WO2020213287A1 - Dispositif de commande pour dispositif de direction de véhicule - Google Patents

Dispositif de commande pour dispositif de direction de véhicule Download PDF

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Publication number
WO2020213287A1
WO2020213287A1 PCT/JP2020/009592 JP2020009592W WO2020213287A1 WO 2020213287 A1 WO2020213287 A1 WO 2020213287A1 JP 2020009592 W JP2020009592 W JP 2020009592W WO 2020213287 A1 WO2020213287 A1 WO 2020213287A1
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WIPO (PCT)
Prior art keywords
steering
steering angle
target
angle
unit
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PCT/JP2020/009592
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English (en)
Japanese (ja)
Inventor
貴弘 椿
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日本精工株式会社
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Publication of WO2020213287A1 publication Critical patent/WO2020213287A1/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

Definitions

  • the present invention relates to a control device for a steering system for a vehicle such as a steer-by-wire (SBW) system in which a steering mechanism and a steering mechanism are mechanically separated, and particularly provides information such as a steering angle that is electrically transmitted. It relates to a control device of a steering system for a vehicle which controls a steering mechanism by using the steering mechanism.
  • SBW steer-by-wire
  • the steering mechanism having a steering wheel operated by the driver and the steering mechanism for steering the steering wheel are mechanically separated.
  • SBW steering by wire
  • the operation of the steering wheel is transmitted to the steering mechanism by an electric signal, and a steering reaction force is generated in the steering mechanism to give the driver an appropriate steering feeling.
  • SBW system that gives an appropriate steering feeling for example, there is a steering device for a vehicle disclosed in Japanese Patent Application Laid-Open No. 2006-298223 (Patent Document 1).
  • the drive current of the steering motor provided in the steering mechanism and the steering wheel are provided in order to appropriately inform the driver of the contact state even when the steering wheel comes into contact with a curb or the like. It is determined whether or not to regulate the driver's steering operation with respect to the steering wheel based on the steering speed of. By making such a judgment, even if the deviation between the actual position of the steering shaft and the target position becomes large due to the response delay of the position control of the steering motor when the steering operation is executed rapidly, the steering is performed. Is not unintentionally regulated.
  • the SBW system it is necessary to accurately convey the steering wheel operation by the driver to the steering mechanism, but it is also necessary to prevent the vehicle from becoming unstable due to the unintended movement of the steering wheel by the driver.
  • the steering wheel vibrates due to disturbance, such as when a pebble or white line is stepped on while the vehicle is running, or when brake judder or shimmy occurs, slight fluctuations (slight fluctuations) in the steering angle of the steering wheel change. It affects the steering angle of the steering mechanism.
  • the steering angle is usually used as information on steering wheel operation
  • the target steering angle which is the target value of the steering angle of the steering wheel, is determined based on the steering angle
  • the actual steering angle is set to the target steering angle.
  • the steering angle is controlled so that the steering angle follows. Therefore, the influence of slight fluctuations in the steering angle is directly reflected in the target steering angle, and as a result, the vehicle shakes as unpleasant vibration by controlling the steering angle in response to slight fluctuations in the steering wheel. It may end up. In addition, the vehicle may respond sensitively due to the slight steering of the steering wheel, and it is necessary to suppress such behavior of the vehicle.
  • the steering position (corresponding to the steering angle) is calculated from the rotation angle of the steering motor, and the target value of the steering position (corresponding to the target steering angle) is calculated based on the vehicle speed and the steering angle.
  • the present invention has been made based on the above circumstances, and an object of the present invention is for a vehicle for realizing appropriate steering without the vehicle reacting sensitively to slight fluctuations such as steering angle.
  • the purpose is to provide a control device for a steering system.
  • the present invention relates to a control device for a steering system for a vehicle that controls a steering mechanism using electrically transmitted steering information
  • the above object of the present invention is a target steering angle generator that generates a target steering angle.
  • a steering angle control unit that calculates a motor current command value that follows the steering angle detected by the steering mechanism with respect to the target steering angle, and the target steering angle generation unit.
  • the steering is provided with a micro-variation correction unit that generates the target steering angle from the steering information, and the micro-variation correction unit makes a correction for reducing the fluctuation of the target steering angle with respect to the micro-variation of the steering information. This is achieved by generating the target steering angle by performing on the information and controlling the steering mechanism based on the motor current command value.
