steering angle ⁇ t (step S230), and outputs the steering angular velocity ⁇ tt to the speed control unit 923.
  • the speed control unit 923 calculates the motor current command value Imcta by IP control in the same manner as the speed control unit 150 (step S240), and outputs the motor current command value 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 by the preset upper limit value and lower limit value (step S250), and outputs the motor current command value Imct as the motor current command value Imct (step S260).
  • 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 S270).
  • the speed control unit 923 in the steering angle control unit 920 is not the IP control but the PI control, the P control, the PID control, and the PI-D, like the speed control unit 150 in the twist angle control unit 140. Control and the like are feasible, and any of P, I, and D controls may be used, and follow-up control by the steering angle control unit 920 and the twist angle control unit 140 is generally used.
  • the control structure may be used.
  • one ECU 50 controls the reaction force device 60 and the drive device 70, but the ECU for the reaction force device 60 and the ECU for the drive device 70 are used, respectively. It may be provided. In this case, the ECUs transmit and receive data by communication.
  • the SBW system shown in FIG. 19 does not have a mechanical coupling between the reaction force device 60 and the drive device 70, but when an abnormality occurs in the system, the column shaft 2 and the steering mechanism are clutched or the like.
  • the present invention is also applicable to SBW systems provided with a mechanical torque transmission mechanism that mechanically couples with. In such an SBW system, when the system is normal, the clutch is turned off to open the mechanical torque transmission, and when the system is abnormal, the clutch is turned on to enable the mechanical torque transmission.
  • the twist angle control unit 140 in the first to third embodiments and the assist control unit 200 in the second 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, the generally used relationship between the motor current and the motor torque is used.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (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)
  • Control Of Electric Motors In General (AREA)
  • Control Of Ac Motors In General (AREA)

Abstract

Le problème selon la présente invention consiste à fournir un appareil de direction de véhicule qui permet d'atteindre facilement un couple de direction équivalent à un angle de direction ou similaire indépendamment de l'état d'une surface de route et sans être affecté par des changements des propriétés mécaniques d'un système de direction du fait du vieillissement, et à obtenir une ondulation de couple réduite. La solution selon la présente invention porte sur un appareil de direction de véhicule qui réalise une commande d'assistance pour un système de direction et comprend une unité de commande d'angle de torsion qui calcule une valeur d'instruction de courant de moteur de sorte qu'un angle de torsion suive un angle de torsion cible. L'unité de commande d'angle de torsion comprend : une unité de compensation de rétroaction d'angle de torsion qui calcule une vitesse angulaire de torsion cible à partir de l'écart entre l'angle de torsion cible et l'angle de torsion ; une unité de calcul de vitesse angulaire de torsion qui calcule une vitesse angulaire de torsion à partir de l'angle de torsion ; une unité de commande de vitesse qui calcule une valeur d'instruction de courant de moteur de base sur la base de la vitesse angulaire de torsion cible et de la vitesse angulaire de torsion ; et une unité de compensation de contre-mesure d'ondulation de couple qui réalise un traitement de filtration sur l'angle de torsion pour calculer une première valeur d'instruction de courant de moteur de compensation. La valeur d'instruction de courant de moteur est calculée par compensation de la valeur d'instruction de courant de moteur de base avec la première valeur d'instruction de courant de moteur de compensation.
PCT/JP2020/009588 2019-04-15 2020-03-06 Appareil de direction de véhicule WO2020213285A1 (fr)

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WO2023209940A1 (fr) * 2022-04-28 2023-11-02 株式会社ジェイテクト Dispositif de commande de direction et procédé de commande de direction

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JP2011025829A (ja) * 2009-07-27 2011-02-10 Hitachi Automotive Systems Ltd パワーステアリング装置
JP2011131629A (ja) * 2009-12-22 2011-07-07 Jtekt Corp 電動パワーステアリング装置
WO2016027663A1 (fr) * 2014-08-22 2016-02-25 日本精工株式会社 Dispositif de direction à assistance électrique
WO2018084190A1 (fr) * 2016-11-07 2018-05-11 日本精工株式会社 Appareil de direction à assistance électrique
WO2018168891A1 (fr) * 2017-03-16 2018-09-20 日本精工株式会社 Dispositif de direction assistée électrique

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JP5188376B2 (ja) 2008-12-04 2013-04-24 三菱電機株式会社 電動パワーステアリング制御装置
US10507866B2 (en) 2015-05-11 2019-12-17 Thyssenkrupp Presta Ag Electric power steering system with ripple compensation
US11364948B2 (en) 2017-03-27 2022-06-21 Mitsubishi Electric Cornoration Electric power steering device

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Publication number Priority date Publication date Assignee Title
JP2011025829A (ja) * 2009-07-27 2011-02-10 Hitachi Automotive Systems Ltd パワーステアリング装置
JP2011131629A (ja) * 2009-12-22 2011-07-07 Jtekt Corp 電動パワーステアリング装置
WO2016027663A1 (fr) * 2014-08-22 2016-02-25 日本精工株式会社 Dispositif de direction à assistance électrique
WO2018084190A1 (fr) * 2016-11-07 2018-05-11 日本精工株式会社 Appareil de direction à assistance électrique
WO2018168891A1 (fr) * 2017-03-16 2018-09-20 日本精工株式会社 Dispositif de direction assistée électrique

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