WO2020230307A1 - 操舵制御方法及び操舵制御装置 - Google Patents

操舵制御方法及び操舵制御装置 Download PDF

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Publication number
WO2020230307A1
WO2020230307A1 PCT/JP2019/019397 JP2019019397W WO2020230307A1 WO 2020230307 A1 WO2020230307 A1 WO 2020230307A1 JP 2019019397 W JP2019019397 W JP 2019019397W WO 2020230307 A1 WO2020230307 A1 WO 2020230307A1
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WO
WIPO (PCT)
Prior art keywords
steering
reaction force
angle
driver
control
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2019/019397
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English (en)
French (fr)
Japanese (ja)
Inventor
拓 鈴木
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nissan Motor Co Ltd
Original Assignee
Nissan Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Priority to PCT/JP2019/019397 priority Critical patent/WO2020230307A1/ja
Priority to EP19928312.8A priority patent/EP3971059B1/en
Priority to JP2021519217A priority patent/JP7151883B2/ja
Priority to CN201980096389.5A priority patent/CN113825692B/zh
Priority to US17/610,756 priority patent/US11603132B2/en
Publication of WO2020230307A1 publication Critical patent/WO2020230307A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
    • B62D15/025—Active steering aids, e.g. helping the driver by actively influencing the steering system after environment evaluation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B62D6/002—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B62D6/008—Control of feed-back to the steering input member, e.g. simulating road feel in steer-by-wire applications
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D1/00—Steering controls, i.e. means for initiating a change of direction of the vehicle
    • B62D1/24—Steering controls, i.e. means for initiating a change of direction of the vehicle not vehicle-mounted
    • B62D1/28—Steering controls, i.e. means for initiating a change of direction of the vehicle not vehicle-mounted non-mechanical, e.g. following a line or other known markers
    • B62D1/286—Systems for interrupting non-mechanical steering due to driver intervention

Definitions

  • the present invention relates to a steering control method and a steering control device.
  • Patent Document 1 in a vehicle provided with a steer-by-wire type steering mechanism in which the steering wheel and the steering wheel are mechanically separated, a target steering angle of the steering wheel for maintaining a lane is calculated. Described is a steering control device that applies a steering reaction force so that the steering angle of the steering wheel corresponding to the target steering angle is in the neutral position of the steering wheel.
  • An object of the present invention is to facilitate the steering operation of the driver during driving support control for applying a steering reaction force that causes the steering angle of the steering wheel to follow the target steering angle.
  • a steering control method for a vehicle provided with a steer-by-wire type steering mechanism in which the steering wheel and the steering wheel are mechanically separated is provided.
  • the actual steering angle of the steering wheel is detected
  • the target steering angle of the steering wheel is calculated based on the target steering angle of the steering wheel
  • the angle deviation between the actual steering angle and the target steering angle is obtained.
  • a steering reaction force is applied to the steering wheel accordingly, the steering operation of the steering wheel by the driver is detected, and when the steering operation by the driver is detected, compared with the case where the steering operation by the driver is not detected. , Reduces the steering reaction force according to the angle deviation.
  • the steering angle of the steering wheel is changed to the target steering angle.
  • the driver's steering operation can be easily performed while ensuring the followability, and the driving support control and the steering operation by the driver can be compatible with each other.
  • a vehicle equipped with the vehicle control device 1 (hereinafter referred to as "own vehicle") includes a steer-by-wire type steering mechanism in which the steering wheel and the steering wheel are mechanically separated.
  • the vehicle control device 1 controls the steering angle of the steering wheel and the steering reaction force applied to the steering wheel.
  • the vehicle control device 1 performs travel support control that supports the travel of the own vehicle.
  • the driving support control includes automatic driving control that automatically drives the own vehicle without the driver's involvement based on the driving environment around the own vehicle, and driving support control that assists the driver in driving the own vehicle.
  • the driving support control includes steering support control such as lane keeping control, following vehicle following control that travels along the traveling locus of the preceding vehicle, and steering assist control that assists steering for avoiding obstacles.
  • the vehicle control device 1 includes an external sensor 2, an internal sensor 3, a positioning device 4, a map database 5, a communication device 6, a navigation system 7, a traveling controller 8, an accelerator opening actuator 9, and brake control. It includes an actuator 10, a controller 11, a reaction force actuator 12, a first drive circuit 13, a steering actuator 14, and a second drive circuit 15.
  • the map database is referred to as "map DB".
  • the external sensor 2 is a sensor that detects the surrounding environment of the own vehicle, for example, an object around the own vehicle.
  • the external sensor 2 may include, for example, a camera 16 and a ranging device 17.
  • the camera 16 and the distance measuring device 17 include objects existing around the own vehicle (for example, other vehicles, pedestrians, white lines such as lane boundaries and lane dividing lines, traffic lights provided on or around the road, and stop lines. , Signs, buildings, electric poles, rim stones, pedestrians, and other features), the relative position of the object with respect to the vehicle, the relative distance between the vehicle and the object, and other surrounding environments of the vehicle.
  • the camera 16 may be, for example, a stereo camera.