  • the object of the present invention is that the correction performed by the fine fluctuation correction unit is a correction for subtracting a signal having a hysteresis characteristic calculated according to the steering information from the steering information, or the target.
  • the steering angle generating unit further includes a limiting unit that limits the upper and lower limits of the steering information, or the target steering angle generating unit provides a rate limiting unit that limits the amount of change in the steering information. It is achieved more effectively by further equipping it.
  • the control device of the steering system for a vehicle of the present invention in the generation of the target steering angle, the fluctuation of the target steering angle with respect to the slight fluctuation of the steering information such as the steering angle is corrected so as to be small. It is possible to realize an appropriate steering without the vehicle reacting sensitively to slight fluctuations in steering information.
  • a control device that controls a steering mechanism
  • a target steering angle is generated based on steering information in order to suppress a sensitive reaction of a vehicle due to slight fluctuations in steering information such as steering angle.
  • a correction is made so that the fluctuation of the target steering angle with respect to the slight fluctuation of the steering information becomes small (hereinafter referred to as "slight fluctuation correction"), and the steering angle is made to follow the corrected target steering angle.
  • the motor current command value which is a command for the steering motor, is calculated by control.
  • hysteresis signal a signal having a hysteresis characteristic
  • the hysteresis signal is subtracted from the steering information to set the target steering angle. ..
  • FIG. 1 is a diagram showing a configuration example of the SBW system.
  • the SBW system includes a reaction force device 40 that constitutes a steering mechanism having a steering wheel 1 operated by a driver, a steering device 30 that constitutes a steering mechanism that steers a steering wheel, and a control device 50 that controls both devices. To be equipped.
  • the SBW system does not have an intermediate shaft that is mechanically coupled to the column shaft (steering shaft, steering wheel shaft) 2 provided in a general electric power steering device, and the driver operates the steering wheel 1 by an electric signal.
  • the steering angle ⁇ h which is the steering information output from the reaction force device 40, is transmitted as an electric signal.
  • the steering device 30 includes a steering motor 31, a gear 32 for reducing the rotational speed of the steering motor 31, and a pinion rack mechanism 34 for converting rotational motion into linear motion, in accordance with a change in steering angle ⁇ h.
  • the steering motor 31 is driven, the driving force is applied to the pinion rack mechanism 34 via the gear 32, and the steering wheels 5L and 5R are steered via the tie rods 3a and 3b.
  • An angle sensor 33 is arranged in the vicinity of the pinion rack mechanism 34, and detects the steering angle ⁇ t of the steering wheels 5L and 5R. As the steering angle ⁇ t, the motor angle of the steering motor 31, the position of the rack, or the like may be used.
  • the reaction force device 40 includes a reaction force motor 41 and a reduction mechanism 42 that reduces the rotational speed of the reaction force motor 41, and the reaction force motor 41 generates the motion state of the vehicle transmitted from the steering wheels 5L and 5R. It is transmitted to the driver as a reaction force torque.
  • the reaction force device 40 further includes a steering angle sensor 43 and a torque sensor 44 provided on the column shaft 2 having a torsion bar (not shown), and has a steering angle ⁇ h and a steering torque Ts (or a torsion angle of the torsion bar) of the handle 1. ⁇ ) is detected respectively.
  • the control device 50 adds information such as the steering angle ⁇ h and the steering angle ⁇ t output from both devices, and the vehicle speed Vs detected by the vehicle speed sensor 10. Based on the above, a voltage control command value Vref1 for driving and controlling the reaction force motor 41 and a voltage control command value Vref2 for driving and controlling the steering motor 31 are generated. Power is supplied from the battery 12 to the control device 50, and an ignition key signal is input via the ignition key 11. Further, a CAN (Controller Area Network) 20 for exchanging various information of the vehicle is connected to the control device 50, and the vehicle speed Vs can be received from the CAN 20. Further, the control device 50 can also be connected to a non-CAN21 that transmits / receives communications other than the CAN20, analog / digital signals, radio waves, and the like.
  • a CAN Controller Area Network
  • the control device 50 has a CPU (including an MCU, an MPU, etc.), and the cooperative control of the reaction force device 40 and the steering device 30 is mainly executed by a program inside the CPU.
  • FIG. 2 shows a configuration example for performing the control.
