WO2023144959A1 - 操舵制御装置及び操舵制御方法 - Google Patents
操舵制御装置及び操舵制御方法 Download PDFInfo
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- WO2023144959A1 WO2023144959A1 PCT/JP2022/003082 JP2022003082W WO2023144959A1 WO 2023144959 A1 WO2023144959 A1 WO 2023144959A1 JP 2022003082 W JP2022003082 W JP 2022003082W WO 2023144959 A1 WO2023144959 A1 WO 2023144959A1
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- target
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- 238000004364 calculation method Methods 0.000 claims description 102
- 238000012545 processing Methods 0.000 claims description 81
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- 230000007274 generation of a signal involved in cell-cell signaling Effects 0.000 description 10
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
- B62D6/008—Control of feed-back to the steering input member, e.g. simulating road feel in steer-by-wire applications
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- 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
- B62D15/0265—Automatic obstacle avoidance by steering
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
- B62D6/002—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels
Definitions
- the present disclosure relates to a steering control device and a steering control method.
- a steer-by-wire steering system in which the power transmission path between the operation unit to which the steering wheel is connected and the steering unit that steers the steered wheels is separated.
- a steering control device that controls such a steering device changes the angle ratio of the steering angle of the steered wheels to the steering angle of the steering wheel in accordance with the driving conditions of the vehicle.
- Patent Document 2 discloses that a joystick is used in addition to or instead of the steering wheel as an operation member operated by the driver.
- the joystick is the operating member, it is possible to reduce the amount of operation required to steer the steered wheels compared to the case where the steering wheel is the operating member, thus improving convenience for the driver. be able to.
- a reaction torque corresponding to the amount of operation by the driver is applied to the joystick.
- the driver may perform a so-called emergency avoidance operation by quickly operating the operation member. It is desirable that the emergency avoidance operation be an easy operation so that the steerable wheels can be quickly steered.
- the steering device controls a steering device of a vehicle.
- the steering device has a structure in which a power transmission path between an operation unit having an operation member and a steering unit configured to steer steerable wheels is mechanically separated.
- the steering control device is configured to calculate a target steering corresponding value, which is a target value of a convertible value that can be converted into a steering angle of the steered wheels, based on an operation amount of the operation member.
- a rudder correspondence value calculation section, a steering control signal generation section configured to generate a steering control signal for operating the steering unit based on the target steering correspondence value, and an emergency avoidance operation are performed.
- an emergency determination unit configured to determine whether or not there is an emergency
- a workload adjustment unit configured to adjust the driver's workload required to steer the steered wheels.
- the workload adjustment unit is configured to execute emergency adjustment processing for adjusting the workload in accordance with a determination result as to whether or not there is an emergency.
- the emergency adjustment processing includes reduction processing for reducing the workload in the previous stage after the emergency determination unit determines that there is an emergency, compared to when the emergency is not determined.
- the steering device has a structure in which a power transmission path between an operation unit having an operation member and a steering unit configured to steer steerable wheels is mechanically separated.
- the steering control method includes calculating a target steering corresponding value, which is a target value of a convertible value that can be converted into a steering angle of the steered wheels, based on the operation amount of the operating member; To generate a steering control signal for operating the steering unit based on the corresponding value, to determine whether or not an emergency avoidance operation is to be performed, and to steer the steered wheels. and adjusting the amount of driver work required to.
- Adjusting the amount of work includes executing emergency adjustment processing for adjusting the amount of work according to a determination result as to whether or not there is an emergency.
- the emergency adjustment processing includes reduction processing for reducing the workload in the previous stage after it is determined that there is an emergency, compared to when it is not determined that there is an emergency.
- FIG. 1 is a schematic configuration diagram of a steering system of a first embodiment and a steering control system that controls the steering system;
- FIG. 2 is a block diagram of the steering control device of FIG. 1;
- FIG. FIG. 3 is a flow chart showing an example of a procedure for emergency determination by an emergency determination unit in FIG. 2 ;
- FIG. FIG. 3 is a flowchart showing an example of a processing procedure of completion determination by an emergency determination unit in FIG. 2;
- FIG. 3 is a flow chart showing an example of a processing procedure of target operation reaction force calculation by a target operation reaction force calculation unit of FIG. 2; It is a figure which shows an example of the normal time map and emergency map which the target steering correspondence angle calculating part of FIG. 2 has.
- FIG. 3 is a flowchart showing an example of a processing procedure of calculating a target steering corresponding angle by a target steering corresponding angle calculation unit of FIG. 2;
- FIG. It is a figure which shows an example of a normal time map and an emergency map which the target steering correspondence angle calculating part of 2nd Embodiment has.
- a steering control device 1 controls a steer-by-wire steering device 2 .
- the steering device 2 changes the traveling direction of the vehicle by steering the steerable wheels 3 according to the operation of the driver.
- the steering device 2 includes an operation unit 4 operated by the driver and a steering unit 5 for steering the steered wheels 3 .
- the steering device 2 has a structure in which the power transmission path between the operation unit 4 and the steering unit 5 is mechanically separated.
- the operation unit 4 includes an operation lever 11, which is an operation member operated by the driver, and a base 12 that supports the operation lever 11 so as to be tiltable.
- the base 12 of this embodiment supports the operation lever 11 so as to be tiltable in the lateral direction of the vehicle, that is, in the left-right direction. That is, the amount of operation by the driver is represented by the tilt angle of the operating lever 11 (hereinafter referred to as lever tilt angle ⁇ l).
- the base 12 may support the operation lever 11 so as to be tiltable in the longitudinal direction of the vehicle.
- the operation unit 4 includes a tilt angle sensor 13 that detects the lever tilt angle ⁇ l. The lever tilt angle ⁇ l is detected as a positive value when the operation lever 11 is tilted to the right and as a negative value when the operation lever 11 is tilted to the left.
- the operation unit 4 also includes an operation actuator 15 that applies an operation reaction force, which is a force that resists the operation of the operation lever 11 by the driver.
- the operation actuator 15 of this embodiment includes an operation motor 16 and a link mechanism 17 that transmits rotation of the operation motor 16 to the operation lever 11 .
- the link mechanism 17 is composed of, for example, a plurality of gears and link members.
- the operation actuator 15 transmits the rotation of the operation motor 16 to the link mechanism 17 and converts the rotation by the link mechanism 17 to apply an operation reaction force to the operation lever 11 .
- the rotation of the operation motor 16 may be directly transmitted to the operation lever 11, and the configuration of the operation actuator 15 can be changed as appropriate.
- the steering unit 5 includes a pinion shaft 21, a rack shaft 22 connected to the pinion shaft 21, a rack housing 23 reciprocatingly housing the rack shaft 22, and a rack and pinion having the pinion shaft 21 and the rack shaft 22. a mechanism 24;
- the rack and pinion mechanism 24 is configured by meshing pinion teeth 21 a formed on the pinion shaft 21 and rack teeth 22 a formed on the rack shaft 22 .
- Tie rods 26 are connected to both ends of the rack shaft 22 via ball joints 25 .
- the tip of the tie rod 26 is connected to a knuckle (not shown) to which the steered wheels 3 are assembled.
- the steering unit 5 also includes a steering actuator 31 that imparts a steering force, which is a force for steering the steered wheels 3, to the rack shaft 22.
- the steering actuator 31 includes, for example, a steering motor 32 and a power transmission mechanism 33 that transmits the torque of the steering motor 32 to the rack shaft 22 .
- the power transmission mechanism 33 has a belt mechanism 34 and a ball screw mechanism 35 .
- the steering actuator 31 transmits the rotation of the steering motor 32 to the ball screw mechanism 35 via the belt mechanism 34 , and converts the rotation to the reciprocating motion of the rack shaft 22 by the ball screw mechanism 35 , thereby steering the steered wheels 3 . give power.
- a steering force is applied from the steering actuator 31 according to the operation of the operation lever 11 by the driver.
- the rack shaft 22 reciprocates, and the steering angle ⁇ i of the steerable wheels 3 is changed.
- the steering actuator 31 steers the steered wheels 3 according to the driver's operation.