  • the camera 16 may be a monocular camera, or the same object may be photographed from a plurality of viewpoints by the monocular camera and the distance to the object may be calculated. Further, the distance to the object may be calculated based on the ground contact position of the object detected from the image captured by the monocular camera.
  • the range finder 17 may be, for example, a laser range finder (LRF), a radar unit, or a laser scanner unit.
  • LRF laser range finder
  • the camera 16 and the distance measuring device 17 output the detected surrounding environment information to the navigation system 7, the traveling controller 8, and the controller 11.
  • the internal sensor 3 is a sensor that detects the traveling state of the own vehicle.
  • the internal sensor 3 may include, for example, a vehicle speed sensor 18 and a steering angle sensor 19.
  • the vehicle speed sensor 18 detects the vehicle speed V of the own vehicle.
  • the steering angle sensor 19 detects the column shaft rotation angle, that is, the actual steering angle ⁇ s (steering angle) of the steering wheel.
  • the internal sensor 3 may include, for example, an acceleration sensor that detects the acceleration generated in the own vehicle or a gyro sensor that detects the angular velocity of the own vehicle.
  • the internal sensor 3 outputs the running state information, which is the detected running state information, to the navigation system 7, the running controller 8, and the controller 11.
  • the positioning device 4 receives radio waves from a plurality of navigation satellites, acquires the current position of the own vehicle, and outputs the acquired current position of the own vehicle to the navigation system 7 and the traveling controller 8.
  • the positioning device 4 may have, for example, a GPS (Global Positioning System) receiver or a Global Positioning System (GNSS: Global Navigation Satellite System) receiver other than the GPS receiver.
  • GPS Global Positioning System
  • GNSS Global Navigation Satellite System
  • the map database 5 stores road map data.
  • Road map data includes white line shapes (lane shapes) such as lane boundaries and lane division lines, coordinate information, altitudes of roads and white lines, traffic lights on or around roads, stop lines, signs, buildings, and electric poles. Includes coordinate information for features such as curbs, pedestrian crossings, etc.
  • the road map data may further include information on the road type, the slope of the road, the number of lanes, the speed limit (legal speed), the road width, the presence or absence of a confluence, and the like.
  • the road type may include, for example, a general road and an expressway.
  • the map database 5 is referred to by the navigation system 7 and the travel controller 8.
  • the communication device 6 performs wireless communication with a communication device outside the own vehicle.
  • the communication method by the communication device 6 may be, for example, wireless communication by a public mobile phone network, vehicle-to-vehicle communication, road-to-vehicle communication, or satellite communication.
  • the navigation system 7, the traveling controller 8, and the controller 11 may acquire road map data by the communication device 6 from an external information processing device in place of or in addition to the map database 5.
  • the navigation system 7 provides the occupants of the own vehicle with route guidance to the destination set on the map by the driver of the own vehicle.
  • the navigation system 7 estimates the current position of the own vehicle using various information input from the external sensor 2, the internal sensor 3, and the positioning device 4, generates a route to the destination, and guides the occupant.
  • the navigation system 7 outputs the route information to the traveling controller 8.
  • the travel controller 8 controls the travel support of the own vehicle.
  • the driving support control includes an automatic driving control for automatically driving the own vehicle without the involvement of the driver and a driving support control for assisting the driver in driving the own vehicle.
  • the travel controller 8 uses the route information output from the navigation system 7, the surrounding environment such as objects around the vehicle and lane boundaries detected by the external sensor 2, and the road map of the map database 5. Based on the data and the traveling state of the own vehicle detected by the internal sensor 3, the target traveling track to be traveled by the own vehicle on the traveling lane is set.
  • the traveling controller 8 uses the positioning result of the positioning device 4, the surrounding environment detected by the external sensor 2, the road map data of the map database 5, and the traveling of the own vehicle detected by the internal sensor 3. Based on the state, the target traveling track that the own vehicle should travel on the traveling lane is set.
  • the traveling controller 8 drives the accelerator opening actuator 9 and the brake control actuator 10 so that the own vehicle travels along the target traveling trajectory, and controls the driving force and the braking force of the own vehicle.
  • the accelerator opening actuator 9 controls the accelerator opening of the vehicle.
  • the brake control actuator 10 controls the braking operation of the vehicle braking device.
  • the traveling controller 8 sets a target steering angle, which is a target value of a steering angle (tire angle) of the steering wheel for traveling the own vehicle along the target traveling trajectory in the traveling support control including the automatic steering control. calculate.
  • the travel controller 8 calculates the target steering angle ⁇ t of the steering wheel corresponding to the target steering angle.
  • the traveling controller 8 outputs the target steering angle ⁇ t to the controller 11.
  • the controller 11 is an electronic control unit (ECU) that controls the steering of the steering wheel and the reaction force of the steering wheel.
  • reaction force control refers to the control of steering torque applied to the steering wheel by an actuator. Further, the steering torque applied to the steering wheel by this reaction force control may be referred to as steering reaction force torque.
  • the controller 11 includes a processor 20 and peripheral components such as a storage device 21.
  • the processor 20 may be, for example, a CPU (Central Processing Unit) or an MPU (Micro-Processing Unit).
  • the controller 11 may be an electronic control unit integrated with the traveling controller 8 or a separate electronic control unit.