  • the reaction force device 40 includes a reaction force motor 41, a PWM (pulse width modulation) control unit 920, an inverter 930, and a motor current detector 940, and a steering motor 31, an angle sensor 33, and a PWM control unit.
  • the steering device 30 includes 420, an inverter 430, and a motor current detector 440, and other components are realized by the control device 50. Note that some or all of the components of the control device 50 may be realized by hardware.
  • control device 50 may be equipped with a RAM (random access memory), a ROM (read-only memory), or the like in order to store data, a program, or the like. Further, the control device 50 may include a PWM control unit 920, an inverter 930, a motor current detector 940, a PWM control unit 420, an inverter 430, and a motor current detector 440.
  • a RAM random access memory
  • ROM read-only memory
  • the control device 50 may include a PWM control unit 920, an inverter 930, a motor current detector 940, a PWM control unit 420, an inverter 430, and a motor current detector 440.
  • the control device 50 has a configuration for controlling the steering device 30 (hereinafter referred to as “steering control”) and a configuration for controlling the reaction force device 40 (hereinafter referred to as “reaction control”). , Each configuration cooperates to control the reaction force device 40 and the steering device 30.
  • the steering control is performed by the steering angular velocity calculation unit 310, the right turn / left turn determination unit 320, the target steering angle generation unit 100, the steering angle control unit 200, the current control unit 300, and the subtraction unit 410.
  • the right-turn / left-turn determination unit 320 determines the steering state (right-turn / left-turn) based on the steering angular velocity ⁇ h calculated from the steering angle ⁇ h by the steering angular velocity calculation unit 310.
  • the target steering angle ⁇ tref is generated by the target steering angle generation unit 100 based on the determination result and the steering angle ⁇ h.
  • the current control unit 300 obtains the voltage control command value Vref2 based on the above.
  • the steering motor 31 is driven and controlled via the PWM control unit 420 and the inverter 430 based on the voltage control command value Vref2.
  • the steering angular velocity calculation unit 310 calculates the steering angular velocity ⁇ h by a differential calculation with respect to the steering angle ⁇ h.
  • a differential operation pseudo-differentiation by a high-pass filter (HPF) and gain may be performed, or may be calculated by another means.
  • HPF high-pass filter
  • the right-turn / left-turn determination unit 320 determines whether steering is right-turn or left-turn based on the steering angular velocity ⁇ h, and outputs the determination result as the steering state STs. That is, when the steering angular velocity ⁇ h is a positive value, it is determined to be “right turn”, and when it is a negative value, it is determined to be “left turn”.
  • the steering angular velocity ⁇ h an angular velocity calculated by performing speed calculation on the steering angle ⁇ t, the rotation angle of the steering motor 31, and the like may be used. In this case, the steering angular velocity calculation unit 310 will calculate the angular velocity.
  • FIG. 3 shows a configuration example of the target steering angle generation unit 100.
  • the target steering angle generation unit 100 includes a limiting unit 110, a rate limiting unit 120, and a minute fluctuation correction unit 130.
  • the limiting unit 110 limits the upper and lower limits of the steering angle ⁇ h and outputs the steering angle ⁇ h1.
  • the output of an abnormal value is suppressed when the steering angle ⁇ h becomes an abnormal value due to the influence of RAM data garbled due to a hardware error or communication abnormality.
  • the upper limit value and the lower limit value for the steering angle are set in advance, and when the input steering angle ⁇ h 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 is set.
  • the steering angle ⁇ h is output as the steering angle ⁇ h1.
  • the limiting unit 110 can be omitted when the steering angle does not become an abnormal value or when the output of an abnormal value is suppressed by other means.
  • the rate limiting unit 120 changes the steering angle ⁇ h1 in order to prevent a sudden change in the steering angle when a very sudden steering is performed or when the steering angle becomes an abnormal value as described above.
  • a limit value is set for the above, the limit is applied, and the steering angle ⁇ h2 is output.
  • 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. Further, the rate limiting unit 120 can be omitted when the steering angle does not change suddenly or when the sudden change is avoided by other means.
  • the minute fluctuation correction unit 130 inputs the steering angle ⁇ h2 and the steering state STs, and calculates the target steering angle ⁇ tref by performing the minute fluctuation correction on the steering angle ⁇ h2. Specifically, the hysteresis signal Shy corresponding to the steering angle ⁇ h2 is calculated, and the hysteresis signal Shy is subtracted from the steering angle ⁇ h2 to correct the slight fluctuation.