- the operation actuator 15 applies an operation reaction force to the operation lever 11 . That is, in the steering device 2 , the driver's force required to operate the operation lever 11 is changed by the operation reaction force applied by the operation actuator 15 .
- the steering control device 1 is connected to the operation motor 16 and the steering motor 32 and controls the operation of the operation motor 16 and the steering motor 32 .
- the steering control device 1 is also connected to an alarm device 37 and controls the operation of the alarm device 37 .
- the annunciator 37 may be a device such as a display panel or a speaker that outputs a physical quantity that the driver can recognize with his/her five senses.
- Detection results of various sensors are input to the steering control device 1 .
- Various sensors include the tilt angle sensor 13, the vehicle speed sensor 41, and the rotation angle sensor 42, for example.
- a vehicle speed sensor 41 detects a vehicle speed V, which is the running speed of the vehicle.
- the rotation angle sensor 42 detects the rotation angle ⁇ t of the rotation shaft of the steering motor 32 as a relative angle within the range of 360°.
- the detection results of these sensors are examples of state variables.
- the steering control device 1 controls the operation of the operation motor 16, the steering motor 32, and the alarm 37 based on the input state variables.
- the steering control device 1 includes a microcomputer 51 , an operation drive circuit 52 and a steering drive circuit 53 .
- the microcomputer 51 outputs an operation control signal Ms and a steering control signal Mt.
- the operation drive circuit 52 supplies power to the operation motor 16 based on the operation control signal Ms, and the steering drive circuit 53 supplies power to the steering motor 32 based on the steering control signal Mt.
- the microcomputer 51 which is a processing circuit, includes (1) one or more processors that operate according to a computer program (software), (2) an application specific integrated circuit (ASIC) that executes at least part of various processes, and the like. or (3) a combination thereof.
- the processor includes a CPU and memory, such as RAM and ROM, which stores program code or instructions configured to cause the CPU to perform processes.
- Memory or non-transitory computer-readable media includes any available media that can be accessed by a general purpose or special purpose computer.
- Various controls by the microcomputer 51 are executed by the CPU executing programs stored in the memory at predetermined calculation cycles.
- a typical PWM inverter having a plurality of switching elements such as FETs and IGBTs is employed for the operation drive circuit 52 and steering drive circuit 53 .
- the operation control signal Ms and the steering control signal Mt are gate on/off signals that define the on/off state of each switching element.
- the steering control device 1 controls the motor torque generated by the operation motor 16 by supplying electric power to the operation motor 16 and applies an operation reaction force to the operation lever 11 . Further, by outputting a steering control signal Mt from the microcomputer 51 to the steering drive circuit 53 , electric power corresponding to the steering control signal Mt is supplied to the steering motor 32 from the vehicle-mounted power source.
- the steering motor 32 rotates, and a steering force is applied to the steered wheels 3 as described above.
- the steering control device 1 controls the motor torque generated by the steering motor 32 by supplying electric power to the steering motor 32 to steer the steered wheels 3 .
- the microcomputer 51 outputs an operation control signal Ms and a steering control signal Mt by executing arithmetic processing by each of the following control blocks in each predetermined arithmetic cycle.
- the microcomputer 51 receives the vehicle speed V, the lever inclination angle .theta.l, and the rotation angle .theta.t.
- the microcomputer 51 generates and outputs an operation control signal Ms and a steering control signal Mt based on these state variables.
- the microcomputer 51 includes a reaction force control section 54 that generates an operation control signal Ms, and a steering control section 55 that generates a steering control signal Mt.
- the reaction force control unit 54 includes a target operation reaction force calculation unit 61 that calculates a target operation reaction force T*, an operation control signal generation unit 62 that generates an operation control signal Ms, and an emergency avoidance operation. and an emergency determination unit 63 that outputs an emergency state signal Se indicating whether or not
- the vehicle speed V and the lever inclination angle ⁇ l are input to the emergency determination unit 63 .
- the emergency determination unit 63 Based on these state variables, the emergency determination unit 63 performs emergency determination to determine whether an emergency exists or not, and completion determination to determine whether an emergency avoidance operation has been completed.
- the emergency avoidance operation refers to operating the operation lever 11 quickly in order to avoid a collision with an obstacle existing in front of the vehicle, for example.
- the emergency determination unit 63 has an emergency flag F.
- the emergency signal Se is a signal that indicates the value of the emergency flag F.
- the emergency determination unit 63 changes the value of the emergency flag F according to the results of the emergency determination and the completion determination. Then, the emergency determination unit 63 outputs the emergency state signal Se to the target operation reaction force calculation unit 61 , the steering control unit 55 and the alarm 37 .
- the emergency state signal Se which indicates that the value of the emergency flag F is "1" is configured to cause the annunciator 37 to perform a notification operation to the effect that an emergency has occurred. Emergency determination and completion determination will be described later.
- the vehicle speed V, the lever inclination angle ⁇ l, and the emergency state signal Se are input to the target operation reaction force calculation unit 61 .
- the target operation reaction force calculation unit 61 calculates a target operation reaction force T*, which is a target value of the operation reaction force, based on these state variables, and outputs the target operation reaction force T* to the operation control signal generation unit 62 . Calculation of the target operation reaction force T* will be described later.
- the operation control signal generator 62 generates the operation control signal Ms based on the target operation reaction force T*.
- the operation control signal generator 62 uses any well-known technique to generate an operation control signal Ms that causes the operation motor 16 to generate a torque corresponding to the target operation reaction force T*.
- the steering control unit 55 includes a steering response angle calculation unit 71 that calculates a steering response angle ⁇ p, a target steering response angle calculation unit 72 that calculates a target steering response angle ⁇ p*, and a steering control signal Mt. and a steering control signal generation unit 73 that generates the steering control signal.
- the rotation angle ⁇ t of the steering motor 32 is input to the steering corresponding angle calculator 71 .
- the steering corresponding angle calculation unit 71 counts, for example, the number of revolutions of the steering motor 32 from the midpoint, and calculates an integrated angle by integrating the rotation angle ⁇ t with the midpoint being zero degrees. Then, the steered corresponding angle calculator 71 multiplies this integrated angle by a conversion factor based on the reduction ratio of the belt mechanism 34, the lead of the ball screw mechanism 35, and the rotational speed ratio of the rack and pinion mechanism 24. Then, the steering corresponding angle ⁇ p is calculated.
- the turning corresponding angle ⁇ p corresponds to the pinion angle, which is the rotation angle of the pinion shaft 21, and the midpoint is the rotation angle of the pinion shaft 21 when the vehicle travels straight. Since the pinion shaft 21 rotates according to the reciprocating motion of the rack shaft 22 as described above, the rotation angle of the pinion shaft 21, that is, the steered corresponding angle ⁇ p can be converted into the steered angle ⁇ i of the steered wheels 3. It corresponds to the steering corresponding value which is the actual value of the value, and the steering corresponding angle calculation section 71 corresponds to the steering corresponding value calculation section. The turning corresponding angle ⁇ p calculated by the turning corresponding angle calculating section 71 is output to the turning control signal generating section 73 .
- the vehicle speed V, the lever inclination angle ⁇ l, and the emergency state signal Se are input to the target steering corresponding angle calculation unit 72 .
- the target steering corresponding angle calculation unit 72 calculates a target steering corresponding angle ⁇ p*, which is a target value of the steering corresponding angle ⁇ p, based on these state variables. That is, the target steering response angle ⁇ p* corresponds to a target steering response value that is a target value of a convertible value that can be converted into the steering angle ⁇ i of the steered wheels 3. It corresponds to a steering corresponding value calculation section. Calculation processing of the target steering corresponding angle ⁇ p* by the target steering corresponding angle calculator 72 will be described later.
- the target steering corresponding angle ⁇ p* is output to the steering control signal generator 73 .
- a steering corresponding angle ⁇ p and a target steering corresponding angle ⁇ p* are input to the steering control signal generation unit 73 .