  • the storage device 21 may include a semiconductor storage device, a magnetic storage device, and an optical storage device.
  • the storage device 21 may include a memory such as a register, a cache memory, a ROM (Read Only Memory) and a RAM (Random Access Memory) used as the main storage device.
  • the controller 11 may be realized by a functional logic circuit set in a general-purpose semiconductor integrated circuit.
  • the controller 11 may have a programmable logic device (PLD: Programmable Logic Device) such as a field-programmable gate array (FPGA).
  • PLD Programmable Logic Device
  • the controller 11 is a steering reaction force torque (rotation torque applied to the steering wheel) applied to the steering wheel according to the actual steering angle ⁇ s of the steering wheel, the vehicle speed V, and the target steering angle ⁇ t determined by the traveling controller 8. , Hereinafter also referred to as steering torque), the command steering torque Tr is calculated. If the vehicle speed is the same, the controller 11 calculates a command steering torque Tr that increases as the deviation between the target steering angle ⁇ t and the actual steering angle ⁇ s increases. Further, the command steering torque Tr is a steering torque applied to the steering wheel in a direction in which the actual steering angle ⁇ s coincides with the target steering angle ⁇ t. The controller 11 outputs a control signal for generating a command steering torque Tr to the reaction force actuator 12 to the first drive circuit 13, and drives the reaction force actuator 12 to apply the calculated steering reaction force torque to the steering wheel. ..
  • the controller 11 calculates the command steering angle, which is the command value of the steering angle of the steering wheel, according to the actual steering angle ⁇ s of the steering wheel detected by the steering angle sensor 19.
  • the controller 11 outputs the calculated command steering angle to the second drive circuit 15, and drives the steering actuator 14 so that the actual steering angle of the steering wheel becomes the command steering angle.
  • the steering system of the own vehicle will be described with reference to FIG.
  • the own vehicle includes a steering unit 31, a steering unit 32, and a backup clutch 33.
  • the steering unit 31 that receives the driver's steering input
  • the steering unit 32 that steers the left and right front wheels 34FL and 34FR, which are steering wheels, are mechanically separated.
  • the steering unit 31 includes a steering wheel 31a, a column shaft 31b, a current sensor 31c, a reaction force actuator 12, a first drive circuit 13, and a steering angle sensor 19.
  • the steering unit 32 includes a pinion shaft 32a, a steering gear 32b, a rack gear 32c, a steering rack 32d, a steering actuator 14, a second drive circuit 15, and a steering angle sensor 35.
  • the controller 11 includes a steering control unit 36 that determines a command steering angle according to the actual steering angle ⁇ s of the steering wheel 31a, an actual steering angle ⁇ s, a vehicle speed V, and a target steering determined by the traveling controller 8.
  • a reaction force control unit 37 that determines the command steering torque Tr according to the angle ⁇ t is provided.
  • the functions of the steering control unit 36 and the reaction force control unit 37 may be realized, for example, by the processor 20 executing a computer program stored in the storage device 21 of the controller 11.
  • the reaction force actuator 12, the first drive circuit 13, and the controller 11 form a steering control device.
  • the steering wheel 31a of the steering unit 31 rotates by the steering reaction torque applied by the reaction actuator 12, and also rotates by receiving the input of the steering torque applied by the driver.
  • the column shaft 31b rotates integrally with the steering wheel 31a.
  • the reaction force actuator 12 may be, for example, an electric motor.
  • the reaction force actuator 12 has an output shaft arranged coaxially with the column shaft 31b.
  • the reaction actuator 12 outputs the rotational torque applied to the steering wheel 31a to the column shaft 31b in response to the command current output from the first drive circuit 13. By applying the rotational torque, the steering reaction force torque is generated in the steering wheel 31a.
  • the first drive circuit 13 includes an actual steering reaction torque estimated from the drive current of the reaction actuator 12 detected by the current sensor 31c and a command steering torque Tr indicated by a control signal output from the reaction control unit 37.
  • the command current output to the reaction force actuator 12 is controlled by the torque feedback that matches.
  • the steering angle sensor 19 detects the rotation angle of the column shaft 31b, that is, the actual steering angle ⁇ s of the steering wheel 31a.
  • the steering gear 32b of the steering portion 32 steers the left and right front wheels 34FL and 34FR according to the rotation of the pinion shaft 32a.
  • a rack and pinion type steering gear or the like may be adopted.
  • the steering actuator 14 may be an electric motor such as a brushless motor.
  • the output shaft of the steering actuator 14 is connected to the rack gear 32c via a speed reducer.
  • the steering actuator 14 outputs steering torque for steering the left and right front wheels 34FL and 34FR to the steering rack 32d according to the command current output from the second drive circuit 15.
  • the steering angle sensor 35 detects the rotation angle of the output shaft of the steering actuator 14, and detects the steering angles of the left and right front wheels 34FL and 34FR based on the detected rotation angle.
  • the second drive circuit 15 sends an angle feedback to the steering actuator 14 to match the actual steering angle detected by the steering angle sensor 35 with the command steering angle indicated by the control signal from the steering control unit 36. Controls the command current of.