  • FIG. 5 is a block diagram showing a configuration example of the minute fluctuation correction unit 130, in which the steering angle ⁇ h2 is additionally input to the subtraction unit 132 and input to the hysteresis calculation unit 131, and the hysteresis signal Shy is input to the hysteresis calculation unit 131. It is calculated.
  • the hysteresis calculation unit 131 calculates the hysteresis signal Shy according to the following equation 1 based on the steering angle ⁇ h2 and the steering state STs.
  • a> 1 c> 0, and
  • a hys is the hysteresis width.
  • the above number 2 can be derived by substituting x1 for x and y1 for y R and y L in the above number 1.
  • any positive number larger than 1 can be used as "a”.
  • the numbers 1 and 2 become the following numbers 3 and 4.
  • FIG. 6 shows an example of a diagram of the hysteresis signal Shy. That is, the hysteresis signal Shy from the hysteresis calculation unit 131 has a hysteresis characteristic such as the origin of 0 ⁇ L1 (thin line) ⁇ L2 (broken line) ⁇ L3 (thick line).
  • the target steering angle ⁇ tref is calculated by subtracting the hysteresis signal Shy calculated by the hysteresis calculation unit 131 from the steering angle ⁇ h2 by the subtraction unit 132.
  • the same effect as the dead zone can be obtained with respect to the steering angle ⁇ h2. That is, when the steering angle ⁇ h2 fluctuates slightly, the range in which the hysteresis signal Shy is constant in L2 and L3 in FIG. 6 becomes narrow, and the hysteresis signal Shy increases / decreases according to the increase / decrease in the steering angle ⁇ h2.
  • the fluctuation of the target steering angle ⁇ tref calculated by subtracting the hysteresis signal Shy from the steering angle ⁇ h2 becomes small.
  • the method of correcting the minute fluctuation in the minute fluctuation correction unit 130 a method other than the above may be used as long as the fluctuation of the target steering angle ⁇ tref becomes smaller than the minute fluctuation of the steering angle ⁇ h2. ..
  • the steering angle ⁇ h2 is set as the target steering angle ⁇ tref, and when the amount of change in the steering angle ⁇ h2 is equal to or less than a predetermined small value, the target steering angle ⁇ tref is not changed and the previous target steering angle is targeted.
  • a method such as setting the rudder angle ⁇ tref may be used.
  • the steering angle control unit 200 controls so that the steering angle ⁇ t follows the target steering angle ⁇ tref, and calculates the motor current command value Imct.
  • FIG. 7 is a block diagram showing a configuration example of the steering angle control unit 200.
  • the steering angle control unit 200 includes a steering angle feedback (FB) compensation unit 210, a steering angular velocity calculation unit 220, and a speed control unit 230. It includes an output limiting unit 240 and a subtracting unit 250.
  • the target steering angle ⁇ tref output from the target steering angle generation unit 100 is additionally input to the subtracting unit 250, and the steering angle ⁇ t is subtracted and input to the subtracting unit 250 and input to the steering angular velocity calculation unit 220. ..
  • the steering angle FB compensation unit 210 multiplies the compensation value C FB (transmission function) by the deviation ⁇ t 0 between the target steering angle ⁇ tref and the steering angle ⁇ t calculated by the subtraction unit 250, and the target steering angle.
  • the target steering angular velocity ⁇ tref is output so that the steering angle ⁇ t follows ⁇ tref.
  • the compensation value C FB may be a simple gain Kpp or a commonly used compensation value such as a compensation value for PI (proportional integration) control.
  • the target steering angular velocity ⁇ tref is input to the speed control unit 230.
  • the steering angular velocity calculation unit 220 calculates the steering angular velocity ⁇ tt with respect to the steering angle ⁇ t by differential calculation in the same manner as the steering angular velocity calculation unit 310, and the steering angular velocity ⁇ tt is input to the speed control unit 230.
  • a differential operation pseudo-differentiation by HPF and gain may be performed.
  • the speed control unit 230 performs speed control by IP control (proportional leading PI control), and calculates a motor current command value Imcta such that the steering angular velocity ⁇ tt follows the target steering angular velocity ⁇ tref.