- the steering control signal generator 73 of the present embodiment Based on these state quantities, the steering control signal generator 73 of the present embodiment generates the steering control signal Mt such that the change in the target steering corresponding angle ⁇ p* is gradually reflected in the steering angle ⁇ i. .
- the steering control signal generation section 73 includes a subtractor 74 , a guard processing section 75 and a feedback control section 76 .
- the wording of a feedback may be described as "F/B.”
- the steering corresponding angle ⁇ p and the target steering corresponding angle ⁇ p* are input to the subtractor 74 .
- a subtractor 74 calculates a difference ⁇ p by subtracting the turning corresponding angle ⁇ p from the target turning corresponding angle ⁇ p*.
- the difference ⁇ p is output to the guard processing section 75 .
- the difference ⁇ p is input to the guard processing unit 75 .
- the guard processing unit 75 calculates a difference ⁇ pg by limiting the difference ⁇ p to a difference upper limit value ⁇ lim or less.
- the difference upper limit value ⁇ lim is a value corresponding to the upper limit speed of the turning speed of the steered wheels 3 .
- the guard processing unit 75 of this embodiment calculates the difference upper limit value ⁇ lim based on the vehicle speed V, but the difference upper limit value ⁇ lim may be a preset fixed value.
- the guard processing unit 75 has a map or a functional expression indicating the relationship between the vehicle speed V and the difference upper limit value ⁇ lim, and calculates the difference upper limit value ⁇ lim according to the vehicle speed V by referring to the map or the functional expression.
- the guard processing unit 75 compares the absolute value of the input difference ⁇ p and the calculated difference upper limit value ⁇ lim. When the absolute value of the difference ⁇ p is equal to or less than the difference upper limit value ⁇ lim, the guard processing unit 75 outputs the input difference ⁇ p as it is to the F/B control unit 76 as the difference ⁇ pg after guard processing. On the other hand, if the absolute value of the difference ⁇ p is greater than the difference upper limit value ⁇ lim, the guard processing unit 75 maintains the sign of the input difference ⁇ p and makes the absolute value equal to the difference upper limit value ⁇ lim after guard processing. is output to the F/B control unit 76 as the difference ⁇ pg.
- the difference ⁇ pg after guard processing is input to the F/B control unit 76 .
- the F/B control unit 76 calculates the target turning torque by executing the F/B calculation based on the difference ⁇ pg.
- the F/B calculation employs a PID control calculation, but is not limited to this, and may be a PI control calculation or the like.
- the F/B control unit 76 uses any well-known technique to generate a steering control signal Mt that causes the steering motor 32 to generate the target steering torque.
- the difference ⁇ pg used for F/B calculation is limited to the difference upper limit value ⁇ lim or less according to the upper limit speed. Therefore, when electric power is supplied from the steering drive circuit 53 to the steering motor 32 in accordance with the steering control signal Mt, the steered wheels 3 respond to the target steering correspondence angle ⁇ p* at a steering speed equal to or lower than the upper limit speed.
- the steering angle is ⁇ i. That is, the steering control signal generator 73 sets the steering speed of the steerable wheels 3 to be equal to or lower than the upper limit speed so that the steering angle ⁇ i gradually reflects the change in the target steering corresponding angle ⁇ p*. Generate a control signal Mt.
- the emergency determination unit 63 executes emergency determination based on the vehicle speed V and the lever inclination angle ⁇ l when the value of the emergency flag F is "0", that is, when the emergency avoidance operation is not performed. . Further, when the value of the emergency flag F is "1", that is, when there is an emergency, the completion determination is executed based on the lever tilt angle ⁇ l. Then, the emergency determination unit 63 changes the value of the emergency flag F according to the result of executing the emergency determination or the completion determination, and outputs an emergency state signal Se indicating the value of the emergency flag F.
- the emergency determination unit 63 determines that an emergency is present when all of the following conditions (a1) to (a3) are satisfied.
- the vehicle speed V is equal to or higher than the high speed determination threshold value Vth.
- the absolute value of the lever inclination angle ⁇ l is less than the turning determination threshold value ⁇ lth.
- the absolute value of the operating speed ⁇ l of the operating lever 11 is greater than or equal to the sudden operation determination threshold ⁇ lth.
- the high speed determination threshold value Vth is the vehicle speed V at which it can be determined that the vehicle is traveling at a relatively high speed, and is set in advance.
- the turn determination threshold value ⁇ lth is a lever inclination angle ⁇ l at which it can be determined that the vehicle is not making a large turn, that is, is traveling substantially straight, and is set in advance.
- the sudden operation determination threshold ⁇ lth is the operation speed ⁇ l at which it can be determined that the driver is performing a quick operation, and is set in advance.
- the emergency determination unit 63 of the present embodiment calculates the operation speed ⁇ l by differentiating the lever inclination angle ⁇ l.
- a speed sensor may be provided in the operation unit 4 and the operation speed ⁇ l may be input from the speed sensor.
- the operation speed ⁇ l is detected as a positive value when the operation lever 11 is tilted to the right, and as a negative value when the operation lever 11 is tilted to the left.
- the determination of the emergency is based on the result of comparing the magnitude of the parameter indicating the running state of the vehicle with the threshold as in (a1) above, and the parameter indicating the operation state of the operation unit 4 as in (a2) and (a3) above. It is executed based on the result of comparison with the threshold value.
- the emergency determination unit 63 sets the value of the emergency flag F to "1" when all the conditions (a1) to (a3) are satisfied. Further, when all of the conditions (a1) to (a3) are satisfied, the emergency determination unit 63 of the present embodiment determines the operation direction of the operation lever 11 by the emergency avoidance operation based on the sign of the operation speed ⁇ l. and memorize. On the other hand, the emergency determination unit 63 does not change the value of the emergency flag F when at least one of the conditions (a1) to (a3) is not satisfied.
- the emergency determination unit 63 acquires various state variables (step 101), it calculates the operation speed ⁇ l (step 102) and determines whether the vehicle speed V is equal to or higher than the high speed determination threshold value Vth. Determine (step 103). If the vehicle speed V is equal to or higher than the high speed determination threshold value Vth (step 103: YES), it is determined whether or not the absolute value of the lever inclination angle ⁇ l is less than the turning determination threshold value ⁇ lth (step 104).
- step 104 If the absolute value of the lever inclination angle ⁇ l is less than the turning determination threshold value ⁇ lth (step 104: YES), it is determined whether the absolute value of the operation speed ⁇ l of the operating lever 11 is equal to or greater than the sudden operation determination threshold value ⁇ lth (step 105). ).
- step 105 If the absolute value of the operation speed ⁇ l of the operating lever 11 is equal to or greater than the sudden operation determination threshold value ⁇ lth (step 105: YES), the emergency determination unit 63 sets the value of the emergency flag F to "1" (step 106). ). Subsequently, the operating direction of the operating lever 11 for the emergency avoidance operation is determined and stored (step 107). After that, this process is terminated.
- step 103: NO if the vehicle speed V is less than the high speed determination threshold value Vth (step 103: NO), the emergency determination unit 63 ends this process without setting the value of the emergency flag F to "1".
- step 104: NO when the absolute value of the lever inclination angle ⁇ l is greater than or equal to the turn determination threshold value ⁇ lth (step 104: NO), and when the absolute value of the operating speed ⁇ l of the operating lever 11 is less than the sudden operation determination threshold value ⁇ lth (step 105: NO), this processing ends without setting the value of the emergency flag F to "1".
- the emergency determination unit 63 determines that the emergency avoidance operation has been completed when the following condition (b1) is satisfied.
- the emergency determination unit 63 determines whether or not an operation in the return direction with respect to the emergency avoidance operation has been performed. Specifically, the emergency determination unit 63 calculates the operating speed ⁇ l based on the lever inclination angle ⁇ l, and detects the current operating direction based on the sign of the operating speed ⁇ l. Then, when the detected operation direction is opposite to the operation direction of the stored emergency avoidance operation, it is determined that the return operation has been performed. The emergency determination unit 63 resets the value of the emergency flag F to "0" when the condition (b1) is satisfied.