  • the backup clutch 33 is provided between the column shaft 31b and the pinion shaft 32a. Then, when the backup clutch 33 is in the released state, the steering unit 31 and the steering unit 32 are mechanically disconnected, and when the engagement state is reached, the steering unit 31 and the steering unit 32 are mechanically connected.
  • the first steering reaction force torque Tr1 will be described.
  • the steering wheel 31a and the steering wheel are mechanically separated from each other. Therefore, the lateral force of the tire acting on the steering wheel is not transmitted to the steering wheel 31a, and the restoration torque (for example, the steering angle when going straight and the steering angle of 0 °) is returned to the neutral position (for example). Self-aligning torque) does not occur.
  • the reaction force control unit 37 calculates the first steering reaction force torque Tr1 as the restoration torque for the steering wheel 31a to return to the neutral position. For example, the reaction force control unit 37 calculates the first steering reaction force torque Tr1 having the characteristics shown in FIG. 3A.
  • the reaction force control unit 37 may calculate, for example, the steering reaction force based on the actual steering angle ⁇ s and the vehicle speed V as the first steering reaction force torque Tr1. As a result, the driver can feel the steering reaction force according to the lateral force of the tire, so that the steering feeling of the steer-by-wire type steering mechanism is improved.
  • the reaction force control unit 37 offsets the actual steering angle ⁇ s by the target steering angle ⁇ t to calculate the first steering reaction force torque Tr1. Then, the characteristics of the first steering reaction torque Tr1 are as shown in FIG. 3B, and the steering reaction torque is calculated according to the angle deviation ( ⁇ t ⁇ s) between the actual steering angle ⁇ s and the target steering angle ⁇ t. As a result, the first steering reaction force torque Tr1 works so that the target steering angle ⁇ t is in the neutral position of the steering wheel 31a.
  • the actual steering angle ⁇ s is 15 °
  • the target steering angle ⁇ t is 30 °
  • the actual steering angle ⁇ s is 15 °.
  • the actual steering angle ⁇ s is offset by dividing the target steering angle ⁇ t by 30 °
  • the actual steering angle ⁇ s after offset becomes -15 ° (steering angle to the left 15 °)
  • the steering wheel has a steering angle.
  • Steering reaction force torque that tries to return from the position of -15 ° to the neutral position (position of steering angle 0 °) is applied, and steering reaction torque is applied according to the deviation between the actual steering angle ⁇ s and the target steering angle ⁇ t. Will be done.
  • the deviation ( ⁇ t) between the actual steering angle ⁇ s and the target steering angle ⁇ t is applied by applying the steering reaction force torque corresponding to the value obtained by offsetting (subtracting) the actual steering angle ⁇ s with the target steering angle ⁇ t.
  • the steering reaction force torque corresponding to ⁇ s) is applied, and the actual steering angle ⁇ s is controlled to follow the target steering angle ⁇ t.
  • the first steering reaction force torque Tr1 is a restoration torque generated so as to act in the direction of returning the steering wheel 31a to the neutral position in response to the driver's steering operation with respect to the steer-by-wire type steering mechanism, and is automatic. It occurs not only during steering control but also when automatic steering is not performed (for example, during manual operation). Therefore, the magnitude of the first steering reaction force torque Tr1 is set to a magnitude that does not hinder the steering operation by the driver (a magnitude that allows the driver to easily perform the steering operation).
  • the reaction force control unit 37 calculates the reaction force torque according to the angle deviation ( ⁇ t ⁇ s) between the actual steering angle ⁇ s and the target steering angle ⁇ t as the second steering reaction force torque Tr2. See FIG. 3D.
  • the command steering torque Tr is the sum of the solid first steering reaction torque Tr1 and the broken line second steering reaction torque Tr2.
  • the reaction force control unit 37 may calculate the second steering reaction force torque Tr2 including the transient component of the angle deviation ( ⁇ t ⁇ s).
  • the transient component is, for example, a velocity component (single derivative value) of an angular deviation ( ⁇ t ⁇ s).
  • the steering reaction force Tr2 as described above is applied to the steering wheel 31a, the steering reaction force becomes excessive for the driver, and the steering operation by the driver is hindered. That is, in automatic steering control, if the steering reaction force torque is increased in order to obtain sufficient follow-up response to the target steering angle ⁇ t of the actual steering angle ⁇ s, the steering operation by the driver is hindered, while the steering operation by the driver is performed. If the steering reaction force torque is reduced for ease of use, it becomes difficult to obtain sufficient follow-up response to the target steering angle ⁇ t of the actual steering angle ⁇ s.
  • the reaction force control unit 37 determines the command steering torque Tr (that is, the angle deviation) when the steering operation of the steering wheel 31a by the driver is detected, as compared with the case where the steering operation is not detected. The corresponding steering reaction force) is reduced. As a result, during automatic steering control, sufficient follow-up response to the target steering angle ⁇ t of the actual steering angle ⁇ s is obtained, and the steering operation by the driver becomes easy.