  • the subtraction unit 233 calculates the difference ( ⁇ tref- ⁇ tt) between the target steering angular velocity ⁇ tref and the steering angular velocity ⁇ tt, integrates the difference with the integration unit 232 having a gain Kvi, and adds the integration result to the subtraction unit 234. Entered.
  • the steering angular velocity ⁇ tt is also input to the proportional unit 231 and subjected to proportional processing by the gain Kvp, and the processing result is subtracted and input to the subtraction unit 234.
  • the speed control unit 230 is not an IP control, but is generally used for PI control, P (proportional) control, PID control, PI-D control (differential leading PID control), model matching control, model reference control, and the like.
  • the motor current command value Imcta may be calculated by the control method used in.
  • the output limiting unit 240 limits the upper and lower limit values of the motor current command value Imcta from the speed control unit 230, and outputs the motor current command value Imct. Similar to the limiting unit 110 in the target steering angle generation unit 100, the upper limit value and the lower limit value with respect to the motor current command value Imcta are set in advance to limit. Similar to the limiting unit 110, the output limiting unit 240 can be omitted when the motor current command value does not become an abnormal value or when the output of an abnormal value is suppressed by other means.
  • the motor current command value Imct is additionally input to the subtraction unit 410, and the subtraction unit 410 calculates the deviation I2 from the fed-back motor current value Imd.
  • the current control unit 300 inputs the deviation I2, performs current control by PI control or the like, and outputs the current-controlled voltage control command value Vref2.
  • the voltage control command value Vref2 is sent to the steering device 30, input to the PWM control unit 420 to calculate the duty, and the PWM signal from the PWM control unit 420 drives the steering motor 31 via the inverter 430. Will be done.
  • the motor current value Imd of the steering motor 31 is detected by the motor current detector 440 and fed back to the subtraction unit 410 of the control device 50.
  • the steering angle ⁇ t is controlled to follow the target steering angle ⁇ tref, but in the reaction force control, the twist angle ⁇ of the torsion bar is controlled to follow the target torsion angle ⁇ ref.
  • the reaction force control is performed by the target steering torque generation unit 500, the conversion unit 600, the torsion angle control unit 700, the current control unit 800, and the subtraction unit 910.
  • the target steering torque generation unit 500 generates a target steering torque Tref based on the steering angle ⁇ h and the vehicle speed Vs
  • the conversion unit 600 converts the target steering torque Tref into the target torsion angle ⁇ ref.
  • the current control unit 800 obtains the voltage control command value Vref1 based on the above.
  • the reaction force motor 41 is driven and controlled via the PWM control unit 920 and the inverter 930 based on the voltage control command value Vref1.
  • the torsion angle ⁇ of the torsion bar is obtained as the difference between the angles detected by the upper angle sensor provided on the handle side of the column shaft 2 and the lower angle sensor provided on the opposite side of the torsion bar. Alternatively, it may be obtained by converting from the steering torque Ts.
  • the target steering torque generation unit 500 has a basic map, and outputs the target steering torque Tref with the vehicle speed Vs as a parameter using the basic map.
  • the basic map is adjusted by tuning. For example, as shown in FIG. 8A, the target steering torque Tref increases as the magnitude (absolute value)
  • the code unit 501 outputs the sign (+1, -1) of the steering angle ⁇ h to the multiplication unit 502, and the magnitude of the target steering torque Tref is determined by the map from the magnitude of the steering angle ⁇ h. Is obtained, and this is multiplied by the sign of the steering angle ⁇ h to obtain the target steering torque Tref.
  • the map may be configured according to the positive and negative steering angles ⁇ h.
  • the mode of change is changed depending on whether the steering angle ⁇ h is positive or negative. You may.
  • the basic map shown in FIG. 8 is vehicle speed sensitive, it does not have to be vehicle speed sensitive.
  • the conversion unit 600 has a characteristic of -1 / Kt in which the sign of the reciprocal of the spring constant Kt of the torsion bar is inverted, and converts the target steering torque Tref into the target torsion angle ⁇ ref.
  • FIG. 9 shows a configuration example of the torsion angle control unit 700.
  • the torsion angle control unit 700 has the same configuration as the configuration example of the steering angle control unit 200 shown in FIG. 7, and instead of the target steering angle ⁇ tref and the steering angle ⁇ t, the target torsion angle ⁇ ref and the torsion angle Enter ⁇ .