- the emergency determination unit 63 determines that the operation in the return direction has been performed, it deletes the stored operation direction for the emergency avoidance operation. On the other hand, if the condition (b1) is not satisfied, the emergency determination unit 63 does not change the value of the emergency flag F and does not erase the stored operation direction.
- the emergency determination unit 63 acquires various state variables (step 201), it calculates the operating speed ⁇ l, and determines the current operating direction of the operating lever 11 based on the sign of the operating speed ⁇ l. Detect (step 202). Subsequently, it is determined whether or not the current operation direction is opposite to the operation direction of the emergency avoidance operation, that is, whether or not the return direction operation is being performed (step 203).
- step 203 When the return direction operation is performed (step 203: YES), the emergency determination unit 63 resets the value of the emergency flag F to "0" (step 204). Subsequently, the operation direction for the emergency avoidance operation that has been stored is erased (step 205), and this processing is terminated. On the other hand, if the return operation is not performed (step 203: NO), the emergency determination unit 63 terminates this process without resetting the value of the emergency flag F to "0".
- the target operation reaction force calculation unit 61 first calculates a basic operation reaction force Tb. Then, by adjusting the basic operation reaction force Tb according to the value of the emergency flag F, the target operation reaction force T* is calculated. Specifically, the target operation reaction force calculation unit 61 calculates the angular axial force as the basic operation reaction force Tb.
- the angular axial force is a road surface reaction force that the steered wheels 3 are supposed to receive from the road surface, and is an ideal value defined by an arbitrarily set vehicle model.
- the angular axial force is an axial force that does not reflect road surface information.
- the road surface information includes information such as minute irregularities that do not affect the behavior of the vehicle in the lateral direction, steps that affect the behavior of the vehicle in the lateral direction, and the like.
- the angular axial force is calculated, for example, so that the absolute value of the angular axial force increases as the absolute value of the lever inclination angle ⁇ l increases. Further, the angular axial force is calculated such that the absolute value of the angular axial force increases as the vehicle speed V increases, for example.
- the target operation reaction force calculation unit 61 adjusts the basic operation reaction force Tb by multiplying the gain G by the basic operation reaction force Tb.
- the target operation reaction force calculation unit 61 changes the gain G in accordance with the value of the emergency flag F and the elapsed time t after the emergency is determined.
- the target operation reaction force calculator 61 has a timer (not shown), and measures the elapsed time t after the value of the emergency flag F is changed from "0" to "1".
- the target operation reaction force calculation unit 61 sets the gain G to the normal gain Gn.
- the normal gain Gn is, for example, "1", but may be set to any value greater than zero.
- the target operation reaction force calculation unit 61 When the value of the emergency flag F is "1" and the elapsed time t after the emergency is determined to be less than the predetermined time tth, the target operation reaction force calculation unit 61 to calculate the gain Gi of the previous term, and set the gain G to the gain Gi of the previous term.
- the previous gain Gi is calculated so as to be larger than zero and smaller than the normal gain Gn. For example, the gain Gi is calculated to have a larger value as the vehicle speed V increases, but may be calculated to have a smaller value as the vehicle speed V increases.
- the target operation reaction force calculation unit 61 When the value of the emergency flag F is "1" and the elapsed time t after it is determined to be an emergency is equal to or longer than the predetermined time tth, the target operation reaction force calculation unit 61 Then, the gain Gl is calculated in the latter period, and the gain G is set to the latter period gain Gl.
- the late gain Gl is calculated so as to have a value equal to or greater than the normal gain Gn. For example, the late gain Gl is calculated to have a larger value as the vehicle speed V increases, but may be calculated to have a smaller value as the vehicle speed V increases.
- the predetermined time tth is set in advance based on the stage of avoidance by the emergency avoidance operation.
- the avoidance stage is divided into, for example, an early stage in which the steered wheels 3 are steered to avoid collision with an obstacle, and a late stage in which no further steering of the steered wheels 3 is required.
- the predetermined time tth is set in advance based on the time required from the early stage to the late stage, and may be, for example, about 0.3 seconds.
- the target operation reaction force calculation unit 61 calculates the target operation reaction force T* by multiplying the basic operation reaction force Tb by the gain G thus set. That is, the target operation reaction force calculation unit 61 calculates the target operation reaction force T* having a smaller absolute value in the previous stage than when it is not determined to be an emergency. Then, in the latter stage, the target operation reaction force calculation section 61 calculates the target operation reaction force T* having an absolute value equal to or greater than the target operation reaction force T* when it is not determined that the emergency is present. As a result, when it is determined that there is an emergency, the target operation reaction force T* is calculated to decrease once and then to increase again.
- the target operation reaction force calculation unit 61 reduces the amount of work required to steer the steerable wheels 3 by reducing the operation reaction force in the previous stage.
- the target operation reaction force calculation section 61 corresponds to a workload adjustment section, and executes emergency adjustment processing.
- the emergency adjustment process includes a reduction process including a target operation reaction force calculation process for reduction, and a weighting process.
- the gain G is changed to the early gain Gi or the late gain Gl to adjust the emergency. Processing is performed. This emergency adjustment process is stopped by changing the gain G to the normal gain Gn after the value of the emergency flag F becomes "0" by determining that the emergency avoidance operation is completed.
- the target operation reaction force calculation section 61 calculates a basic operation reaction force Tb (step 302). Subsequently, it is determined whether or not the value of the emergency flag F is "0" (step 303). If the value of the emergency flag F is "0" (step 303: YES), the gain G is set to the normal gain Gn (step 304), and the target operation reaction force T* is calculated using the normal gain Gn. (step 305).
- the target operation reaction force calculation unit 61 determines that the elapsed time t after the emergency is determined is equal to or greater than the predetermined time tth. It is determined whether or not there is (step 306). If the elapsed time t is less than the predetermined time tth (step 306: NO), the previous gain Gi is calculated based on the vehicle speed V (step 307). Subsequently, the gain G is set to the previous gain Gi (step 308), and the process proceeds to step 305 to calculate the target operation reaction force T* using the previous gain Gi.
- the processing of steps 305, 307, and 308 corresponds to the reduction processing and reduction target operation reaction force calculation processing.
- the target operation reaction force calculation unit 61 calculates the late gain Gl based on the vehicle speed V (step 309). Subsequently, the gain G is set to the late gain Gl (step 310), and the process proceeds to step 305 to calculate the target operation reaction force T* using the late gain Gl.
- the processing of steps 305, 309 and 310 corresponds to weighting processing. Also, the processing of steps 305 to 310 corresponds to emergency adjustment processing.
- the target steering corresponding angle calculator 72 includes a memory 72a.
- the memory 72a stores a normal map 81 as normal calculation information and an emergency map 82 as emergency calculation information.
- the normal map 81 and the emergency map 82 show the relationship between the lever inclination angle ⁇ l, the vehicle speed V, and the target steering corresponding angle ⁇ p*. That is, the normal map 81 and the emergency map 82 are three-dimensional maps showing the relationship between the lever inclination angle ⁇ l and the vehicle speed V and the target steering corresponding angle ⁇ p*.
- the normal map 81 is indicated by a solid line
- the emergency map 82 is indicated by a broken line.
- the target steering corresponding angle ⁇ p* is zero degrees when the lever inclination angle ⁇ l is zero degrees.
- Both the normal map 81 and the emergency map 82 are set such that the absolute value of the target steering corresponding angle ⁇ p* increases as the absolute value of the lever inclination angle ⁇ l increases.
- the absolute value of the target steering corresponding angle ⁇ p* linearly increases as the absolute value of the lever inclination angle ⁇ l increases. That is, the angle ratio ⁇ of the steering angle ⁇ i of the steered wheels 3 to the lever inclination angle ⁇ l of the operating lever 11 does not change according to the absolute value of the lever inclination angle ⁇ l.
- the absolute value of the target steering corresponding angle ⁇ p* may increase non-linearly, for example, based on the increase in the absolute value of the lever inclination angle ⁇ l. That is, the angle ratio ⁇ may change according to the absolute value of the lever inclination angle ⁇ l.