  • the reaction force control unit 37 may reduce both or one of the first steering reaction force torque Tr1 and the second steering reaction force torque Tr2 when the steering operation by the driver is detected. However, if the first steering reaction force torque Tr1 is reduced, the steering reaction force is different from the steering reaction force during manual operation, which may give the driver a sense of discomfort. Further, by reducing the offset amount due to the target steering angle ⁇ t (that is, reducing the deviation between the actual steering angle ⁇ s and the target steering angle ⁇ t), the steering reaction force torque that directs the actual steering angle ⁇ s toward the target steering angle ⁇ t. However, it becomes difficult to drive along the target traveling track of the own vehicle.
  • the reaction force control unit 37 of the present embodiment applies only the second steering reaction force torque Tr2 when the steering operation by the driver is detected as compared with the case where the steering operation is not detected. Reduce. Further, even when the steering operation is detected, the first steering reaction force torque Tr1 when the steering operation is not detected is held.
  • the reaction force control unit 37 includes a first steering reaction force torque calculation unit 40, a second steering reaction force torque calculation unit 50, and an adder 60.
  • the first steering reaction force torque calculation unit 40 is based on the actual steering angle ⁇ s, the target steering angle ⁇ t, the vehicle speed V, and the first control gain G1 generated by the traveling controller 8, and the first steering reaction force torque Tr1 Is calculated.
  • the second steering reaction force torque calculation unit 50 calculates the second steering reaction force torque Tr2 based on the actual steering angle ⁇ s, the target steering angle ⁇ t, and the first control gain G1.
  • the adder 60 adds the first steering reaction force torque Tr1 and the second steering reaction force torque Tr2 to calculate the command steering torque Tr, and outputs the command steering torque Tr to the first drive circuit 13.
  • the first control gain G1 is a gain that controls the offset amount due to the target steering angle ⁇ t when calculating the first steering reaction force torque Tr1 and the magnitude of the second steering reaction force torque Tr2.
  • the traveling controller 8 has a magnitude of the first control gain G1 depending on whether the automatic steering control is on or off, whether the steering operation by the driver is detected, and the reliability of the automatic steering control. To determine.
  • the first control gain G1 has a value in the range from the minimum value "0" to the maximum value "1".
  • the first control gain G1 is set to "0", and the offset amount of the actual steering angle ⁇ s and the second steering reaction torque Tr2 when calculating the first steering reaction torque Tr1 are set. It becomes “0”, and the automatic steering control by the traveling controller 8 does not work. Therefore, when the automatic steering control is off, the actual steering angle ⁇ s is not offset, and according to the deviation between the steering angle (that is, the steering angle 0 °) and the actual steering angle ⁇ s when the vehicle goes straight, and the vehicle speed V.
  • the first steering reaction force torque Tr1 calculated by the first steering reaction force torque calculation unit 40 is applied to the steering wheel.
  • the traveling controller 8 When the driver turns on the automatic steering control at the time t11, the traveling controller 8 gradually increases the first control gain G1 from “0" to "1” from the time t11 to the time t12. On the other hand, when the driver or the traveling controller 8 turns off the automatic steering control at the time t13, the traveling controller 8 gradually reduces the first control gain G1 from “1” to "0” from the time t13 to the time t14. ..
  • the travel controller 8 calculates the reliability of the automatic steering control when the automatic steering control is on, and determines the magnitude of the first control gain G1 according to the reliability of the automatic steering control.
  • the traveling controller 8 may use, for example, the surrounding environment of the own vehicle detected by the external sensor 2, the traveling state of the own vehicle detected by the internal sensor 3, the soundness of the external sensor 2 and the internal sensor 3, the traveling scene, the weather, the time, and the like. Based on, the reliability of the automatic steering control is calculated.
  • the traveling controller 8 is smaller than the maximum value "1" at time t22 and automatically steers.
  • the first control gain G1 corresponding to the high reliability of control is output. See FIG. 6C.
  • the traveling controller 8 stops the automatic steering control and controls the first control at time t32.
  • the gain G1 may be reduced and returned to the minimum value “0” at time t33.
  • the traveling controller 8 detects the steering operation of the steering wheel 31a by the driver (that is, detects whether or not the driver is steering the steering wheel 31a), and the steering operation is performed. If it is detected, the first control gain G1 is reduced to a value " ⁇ " smaller than the maximum value "1".
  • the travel controller 8 calculates the steering torque by the driver based on the output torque of the reaction force actuator 12, and detects the steering operation by the driver. That is, it is possible to detect the steering operation by the driver based on the change in the steering angle of the steering wheel with respect to the output torque of the reaction force actuator 12. The detection of steering operation by the driver is not limited to this.
  • a torque sensor that directly detects the steering torque input to the steering wheel by the driver is provided, and the steering operation by the driver is detected by the detection value of the torque sensor. It is also possible to use a known method as appropriate for detecting the steering operation by the driver.
  • the traveling controller 8 detects the steering operation by the driver at time t41. To do.
  • the traveling controller 8 gradually reduces the first control gain G1 from “1" to " ⁇ " from the time t41 to the time t42.
  • the first steering reaction force torque calculation unit 40 calculates the gain setting unit 41, the multiplier 42, the rate limiter 43, the subtractor 44, and the steer-by-wire (SBW) reaction force calculation unit 45.
  • the gain setting unit 41 sets the second control gain G2 based on the first control gain G1.