  • the torsion angle feedback (FB) compensation unit 710, the torsion angular velocity calculation unit 720, the speed control unit 730, the output limiting unit 740 and the subtraction unit 750 are the steering angle FB compensation unit 210, the steering angular velocity calculation unit 220, and the speed control unit, respectively.
  • the same operation is performed with the same configuration as the 230, the output limiting unit 240, and the subtracting unit 250, and the motor current command value Imcc is output.
  • the subtraction unit 910, current control unit 800, PWM control unit 920, inverter 930 and motor current detector 940 are the same as the subtraction unit 410, current control unit 300, PWM control unit 420, inverter 430 and motor current detector 440, respectively. Perform the same operation in the configuration.
  • a phase compensation unit that performs phase compensation may be inserted in the front stage (input port of the steering angle ⁇ h) or the rear stage of the target steering torque generation unit 500.
  • phase lead compensation is set as phase compensation and, for example, phase lead compensation is performed with a primary filter in which the cutoff frequency of the numerator is 1.0 Hz and the cutoff frequency of the denominator is 1.3 Hz, a refreshing feel is realized. be able to.
  • the twist angle is not the control target, but the steering torque is the control target, and the steering torque Ts and the target steering torque Tref are input so that the steering torque Ts becomes the target steering torque Tref. Control may be performed. In this case, the conversion unit 600 becomes unnecessary.
  • the steering angle ⁇ h is the steering angle speed calculation unit 310, the target steering angle generation unit 100 and the target steering.
  • the vehicle speed Vs is input to the target steering torque generation unit 500
  • the steering angle ⁇ t is input to the steering angle control unit 200
  • the torsion angle ⁇ is input to the torsion angle control unit 700.
  • the steering angular velocity calculation unit 310 calculates the steering angular velocity ⁇ h by a differential calculation with respect to the steering angle ⁇ h (step S20), and outputs it to the right-turn / left-turn determination unit 320.
  • the right-turn / left-turn determination unit 320 inputs the steering angular velocity ⁇ h, determines whether the steering is right-turning or left-turning based on the sign of the steering angular velocity ⁇ h, and sets the determination result as the steering state STs to generate the target steering angle. Output to unit 100 (step S30).
  • the steering angle ⁇ h is input to the limiting unit 110, and the steering state STs are input to the minute fluctuation correction unit 130.
  • the limiting unit 110 limits the upper and lower limit values of the steering angle ⁇ h by preset upper and lower limit values (step S40), and outputs the steering angle ⁇ h1 to the rate limiting unit 120.
  • the rate limiting unit 120 limits the amount of change in the steering angle ⁇ h1 by a preset limit value (step S50), and outputs the steering angle ⁇ h2 to the minute fluctuation correction unit 130.
  • the microvariation correction unit 130 calculates the hysteresis signal Shy according to the steering angle ⁇ h2 and the steering state STs based on the equations 3 and 4, and the subtraction unit 132 calculates the hysteresis signal from the steering angle ⁇ h2.
  • the target steering angle ⁇ tref is calculated by subtracting SHy (step S60).
  • the target steering angle ⁇ tref is output to the steering angle control unit 200.
  • the steering angle control unit 200 that has input the steering angle ⁇ t and the target steering angle ⁇ tref calculates the motor current command value Imct (step S70). An operation example of the steering angle control unit 200 will be described with reference to the flowchart of FIG.
  • the target steering angle ⁇ tref input to the steering angle control unit 200 is input to the subtraction unit 250, and the steering angle ⁇ t is input to the subtraction unit 250 and the steering angular velocity calculation unit 220 (step S71).
  • the deviation ⁇ t 0 is calculated by subtracting the steering angle ⁇ t from the target steering angle ⁇ tref (step S72).
  • Deviation Derutashitati 0 is input to the turning angle FB compensation unit 210, the turning angle FB compensation unit 210 compensates the deviation Derutashitati 0 by multiplying the compensation value C FB on the deviation ⁇ t 0 (step S73), the target rolling
  • the steering angular velocity ⁇ tref is output to the speed control unit 230.
  • the steering angular velocity calculation unit 220 that has input the steering angle ⁇ t calculates the steering angular velocity ⁇ tt by a differential calculation with respect to the steering angle ⁇ t (step S74), and outputs it to the speed control unit 230.