- Both the normal map 81 and the emergency map 82 are set such that the absolute value of the target steering corresponding angle ⁇ p* increases as the vehicle speed V decreases, for example. That is, the angle ratio ⁇ changes according to the vehicle speed V.
- the amount of change in the absolute value of the target steering corresponding angle ⁇ p* with respect to the amount of change in the lever tilt angle ⁇ l and the vehicle speed V in the emergency map 82 is the target steering angle with respect to the amount of change in the lever tilt angle ⁇ l and the vehicle speed V in the normal map 81. It is set to be smaller than the amount of change in the absolute value of the corresponding angle ⁇ p*.
- the absolute value of the target steering response angle ⁇ p* in the emergency map 82 can be set at any lever inclination angle ⁇ l and vehicle speed, except when the absolute value of the target steering response angle ⁇ p* in the normal time map 81 is zero. At V, it becomes smaller than the absolute value of the target steering corresponding angle ⁇ p* in the normal time map 81 .
- the target steering corresponding angle calculator 72 refers to the normal map 81 to calculate the target steering corresponding angle ⁇ p* corresponding to the lever inclination angle ⁇ l and the vehicle speed V. to calculate
- the target steering correspondence angle calculator 72 refers to the emergency map 82 to calculate the target steering correspondence angle corresponding to the lever inclination angle ⁇ l and the vehicle speed V. Calculate ⁇ p*. That is, the target steering corresponding angle calculation unit 72 switches the map depending on whether it is determined that an emergency is occurring or not.
- the target steering correspondence angle calculation unit 72 calculates the target steering correspondence angle ⁇ p*, which is smaller in absolute value than the target steering correspondence angle ⁇ p* when it is not determined to be an emergency, when it is determined to be an emergency. Calculate the angle ⁇ p*. In other words, after it is determined that an emergency has occurred, the target steering corresponding angle ⁇ p* is less likely to change with respect to changes in the lever inclination angle ⁇ l due to the driver's operation.
- the amount of work of the driver required to steer the steerable wheels 3 as described above is represented by the product of the force resisting the operation reaction force and the amount of change in the lever inclination angle ⁇ l. Therefore, the target steered corresponding angle calculation unit 72 increases the amount of change in the lever inclination angle ⁇ l required to steer the steered wheels 3, thereby increasing the amount of work required to steer the steered wheels 3. do. That is, the target steering corresponding angle calculation section 72 corresponds to a workload adjustment section, and executes emergency adjustment processing.
- the emergency adjustment process includes a suppression target steering corresponding value calculation process.
- the target steering corresponding angle calculator 72 acquires various state quantities (step 401), it determines whether or not the value of the emergency flag F is "0" (step 402). If the value of the emergency flag F is "0" (step 402: YES), the target steering corresponding angle ⁇ p* is calculated using the normal map 81 (step 403).
- step 402 when the value of the emergency flag F is "1" (step 402: NO), the target steering corresponding angle calculator 72 calculates the target steering corresponding angle ⁇ p* using the emergency map 82 ( step 404).
- the processing of step 404 corresponds to the target steering corresponding value calculation processing for suppression and the emergency adjustment processing.
- the target operation reaction force calculation unit 61 which is a work amount adjustment unit, adjusts the amount of work required to turn the steerable wheels 3 according to the determination result of whether or not there is an emergency. Execute the hour adjustment process.
- the emergency adjustment process includes a reduction process for reducing the amount of work in the previous stage after the emergency determination unit 63 determines that there is an emergency, compared to when it is not determined that there is an emergency. Therefore, when it is determined that there is an emergency, the steerable wheels 3 can be steered with a small amount of work. This makes it possible to easily perform an emergency avoidance operation.
- the mitigation process includes a mitigation target operation reaction force calculation process for calculating the absolute value of the target operation reaction force T* to be smaller than when it is not determined to be an emergency. Therefore, by executing the reduction process, the force required to operate the control lever 11 is reduced, so that the amount of work required to steer the steered wheels 3 is reduced. This makes it possible to easily perform an emergency avoidance operation.
- Reduction target operation reaction force calculation processing is processing for reducing the absolute value of the target operation reaction force T* based on the vehicle speed V. Therefore, the operation reaction force can be preferably reduced in accordance with the vehicle speed V when it is determined that an emergency has occurred.
- the emergency adjustment process calculates a target operation reaction force T* having an absolute value equal to or greater than the target operation reaction force T* calculated when it is not judged to be an emergency in the latter stage following the previous stage. It further includes a weighting process for That is, the operation reaction force increases in the latter stage following the early stage. Therefore, it is possible to prevent the lever inclination angle ⁇ l from becoming too large. As a result, an appropriate emergency avoidance operation can be easily performed.
- the target operation reaction force calculation unit 61 determines that the stage of avoidance by the emergency avoidance operation has shifted from the early stage to the late stage based on the elapsed time t after it is determined that the emergency is occurring.
- the angle ratio ⁇ of the amount of change in the steering angle ⁇ i to the amount of change in the lever inclination angle ⁇ l may vary depending on the type of vehicle in which the steering device 2 is mounted. Therefore, if it is determined whether or not the vehicle has shifted from the early stage to the late stage based on, for example, the lever tilt angle ⁇ l, it is necessary to consider the optimum threshold for the lever tilt angle ⁇ l for each vehicle type.
- the emergency adjustment process sets the target steering corresponding angle ⁇ p* so that the amount of change in the steering angle ⁇ i with respect to the amount of change in the amount of operation of the control lever 11 is smaller than in the case where it is not determined that there is an emergency. It further includes calculation processing of target steering corresponding value for suppression to be calculated. Therefore, even if the lever inclination angle ⁇ l becomes too large, it is possible to prevent the absolute value of the target steering corresponding angle ⁇ p* from becoming too large. As a result, an appropriate emergency avoidance operation can be easily performed.
- Target steering correspondence value calculation processing for suppression is processing for calculating a target steering correspondence angle ⁇ p* based on the vehicle speed V. Therefore, the target steering corresponding angle ⁇ p* can be suitably calculated according to the vehicle speed V when it is determined that an emergency is occurring.
- the steering control signal generation unit 73 generates the steering control signal Mt so as to gradually reflect the change in the target steering corresponding angle ⁇ p* to the steering angle ⁇ i. As a result, abrupt changes in the steering angle ⁇ i are suppressed, so that disturbance of the behavior of the vehicle can be suppressed.
- the emergency determination unit 63 determines whether or not the emergency avoidance operation has been completed.
- the target operation reaction force calculation unit 61 and the target steering corresponding angle calculation unit 72 stop the emergency adjustment process after it is determined that the emergency avoidance operation is completed. Therefore, for example, it is possible to prevent the operation reaction force from suddenly changing during the emergency avoidance operation. As a result, it is possible to prevent the driver from feeling uncomfortable.
- the emergency determination unit 63 determines whether or not the emergency avoidance operation is completed based on whether or not the operation lever 11 is operated in the return direction opposite to the operation direction of the emergency avoidance operation. do. Therefore, it can be appropriately determined that the emergency avoidance operation is completed.
- the emergency determination unit 63 determines whether there is an emergency based on the result of comparing the threshold value and the parameter indicating the running state of the vehicle and the result of comparing the parameter indicating the operation state of the operation unit 4 and the threshold value. Determine whether it is time. Therefore, it is possible to appropriately determine whether or not there is an emergency depending on the running state of the vehicle and the operating state of the operating unit 4 .
- the memory 72a of the target steering corresponding angle calculator 72 of the present embodiment stores an emergency map 92 having a shape different from the emergency map 82 of the first embodiment.
- the memory 72a also stores the normal map 81 of the first embodiment.
- the normal map 81 is indicated by a solid line
- the emergency map 92 is indicated by a broken line.
- a small operation range and a large operation range are set as the range of the lever inclination angle ⁇ l.
- the small operation range is the range of the lever tilt angle ⁇ l from zero to the boundary value ⁇ lb
- the large operation range is the range of the lever tilt angle ⁇ l larger than the boundary value ⁇ lb.
- the boundary value ⁇ lb is a lever inclination angle ⁇ l at which the turning angle ⁇ i becomes large to some extent.