  • the second control gain G2 is a gain that controls the offset amount of the actual steering angle ⁇ s by the target steering angle ⁇ t, and is multiplied by the target steering angle ⁇ t by the multiplier 42.
  • the product (G2 ⁇ ⁇ t) of the second control gain G2 and the target steering angle ⁇ t is input to the subtractor 44 after the change speed is limited by the rate limiter 43.
  • the subtractor 44 offsets the actual steering angle ⁇ s by the target steering angle ⁇ t (G2 ⁇ ⁇ t) multiplied by the second control gain G2.
  • the steering-by-wire reaction force calculation unit 45 calculates the steering reaction force based on the offset actual steering angle ⁇ s and the vehicle speed V as the first steering reaction force torque Tr1.
  • the second control gain G2 has a value in the range from the minimum value “0” to the maximum value “1”.
  • the offset amount of the actual steering angle ⁇ s when calculating the first steering reaction force torque Tr1 becomes “0”.
  • the second control gain G2 is "1”
  • the offset amount becomes equal to the target steering angle ⁇ t.
  • the gain setting unit 41 sets the second control gain G2 to the same value as the first control gain G1. Is set to, and the second control gain G2 is increased together with the first control gain G1.
  • the gain setting unit 41 changes.
  • the second control gain G2 is set to the same value as the first control gain G1, and the second control gain G2 is increased together with the first control gain G1.
  • the gain setting unit 41 changes the value of the automatic steering flag FLG from “0" to "1".
  • the value "1" of the automatic steering flag FLG indicates that the first control gain G1 has not yet reached “0” after the first control gain G1 has reached "1".
  • the value "0" of the automatic steering flag FLG indicates that the first control gain G1 has not yet reached "1” after the first control gain G1 has reached "0".
  • the first control gain G1 and the second control gain G2 become “1" at time t52, and the value of the automatic steering flag FLG changes from "0" to "1".
  • the gain setting unit 41 sets the gain setting unit 41. Even if the first control gain G1 becomes smaller than "1”, the second control gain G2 is held at "1".
  • the traveling controller 8 detects the steering operation by the driver and reduces the first control gain G1 to “ ⁇ ” which is smaller than “1”.
  • the gain setting unit 41 holds the second control gain G2 at “1” even if the first control gain G1 becomes smaller than "1". Therefore, when the steering operation by the driver is detected during automatic steering, the offset amount of the actual steering angle ⁇ s is maintained at the value when the steering operation by the driver is not detected (target steering angle ⁇ t). ..
  • the gain setting unit 41 changes the value of the automatic steering flag FLG from “1" to "0". During the period when the value of the automatic steering flag FLG is "0", the gain setting unit 41 gradually reduces the second control gain G2 if the second control gain G2 is larger than the first control gain G1, and the second control gain G2. Is matched with the first control gain G1.
  • the first control gain G1 decreases and reaches "0" at the time t55.
  • the value of the automatic steering flag FLG changes from “1” to "0”
  • the second control gain G2 starts to decrease, reaches "0” at time t56, and becomes equal to the first control gain G1.
  • the offset amount of the actual steering angle ⁇ s is reduced to “0” when the automatic steering control transitions from on to off.
  • the reliability of the automatic steering control when the reliability of the automatic steering control is lower than the predetermined allowable value, the value of the first control gain G1 becomes smaller than "1", and even if the automatic steering control is turned on, it starts from “0". Does not reach "1". In this case, the value of the automatic steering flag FLG becomes "0". Therefore, when the value of the automatic steering flag FLG is "0", the reliability of the automatic steering control is lower than the permissible value, and the target steering angle ⁇ t may be inaccurate.
  • the second control gain G2 is made equal to the first control gain G1 according to the reliability of the automatic steering control. This prevents the offset amount of the actual steering angle ⁇ s when calculating the first steering reaction force torque Tr1 from becoming excessively large. For example, as shown in FIGS. 9A and 9B, even if the driver turns on the automatic steering control at time t61, the reliability of the automatic steering control is low, so that the first control gain G1 does not reach "1".
  • the second control gain G2 is set according to the first control gain G1 set by the traveling controller 8.
  • 10A and 10B show an example of a change in the second control gain G2 after the value of the automatic steering flag FLG has changed from “1" to "0".
  • the driver or the traveling controller 8 turns off the automatic steering control and the first control gain G1 reaches "0" at time t71, the value of the automatic steering flag FLG changes from "1" to "0" and the second control The gain G2 begins to decrease.
  • the second control gain G2 continues to decrease.
  • the automatic steering control is turned on, the first control gain G1 starts to increase, and when the second control gain G2 becomes equal to the first control gain G1 at time t72, the first control gain G1 becomes "1" thereafter.
  • the second control gain G2 and the first control gain G1 become equal until the above.
  • the second steering reaction force torque calculation unit 50 includes a rate limiter 51, a subtractor 52, a deviation angle limiter 53, a servo control unit 54, and a multiplier 55.
  • the target steering angle ⁇ t is input to the subtractor 52 after the change speed is limited by the rate limiter 51.
  • the subtractor 52 calculates the angle deviation ( ⁇ t ⁇ s) between the target steering angle ⁇ t and the actual steering angle ⁇ s.