  • the difference between the target steering angular velocity ⁇ tref and the steering angular velocity ⁇ tt is calculated by the subtracting unit 233, and the difference is integrated (Kvi / s) by the integrating unit 232 and additionally input to the subtracting unit 234 ( Step S75). Further, the steering angular velocity ⁇ tt is proportionally processed (Kvp) by the proportional unit 231 and the proportional result is subtracted and input to the subtraction unit 234 (step S75), and the motor current command value Imcta which is the subtraction result by the subtraction unit 234 is output. To. The motor current command value Imcta is input to the output limiting unit 240.
  • the output limiting unit 240 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 S76), and outputs the motor current command value Imct (step S77).
  • the motor current command value Imct is additionally input to the subtraction unit 410, and the deviation I2 from the motor current value Imd detected by the motor current detector 440 is calculated by the subtraction unit 410 (step S80).
  • the deviation I2 is input to the current control unit 300, and the current control unit 300 calculates the voltage control command value Vref2 by current control (step S90).
  • the steering motor 31 is driven and controlled via the PWM control unit 420 and the inverter 430 based on the voltage control command value Vref2 (step S100).
  • the target steering torque generation unit 500 generates a target steering torque Tref according to the steering angle ⁇ h and the vehicle speed Vs using the basic map shown in FIGS. 8A or 8B (step S110), and converts the target steering torque. Output to unit 600.
  • the conversion unit 600 converts the target steering torque Tref into the target torsion angle ⁇ ref (step S120), and outputs the output to the torsion angle control unit 700.
  • the torsion angle control unit 700 that has input the torsion angle ⁇ and the target torsion angle ⁇ ref calculates the motor current command value Imc by the same operation as the steering angle control unit 200 for the torsion angle ⁇ and the target torsion angle ⁇ ref. (Step S130).
  • the motor current command value Imc is additionally input to the subtraction unit 910, and the deviation I1 from the motor current value Imr detected by the motor current detector 940 is calculated by the subtraction unit 910 (step S140).
  • the deviation I1 is input to the current control unit 800, and the current control unit 800 calculates the voltage control command value Vref1 by current control (step S150).
  • the reaction force motor 41 is driven and controlled via the PWM control unit 920 and the inverter 930 based on the voltage control command value Vref1 (step S160).
  • the speed control unit 730 in the torsion angle control unit 700 is not the IP control but the PI control, the P control, the PID control, and the PI-D, like the speed control unit 230 in the steering angle control unit 200. 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 200 and the twist angle control unit 700 is generally used.
  • the control structure may be used.
  • the steering angle control unit 200 is used in a vehicle device as long as it has a control configuration in which the actual angle (here, the steering angle ⁇ t) follows the target angle (here, the target steering angle ⁇ tref).
  • the control configuration is not limited to the control configuration, and for example, the control configuration used in an industrial electric motor such as an industrial positioning device or an industrial robot may be applied.
  • the steering angle is used as the steering information in the above, the steering wheel angle detected by the upper angle sensor and the column angle detected by the lower angle sensor may be used as the steering information.
  • the steering angle ⁇ h and the target steering angle ⁇ tref when there is no slight fluctuation correction are matched, the steering wheel vibrates for a certain period of time due to the influence of various disturbances, and then the influence of the disturbance disappears and the driver steers normally.
  • the target steering angle ⁇ tref is changed with an amplitude of 1 deg as a slight fluctuation from the start of operation to 2 sec, and then changed with an amplitude of 5 deg, and the target steering angle with and without the slight fluctuation correction.
  • the time response of ⁇ tref was examined.
  • FIG. 12 is a graph showing the time change of the target steering angle ⁇ tref changed as described above, and this is the time response of the target steering angle ⁇ tref when there is no slight fluctuation correction.
  • the part surrounded by the round broken line is the part where the target steering angle fluctuates slightly, and the steering angle operates so as to follow the target steering angle that changes in this way, so that the vehicle shakes. I am concerned. Further, if the driver unintentionally steers slightly in this way, there is a concern that the vehicle may react hypersensitively.
  • FIG. 13 shows the time response of the target steering angle ⁇ tref when there is slight fluctuation correction.
  • the dotted line is the time response of the target steering angle ⁇ tref when there is no slight fluctuation correction
  • the solid line is the time of the target steering angle ⁇ tref when there is slight fluctuation correction.