- the boundary value ⁇ lb in the present embodiment is, for example, the same as the turning determination threshold ⁇ lth, but may be a value larger or smaller than the turning determination threshold ⁇ lth. In another embodiment, the boundary value ⁇ lb may be changed based on the vehicle speed V, for example.
- the amount of change in the absolute value of the target turning correspondence angle ⁇ p* with respect to the amount of change in the lever tilt angle ⁇ l and the vehicle speed V in the emergency map 92 is It is set to be larger than the amount of change in the absolute value of the target steering corresponding angle ⁇ p*. That is, in the small operation range, the angle ratio ⁇ when it is determined to be an emergency is greater than the angle ratio ⁇ when it is not determined to be an emergency.
- the amount of change in the absolute value of the target steering correspondence angle ⁇ p* with respect to the amount of change in the lever tilt angle ⁇ l and the vehicle speed V in the emergency map 92 is the same as the change in the lever tilt angle ⁇ l and the vehicle speed V in the normal map 81. It is set to be smaller than the amount of change in the absolute value of the target steering corresponding angle ⁇ p* with respect to the amount. That is, in the large operation range, the angle ratio ⁇ when it is determined to be an emergency is smaller than the angle ratio ⁇ when it is not determined to be an emergency.
- the target steering corresponding angle calculator 72 calculates the target steering corresponding angle ⁇ p by referring to the normal map 81 when the value of the emergency flag F is "0". Calculate *. When the value of the emergency flag F is "1", the target steering corresponding angle calculator 72 calculates the target steering corresponding angle ⁇ p* by referring to the emergency map 92 .
- the amount of work of the driver required to steer the steerable wheels 3 as described above is represented by the product of the force resisting the operation reaction force and the amount of change in the lever inclination angle ⁇ l. Therefore, the target steering corresponding angle calculation unit 72 reduces the amount of change in the lever inclination angle ⁇ l required to steer the steered wheels 3, thereby reducing the amount of work required to steer the steered wheels 3. do. That is, the target steering corresponding angle calculation section 72 corresponds to a workload adjustment section, and executes emergency adjustment processing.
- the emergency adjustment processing includes reduction processing including reduction target steering corresponding value calculation processing.
- the processing procedure for the target steering corresponding angle calculation unit 72 to calculate the target steering corresponding angle ⁇ p* is the same as in the first embodiment, so the description will be omitted.
- the target steering corresponding angle ⁇ p* is calculated using the emergency map 92.
- emergency adjustment processing is executed.
- the target steering corresponding angle ⁇ p* is calculated using the normal map 81 after the value of the emergency flag F becomes "0" by determining that the emergency avoidance operation is completed. stop by being
- the present embodiment has the following actions and effects.
- (2-1) The target steering corresponding angle calculation unit 72, which is a work amount adjustment unit, adjusts the work amount necessary for turning the steerable wheels 3 according to the determination result of whether or not there is an emergency. Execute emergency reconciliation processing. Therefore, when it is determined that there is an emergency, the steerable wheels 3 can be steered with a small amount of work. This makes it possible to easily perform an emergency avoidance operation.
- the target turning corresponding angle ⁇ p* is set so that the amount of change in the turning angle ⁇ i with respect to the amount of change in the amount of operation of the operating lever 11 is greater than in the case where it is not determined that the emergency is present. It includes calculation processing of target steering corresponding value for reduction to be calculated. Therefore, the amount of change in the lever tilt angle ⁇ l required for the emergency avoidance operation is reduced by executing the reduction processing, and the amount of work required to turn the steered wheels 3 is reduced. This makes it possible to easily perform an emergency avoidance operation.
- Reduction target steering correspondence value calculation processing is processing for calculating a target steering correspondence angle ⁇ p* based on the vehicle speed V. Therefore, the target steering corresponding angle ⁇ p* can be suitably calculated according to the vehicle speed V when it is determined that the situation is an emergency.
- the memory 72a of the target steering corresponding angle calculator 72 stores a normal map 81 and an emergency map 92 showing the relationship between the lever inclination angle ⁇ l and the target steering corresponding angle ⁇ p*.
- Each of the normal map 81 and the emergency map 92 includes a small operation range, which is a range of lever tilt angles ⁇ l including zero, and a large operation range, which is a range of lever tilt angles ⁇ l with a larger absolute value than the small manipulation range. .
- the amount of change in the absolute value of the target steering corresponding angle ⁇ p* with respect to the amount of change in the lever tilt angle ⁇ l in the emergency map 92 is the target steering corresponding angle ⁇ p* with respect to the amount of change in the lever tilt angle ⁇ l in the normal map. It is set to be larger than the change amount of the absolute value.
- the reduction target steering correspondence value calculation process is a process of calculating a target steering correspondence angle ⁇ p* based on the lever inclination angle ⁇ l using the emergency map 92 . Therefore, when it is determined that there is an emergency, the amount of change in the steering angle ⁇ i relative to the amount of change in the amount of operation of the operating lever 11 is greater than when it is not determined that there is an emergency.
- the angle ⁇ p* can be calculated with a small calculation load.
- the amount of change in the absolute value of the target steering corresponding angle ⁇ p* with respect to the amount of change in the lever inclination angle ⁇ l in the emergency map 92 is increased over the entire operating range of the operating lever 11, the target steering corresponding angle ⁇ p* may become too large.
- the amount of change in the absolute value of the target steering correspondence angle ⁇ p* with respect to the amount of change in the lever inclination angle ⁇ l in the emergency map 92 is the target steering correspondence angle with respect to the amount of change in the lever inclination angle ⁇ l in the normal map. It is set to be smaller than the amount of change in the absolute value of ⁇ p*. Therefore, even if the absolute value of the lever inclination angle ⁇ l increases, it is possible to prevent the absolute value of the target steering corresponding angle ⁇ p* from becoming too large. This makes it possible to easily perform appropriate emergency operations.
- ⁇ Emergency is determined when all of the above conditions (a1) to (a3) are satisfied, but the present invention is not limited to this. For example, it may be determined that the emergency is present when the conditions (a1) and (a3) are satisfied without determining the condition (a2) regarding the lever inclination angle ⁇ l. Further, it may be determined whether or not there is an emergency using information other than the parameter indicating the operation state of the operation unit 4 and the parameter indicating the running state of the vehicle. Other information may be signals from cameras that detect obstacles, for example. Further, the other information may be information obtained by communication with other vehicles traveling nearby or monitoring equipment installed on the road on which the vehicle travels.
- the present invention is not limited to this. For example, when the vehicle stops, it may be determined that the emergency avoidance operation has been completed. Further, it may be determined whether or not the emergency avoidance operation is completed using information other than the parameter indicating the operation state of the operation unit 4 and the parameter indicating the running state of the vehicle. Other information may be distance and time traveled since the emergency was determined. Furthermore, if a switch operated by the driver is provided in the driver's seat, the other information may be the on/off state of this switch.
- the emergency adjustment process is stopped when the emergency determination unit 63 determines that the emergency avoidance operation is completed, the present invention is not limited to this.
- the emergency adjustment process may be stopped when at least one of the conditions (a1) to (a3) is not satisfied. That is, for example, the value of the emergency flag F may be reset to "0" when at least one of the conditions (a1) to (a3) is not satisfied. In this case, the emergency determination unit 63 does not have to perform the completion determination.
- the amount of change in the absolute value of the target steering correspondence angle ⁇ p* with respect to the amount of change in the lever inclination angle ⁇ l in the emergency map 92 is greater than that in the normal time map 81 even in the large operation range. good too.
- the emergency map 92 may be set so that the absolute value of the target steering corresponding angle ⁇ p* does not change even if the absolute value of the lever inclination angle ⁇ l increases in the large operation range.
- the target steering corresponding angle ⁇ p* when the lever inclination angle ⁇ l is the boundary value may be set as the upper limit angle, and the steerable wheels 3 may not be steered beyond the upper limit angle. . Even in this case, after it is determined that the emergency avoidance operation is completed, it is possible to steer the steered wheels 3 beyond the upper limit angle.