  • the deviation angle limiter 53 limits the upper and lower limit values of the angle deviation ( ⁇ t ⁇ s).
  • the servo control unit 54 calculates the rotational torque Tr2 * that causes the actual steering angle ⁇ s to follow the target steering angle ⁇ t by servo control based on the angle deviation ( ⁇ t ⁇ s).
  • the servo control unit 54 may calculate the rotational torque Tr2 * including the transient component of the angular deviation ( ⁇ t ⁇ s). As a result, the follow-up response of the actual steering angle ⁇ s can be improved.
  • the servo control unit 54 may calculate the rotational torque Tr2 * by PD servo control (proportional differential servo control). That is, the rotational torque Tr2 * may include a proportional component and a differential component of the angular deviation ( ⁇ t ⁇ s).
  • the multiplier 55 calculates the product (G1 ⁇ Tr2 *) obtained by multiplying the rotational torque Tr2 * by the first control gain G1 as the second steering reaction force torque Tr2. Therefore, when the first control gain G1 drops to "0" when the automatic steering control transitions from on to off, the second steering reaction force torque Tr2 is reduced to "0" according to the first control gain G1. To torque. Further, when the first control gain G1 drops to " ⁇ " when the steering operation by the driver is detected, the second steering reaction force torque Tr2 is when the steering operation is not detected according to the first control gain G1. Is reduced.
  • step S1 the steering angle sensor 19 detects the actual steering angle ⁇ s of the steering wheel 31a.
  • step S2 the traveling controller 8 calculates a target steering angle ⁇ t for traveling the own vehicle along the target traveling track.
  • step S3 the traveling controller 8 detects the steering operation by the driver.
  • step S4 the traveling controller 8 calculates the first control gain G1.
  • the first control gain G1 when the steering operation by the driver is detected is set to a value " ⁇ " which is smaller than the value "1" when the steering operation is not detected. Further, when the automatic steering control transitions from on to off, the first control gain G1 decreases from "1" to "0".
  • step S5 the gain setting unit 41 of the first steering reaction force torque calculation unit 40 calculates the second control gain G2 based on the first control gain G1.
  • the second control gain G2 calculation routine will be described later with reference to FIG. As described above, the second control gain G2 when the steering operation by the driver is detected is held at the value "1" when the steering operation is not detected. Further, when the automatic steering control transitions from on to off, the second control gain G2 decreases from "1" to "0".
  • step S6 the multiplier 42 and the subtractor 44 offset the actual steering angle ⁇ s by the product (G2 ⁇ ⁇ t) of the second control gain G2 and the target steering angle ⁇ t.
  • step S7 the steer-by-wire reaction force calculation unit 45 calculates the first steering reaction force torque Tr1 based on the offset actual steering angle ⁇ s and the vehicle speed V.
  • step S8 the servo control unit 54 calculates the rotational torque Tr2 * that reduces the angle deviation ( ⁇ t ⁇ s) by servo control.
  • the multiplier 55 calculates the product (G1 ⁇ Tr2 *) obtained by multiplying the rotational torque Tr2 * by the first control gain G1 as the second steering reaction force torque Tr2.
  • step S10 the controller 11 determines whether or not the ignition switch (IGN) of the own vehicle is turned off. If the ignition switch is not turned off (step S10: N), the process returns to step S1. The process ends when the ignition switch is turned off (step S10: Y).
  • step S20 the gain setting unit 41 determines whether or not the first control gain G1 is “0”.
  • step S20: Y the process proceeds to step S21.
  • step S20: N the process proceeds to step S25.
  • step S21 the gain setting unit 41 determines whether or not the current value of the automatic steering flag FLG is "1".
  • step S21: Y it means that the first control gain G1 has changed from a state in which it is not "0" to "0". In this case, the process proceeds to step S24.
  • step S21: N the process proceeds to step S22.
  • step S22 the gain setting unit 41 determines whether or not the previous second control gain G2 is “0”. When the second control gain G2 is “0” (step S22: Y), the second control gain G2 calculation routine is terminated without changing the second control gain G2. When the second control gain G2 is not “0” (step S22: N), the process proceeds to step S23. In step S23, the gain setting unit 41 reduces the second control gain G2. After that, the second control gain G2 calculation routine is terminated. In step S24, the gain setting unit 41 sets the value of the automatic steering flag FLG to “0”. After that, the process proceeds to step S23, and the second control gain G2 is set to a value reduced from the previous value “1”. After that, the second control gain G2 calculation routine is terminated.
  • step S20: N When the first control gain G1 is not “0" (step S20: N), the gain setting unit 41 determines in step S25 whether or not the first control gain G1 is "1". When the first control gain G1 is “1” (step S25: Y), the process proceeds to step S26. When the first control gain G1 is not “1” (step S25: N), the process proceeds to step S29.
  • step S26 the gain setting unit 41 determines whether or not the current value of the automatic steering flag FLG is "0".
  • step S26: Y it means that the first control gain G1 has changed from a state other than "1" to "1". In this case, the process proceeds to step S27.
  • step S27 the gain setting unit 41 sets the value of the second control gain G2 to “1”.