  • the response (indicated as "target turning angle after conversion” in the figure). Comparing the two, the target steering angle is smaller when the target steering angle is slightly fluctuating, which is surrounded by a round broken line, when the target steering angle is slightly fluctuating between 0 and 2 sec. Therefore, it is suppressed that the vehicle reacts sensitively to a slight movement of the steering wheel. In the subsequent normal steering with an amplitude of 5 deg, the target steering angle is output appropriately.
  • FIG. 14A shows the change in the hysteresis signal Shy with respect to the steering angle in this simulation (in this simulation, it coincides with the target steering angle when there is no slight fluctuation correction) with respect to the steering angle when there is slight fluctuation correction.
  • FIG. 14B shows how the target steering angle ⁇ tref changes.
  • H1 is a hysteresis signal Shy when the steering angle fluctuates slightly
  • H2 is a hysteresis signal Shy when the steering angle is normally steered.
  • the result calculated by subtracting such a hysteresis signal from the steering angle is the target steering angle ⁇ tref shown in FIG. 14 (B).
  • T1 is the target steering angle ⁇ tref when the steering angle fluctuates slightly
  • T2 is the target steering angle ⁇ tref when the steering angle is normally steered.
  • T1 when the steering angle fluctuates slightly, the fluctuation of the target steering angle becomes small.
  • T2 when the steering angle is changed to the normal steering level, the target steering angle is an appropriate change.
  • steering control and reaction force control are performed by one control device, but a control device for steering control and a control device for reaction force control may be provided respectively.
  • the control devices transmit and receive data by communication.
  • the processes of the steering angular velocity calculation unit 310 and the right / left turn determination unit 320 are executed by the control device for steering control, and these processes are executed by the control device for reaction force control.
  • the steering state STs output from the right-turn / left-turn determination unit 320 may be sent to the control device for steering control.
  • the SBW system shown in FIG. 1 does not have a mechanical coupling between the reaction force device 40 and the steering device 30, but when an abnormality occurs in the system, the column shaft 2 and the steering mechanism are engaged with a clutch or the like.
  • the present invention is also applicable to SBW systems provided with mechanical torque transmission mechanisms that are mechanically coupled. 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 reaction force device 40 includes a torsion bar
  • the steering device 30 does not have to be limited to the torsion bar as long as it has a mechanism having an arbitrary spring constant between the handle 1 and the reaction force motor 41.
  • a reaction force device that does not have a torsion bar or the like may be used as long as it operates in cooperation with.
  • a main object of the present invention is a means for realizing fine fluctuation correction in generating a target steering angle, and a means for realizing the followability of the steering angle with respect to the target steering angle is limited to the above-mentioned steering angle control unit. It doesn't have to be.

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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

Le problème décrit par la présente invention est de fournir un dispositif de commande pour un système de direction de véhicule afin d'obtenir une direction appropriée sans qu'un véhicule ne devienne excessivement sensible à des fluctuations minuscules dans l'angle de direction ou similaire. À cet effet, l'invention concerne un dispositif de commande pour un système de direction de véhicule qui utilise des informations de direction transmises électriquement pour commander un mécanisme de direction, et comprend : une unité de génération d'angle de direction cible qui génère un angle de direction cible; et une unité de commande d'angle de direction qui calcule une valeur de commande de courant de moteur de telle sorte qu'un angle de direction détecté dans le mécanisme de direction suit l'angle de direction cible. L'unité de génération d'angle de direction cible est pourvue d'une unité de correction de fluctuations minuscules qui génère l'angle de direction cible à partir des informations de direction. L'unité de correction de fluctuations minuscules génère l'angle de direction cible par correction des informations de direction de façon à réduire les fluctuations de l'angle de direction cible par rapport aux fluctuations minuscules dans les informations de direction. Le mécanisme de direction est commandé sur la base de la valeur de commande de courant de moteur.
PCT/JP2020/009592 2019-04-18 2020-03-06 Dispositif de commande pour dispositif de direction de véhicule WO2020213287A1 (fr)

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JP2019-079343 2019-04-18
JP2019079343A JP2020175771A (ja) 2019-04-18 2019-04-18 車両用操向システムの制御装置

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2017052477A (ja) * 2015-09-11 2017-03-16 株式会社ジェイテクト 車両用操舵装置
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

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2017052477A (ja) * 2015-09-11 2017-03-16 株式会社ジェイテクト 車両用操舵装置
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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