- a dead zone may be set in the normal map 81 and the emergency maps 82 and 92 .
- a range may be set near the zero degree of the lever inclination angle ⁇ l in which the target steering corresponding angle ⁇ p* remains zero degrees even if the absolute value of the lever inclination angle ⁇ l increases.
- the normal map 81 and the emergency maps 82, 92 may be two-dimensional maps showing the relationship between the lever inclination angle ⁇ l and the target steering corresponding angle ⁇ p*. That is, the target steering correspondence value calculation processing for suppression and the target steering correspondence value calculation processing for reduction may be processing for calculating the target steering correspondence angle ⁇ p* without using the vehicle speed V.
- the normal operation information and the emergency operation information may be, for example, functional expressions instead of maps.
- the reduction processing by the target steering corresponding angle calculation unit 72 regardless of the absolute value of the lever inclination angle ⁇ l, is more effective than when it is not determined to be an emergency.
- the target turning corresponding angle ⁇ p* may be calculated so that the amount of change in the steering angle ⁇ i becomes large.
- the steering control signal generation unit 73 includes a guard processing unit 75, and by setting the steering speed of the steerable wheels 3 to be equal to or lower than the upper limit speed, gradually changes the target steering corresponding angle ⁇ p* to the steering angle ⁇ i.
- a steering control signal Mt to be reflected was generated.
- the steering control signal generation section 73 may include, in addition to or instead of the guard processing section 75, a filter processing section that performs first-order lag filter processing, for example.
- the difference .DELTA..theta.p is prevented from changing suddenly by performing first-order lag filter processing on the input difference .DELTA..theta.p.
- the filter time constant and the like may be changed based on the vehicle speed V.
- the steering control signal generator 73 always generates the steering control signal Mt so as to gradually reflect the change in the target steering corresponding angle ⁇ p* to the steering angle ⁇ i.
- the present invention is not limited to this.
- a rudder control signal Mt may be generated.
- the steering control signal Mt may be generated such that the difference ⁇ p caused by switching the maps disappears during a preset gradual change time. Note that the gradual change time may be calculated based on the vehicle speed V.
- the target operation reaction force calculation unit 61 calculates the angular axial force as the basic operation reaction force Tb, but is not limited to this, and may calculate the current axial force as the basic operation reaction force Tb, for example.
- the current axial force is the axial force actually transmitted from the steering motor 32 to the rack shaft 22, and includes road surface information. The current axial force can be calculated based on the actual current value supplied to the steering motor 32 .
- the distributed axial force obtained by adding the angular axial force and the current axial force at a predetermined ratio may be calculated as the basic operation reaction force Tb.
- a value proportional to the absolute value of the lever inclination angle ⁇ l may be calculated as the basic operation reaction force Tb, and the calculation of the basic operation reaction force Tb can be changed as appropriate.
- the target operation reaction force calculation unit 61 calculates the previous gain Gi based on the vehicle speed V
- the previous gain Gi may be a preset fixed value.
- the late gain Gl may be a preset fixed value.
- the target operation reaction force calculator 61 multiplies the basic operation reaction force Tb by the gain G to adjust the basic operation reaction force Tb. It is possible.
- the basic operation reaction force Tb may be adjusted by subtracting an adjustment value from the absolute value of the basic operation reaction force Tb.
- the adjustment value may be a preset fixed value or a value calculated based on the vehicle speed V.
- the target operation reaction force calculation unit 61 may have normal operation information and emergency operation information indicating the relationship between the lever tilt angle ⁇ l and the target operation reaction force T*, for example.
- the target operation reaction force T* in the emergency calculation information can be set to be larger than the target operation reaction force T* in the normal calculation information.
- the target operation reaction force calculator 61 can directly calculate the target operation reaction force T* without calculating the basic operation reaction force Tb.
- the stage of avoidance by the emergency avoidance operation had shifted from the early stage to the late stage based on the elapsed time t after it was determined that it was an emergency
- the emergency adjustment process does not have to include the weighting process. In other words, the operation reaction force may be kept small after it is determined that there is an emergency.
- the emergency adjustment process may not include the suppression target steering corresponding value calculation process. In other words, the target steering corresponding angle ⁇ p* may be calculated in the same manner depending on whether it is determined that the emergency is present or not.
- the emergency adjustment process may not include the reduction process by the target operation reaction force calculation unit 61, the target operation reaction force calculation process for reduction, and the weighting process.
- the target operation reaction force T* may be similarly calculated depending on whether the emergency is determined or not.
- the convertible value for the turning angle ⁇ i of the steered wheels 3 was the rotation angle of the pinion shaft 21, but not limited to this, for example, the stroke amount of the rack shaft 22 or the turning angle ⁇ i itself can be converted. can be a value.
- the microcomputer 51 does not have to notify the driver of the emergency via the alarm device 37 .
- the operation lever 11 is tiltably supported by the base 12, the operation lever 11 may be supported by the base 12 so as to be slidable, for example.
- the amount of operation by the driver is represented by the amount of slide of the operation lever 11 .
- the operating lever 11 may be used to control the driving/braking of the vehicle in addition to controlling the steering angle ⁇ i of the steered wheels 3 .
- the tilt angle sensor 13 detects the lever tilt angle ⁇ l
- the present invention is not limited to this, and the lever tilt angle ⁇ l may be detected based on the rotation angle of the operation motor 16, for example. In this case, the operation unit 4 does not have to include the tilt angle sensor 13 .
- the operation unit 4 may be provided with a steering wheel as an operation member instead of the operation lever 11 .
- the operation unit 4 may also include a steering wheel operated by the driver.
- the steering device 2 has a linkless structure in which the power transmission between the operation unit 4 and the steering unit 5 is separated, it is not limited to this.
- the steering device 2 may have a structure in which power transmission between the operation unit 4 and the steering unit 5 can be separated by a clutch.
- the steering actuator 31 transmits the rotation of the steering motor 32 to the ball screw mechanism 35 via the belt mechanism 34, but is not limited to this.
- the steering actuator 31 may be configured to transmit to 35 .
- the steering actuator 31 may be configured such that the steering motor 32 directly rotates the ball screw mechanism 35 .
- the steering unit 5 is configured to include a second rack-and-pinion mechanism, and the rotation of the steering motor 32 is converted into reciprocating motion of the rack shaft 22 by the second rack-and-pinion mechanism.
- the steering actuator 31 may be configured to apply a steering force to the .