  • step S28 the gain setting unit 41 sets the value of the automatic steering flag FLG to "1". After that, the second control gain G2 calculation routine is terminated. On the other hand, when the value of the automatic steering flag FLG is not "0" in step S26 (step S26: N), the second control gain G2 calculation routine without changing the second control gain G2 from the previous value "1". To finish.
  • step S29 the gain setting unit 41 determines whether or not the current value of the automatic steering flag FLG is "1".
  • step S29: Y the value of the automatic steering flag FLG is "1"
  • step S30: N the value of the automatic steering flag FLG is not "1"
  • step S30 the gain setting unit 41 holds the second control gain G2 at “1”. After that, the second control gain G2 calculation routine is terminated.
  • step S31 the gain setting unit 41 determines whether or not the second control gain G2 is larger than the first control gain G1. When the second control gain G2 is larger than the first control gain G1 (step S31: Y), the process proceeds to step S23. When the second control gain G2 is not larger than the first control gain G1 (step S31: N), the process proceeds to step S32. In step S32, the gain setting unit 41 sets the second control gain G2 to the same value “1” as the first control gain G1. After that, the second control gain G2 calculation routine is terminated.
  • the own vehicle includes a steer-by-wire type steering mechanism in which the steering wheel 31a and the steering wheel are mechanically separated.
  • the steering angle sensor 19 detects the actual steering angle ⁇ s of the steering wheel.
  • the traveling controller 8 calculates the target steering angle of the steering wheel based on the target steering angle of the steering wheel.
  • the reaction force control unit 47, the first drive circuit 13, and the reaction force actuator 12 apply a steering reaction force to the steering wheel according to an angular deviation ( ⁇ t ⁇ s) between the actual steering angle ⁇ s and the target steering angle ⁇ t. ..
  • the travel controller 8 detects the steering operation of the steering wheel 31a by the driver.
  • the reaction force control unit 47 reduces the steering reaction force according to the angle deviation when the steering operation by the driver is detected, as compared with the case where the steering operation by the driver is not detected.
  • the reaction force control unit 47, the first drive circuit 13, and the reaction force actuator 12 provide the first steering reaction force Tr1 according to the angle deviation ( ⁇ t ⁇ s) and the transient component of the angle deviation ( ⁇ t ⁇ s).
  • the included second steering reaction force Tr2 is added to generate a steering reaction force applied to the steering wheel 31a.
  • the reaction force control unit 47 reduces only the second steering reaction force Tr2 when the steering operation by the driver is detected, as compared with the case where the steering operation by the driver is not detected. As a result, by adding the second steering reaction force Tr2 containing the transient component of the angle deviation ( ⁇ t ⁇ s), the follow-up response of the actual steering angle ⁇ s in the automatic steering control is improved, and the steering operation by the driver can be performed. If it is detected, the driver's steering operation can be facilitated by reducing the second steering reaction force Tr2.
  • reaction force control unit 47 changes from a state in which the steering operation by the driver is not detected to a state in which the steering operation by the driver is detected, the reaction force control unit 47 starts from the time when the steering operation by the driver is detected.
  • the second steering reaction force Tr2 is gradually reduced according to the elapsed time of. As a result, it is possible to avoid a decrease in steering feeling due to a sudden change in the second steering reaction force Tr2.
  • the first steering reaction force torque calculation unit 40 offsets the actual steering angle ⁇ s by the target steering angle ⁇ t, and calculates the first steering reaction force Tr1 according to the offset actual steering angle ⁇ s.
  • the first steering reaction force Tr1 is calculated according to the angle deviation ( ⁇ t ⁇ s) between the steering angle ⁇ s and the target steering angle ⁇ t.
  • the first steering reaction force torque calculation unit 40 and the second steering reaction force torque calculation unit 50 determine the offset amount of the actual steering angle ⁇ s and the second steering reaction force Tr2 when the automatic steering control transitions from on to off. Reduce.
  • the first steering reaction force torque calculation unit 40 and the second steering reaction force torque calculation unit 50 reduce the second steering reaction force Tr2 and reduce the offset amount when the steering operation by the driver is detected during automatic steering.
  • the first steering reaction force torque calculation unit 40 calculates the steering reaction force according to the tire lateral force based on the offset actual steering angle ⁇ s and the vehicle speed V of the vehicle as the first steering reaction force Tr1.
  • the second steering reaction force torque calculation unit 50 calculates the second steering reaction force by proportional differential control of the angle deviation ( ⁇ t ⁇ s).

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Power Steering Mechanism (AREA)
PCT/JP2019/019397 2019-05-15 2019-05-15 操舵制御方法及び操舵制御装置 Ceased WO2020230307A1 (ja)

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EP19928312.8A EP3971059B1 (en) 2019-05-15 2019-05-15 Steering control method and steering control device
JP2021519217A JP7151883B2 (ja) 2019-05-15 2019-05-15 操舵制御方法及び操舵制御装置
CN201980096389.5A CN113825692B (zh) 2019-05-15 2019-05-15 转向控制方法及转向控制装置
US17/610,756 US11603132B2 (en) 2019-05-15 2019-05-15 Steering control method and steering control device

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CN113825692A (zh) 2021-12-21
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