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Abstract
Description
以下、操舵制御装置の第1実施形態を図面に従って説明する。
(全体構成)
図1に示すように、操舵制御装置1は、ステアバイワイヤ式の操舵装置2を制御する。操舵装置2は、運転者の操作に応じて、転舵輪3を転舵させることにより車両の進行方向を変更する。操舵装置2は、運転者により操作される操作ユニット4と、転舵輪3を転舵させる転舵ユニット5とを備えている。操舵装置2は、操作ユニット4と、転舵ユニット5との間の動力伝達路が機械的に分離した構造を有している。
以下、操舵制御装置1の構成について詳細に説明する。
図2に示すように、操舵制御装置1は、マイクロコンピュータ51と、操作駆動回路52と、転舵駆動回路53とを備えている。マイクロコンピュータ51は、操作制御信号Ms及び転舵制御信号Mtを出力する。操作駆動回路52は操作制御信号Msに基づいて操作モータ16に電力を供給し、転舵駆動回路53は転舵制御信号Mtに基づいて転舵モータ32に電力を供給する。
マイクロコンピュータ51は、所定の演算周期毎に以下の各制御ブロックが演算処理を実行することで、操作制御信号Ms及び転舵制御信号Mtを出力する。マイクロコンピュータ51には、上記車速V、レバー傾角θl及び回転角θtが入力される。マイクロコンピュータ51は、これらの状態変数に基づいて操作制御信号Ms及び転舵制御信号Mtを生成して出力する。マイクロコンピュータ51は、操作制御信号Msを生成する反力制御部54と、転舵制御信号Mtを生成する転舵制御部55とを備えている。
反力制御部54は、目標操作反力T*を演算する目標操作反力演算部61と、操作制御信号Msを生成する操作制御信号生成部62と、緊急回避操作が行われる緊急時であるか否かを示す緊急状態信号Seを出力する緊急時判定部63とを備えている。
転舵制御部55は、転舵対応角θpを演算する転舵対応角演算部71と、目標転舵対応角θp*を演算する目標転舵対応角演算部72と、転舵制御信号Mtを生成する転舵制御信号生成部73とを備えている。
次に、緊急時判定部63による緊急時判定及び完了判定について詳細に説明する。
緊急時判定部63は、緊急時フラグFの値が「0」である場合、すなわち緊急回避操作が行われる緊急時ではない場合に、車速V及びレバー傾角θlに基づいて緊急時判定を実行する。また、緊急時フラグFの値が「1」である場合、すなわち緊急時である場合に、レバー傾角θlに基づいて完了判定を実行する。そして、緊急時判定部63は、緊急時判定又は完了判定を実行した結果に応じて緊急時フラグFの値を変更し、緊急時フラグFの値を示す緊急状態信号Seを出力する。
緊急時判定部63は、下記(a1)~(a3)のすべての条件が成立する場合に、緊急時であると判定する。
(a2)レバー傾角θlの絶対値が旋回判定閾値θlth未満であること。
(a3)操作レバー11の操作速度ωlの絶対値が急操作判定閾値ωlth以上であること。
図3に示すように、緊急時判定部63は、各種状態変数を取得すると(ステップ101)、操作速度ωlを演算し(ステップ102)、車速Vが高速判定閾値Vth以上であるか否かを判定する(ステップ103)。車速Vが高速判定閾値Vth以上である場合(ステップ103:YES)、レバー傾角θlの絶対値が旋回判定閾値θlth未満であるか否かを判定する(ステップ104)。レバー傾角θlの絶対値が旋回判定閾値θlth未満である場合(ステップ104:YES)、操作レバー11の操作速度ωlの絶対値が急操作判定閾値ωlth以上であるか否かを判定する(ステップ105)。
緊急時判定部63は、下記(b1)の条件が成立する場合に、緊急回避操作が完了したと判定する。
緊急時判定部63は、操作速度ωlの符号に基づいて、緊急回避操作に対する戻し方向の操作が行われたか否かを判定する。具体的には、緊急時判定部63は、レバー傾角θlに基づいて操作速度ωlを演算し、この操作速度ωlの符号に基づいて現在の操作方向を検出する。そして、検出した操作方向が記憶していた緊急回避操作による操作方向と反対である場合に、戻し方向の操作が行われたと判定する。緊急時判定部63は、(b1)の条件が成立する場合に、緊急時フラグFの値を「0」にリセットする。また、緊急時判定部63は、戻し方向の操作が行われたと判定した場合、記憶していた緊急回避操作による操作方向を消去する。一方、緊急時判定部63は、(b1)の条件が成立しない場合、緊急時フラグFの値を変更せず、記憶していた操作方向を消去しない。
図4に示すように、緊急時判定部63は、各種状態変数を取得すると(ステップ201)、操作速度ωlを演算し、この操作速度ωlの符号に基づいて操作レバー11の現在の操作方向を検出する(ステップ202)。続いて、現在の操作方向が緊急回避操作による操作方向と反対であるか否か、すなわち戻し方向の操作が行われているか否かを判定する(ステップ203)。
次に、図2に示す目標操作反力演算部61による目標操作反力T*の演算について詳細に説明する。
詳しくは、目標操作反力演算部61は角度軸力を基礎操作反力Tbとして演算する。角度軸力は、転舵輪3が路面から受けると考えられる路面反力であって、任意に設定する車両のモデルにより規定される理想値である。角度軸力は、路面情報が反映されない軸力である。路面情報とは、車両の横方向への挙動に影響を与えない微小な凹凸や車両の横方向への挙動に影響を与える段差等の情報を含む。角度軸力は、例えばレバー傾角θlの絶対値が大きくなるほど、角度軸力の絶対値が大きくなるように演算される。また、角度軸力は、例えば車速Vが大きくなるほど、角度軸力の絶対値が大きくなるように演算される。
図5に示すように、目標操作反力演算部61は、各種状態変数を取得すると(ステップ301)、基礎操作反力Tbを演算する(ステップ302)。続いて、緊急時フラグFの値が「0」であるか否かを判定する(ステップ303)。緊急時フラグFの値が「0」である場合(ステップ303:YES)、ゲインGを通常時ゲインGnに設定し(ステップ304)、通常時ゲインGnを用いて目標操作反力T*を演算する(ステップ305)。
次に、図2に示す目標転舵対応角演算部72による目標転舵対応角θp*の演算について詳細に説明する。
目標転舵対応角演算部72は、各種状態量を取得すると(ステップ401)、緊急時フラグFの値が「0」であるか否かを判定する(ステップ402)。緊急時フラグFの値が「0」である場合(ステップ402:YES)、通常時マップ81を用いて目標転舵対応角θp*を演算する(ステップ403)。
(1-1)仕事量調整部である目標操作反力演算部61は、緊急時であるか否かの判定結果に応じて転舵輪3を転舵させるために必要な仕事量を調整する緊急時調整処理を実行する。緊急時調整処理は、緊急時判定部63により緊急時であると判定された後の前期段階において、緊急時であると判定されない場合に比べ、仕事量を小さくする軽減処理を含む。そのため、緊急時であると判定されると、小さな仕事量で転舵輪3を転舵させることができる。これにより、緊急回避操作を容易に行うことができる。
ここで、レバー傾角θlの変化量に対する転舵角θiの変化量の角度比αは、操舵装置2が搭載される車種によって異なることがある。そのため、前期段階から後期段階に移ったか否かの判定を、例えばレバー傾角θlに基づいて行うと、車種ごとに最適なレバー傾角θlの閾値を検討しなければならない。この点、上記構成によれば、前期段階から後期段階に移ったか否かの判定を緊急時であると判定されてからの経過時間tに基づいて行う。そのため、幅広い車種に対して、前期段階から後期段階に移ったか否かの判定を容易に行うことができる。
次に、操舵制御装置の第2実施形態を図面に従って説明する。なお、説明の便宜上、同一の構成については上記第1実施形態と同一の符号を付してその説明を省略する。
(2-1)仕事量調整部である目標転舵対応角演算部72は、緊急時であるか否かの判定結果に応じて転舵輪3を転舵させるために必要な仕事量を調整する緊急時調整処理を実行する。そのため、緊急時であると判定されると、小さな仕事量で転舵輪3を転舵させることができる。これにより、緊急回避操作を容易に行うことができる。
・上記(a1)~(a3)のすべての条件が成立する場合に緊急時であると判定したが、これに限らない。例えばレバー傾角θlに関する(a2)の条件を判定せず、(a1)及び(a3)の条件が成立する場合に緊急時であると判定してもよい。また、操作ユニット4の操作状態を示すパラメータ及び車両の走行状態を示すパラメータ以外の他の情報を用いて、緊急時であるか否かを判定してもよい。他の情報は、例えば障害物を検出するカメラからの信号であってもよい。また、他の情報は、付近を走行する他の車両又は走行する道路に設置された監視機器との間で通信により得られる情報であってもよい。
・目標操作反力演算部61は角度軸力を基礎操作反力Tbとして演算したが、これに限らず、例えば電流軸力を基礎操作反力Tbとして演算してもよい。電流軸力は、転舵モータ32からラック軸22に実際に伝達される軸力であり、路面情報を含む。電流軸力は、転舵モータ32に供給される実電流値に基づいて演算することができる。また、角度軸力と電流軸力とを所定比率で足し合わせた配分軸力を基礎操作反力Tbとして演算してもよい。さらに、例えばレバー傾角θlの絶対値に比例する値を基礎操作反力Tbとして演算してもよく、基礎操作反力Tbの演算は適宜変更可能である。
・上記第1実施形態において、緊急時調整処理は、抑制用目標転舵対応値演算処理を含まなくてもよい。つまり、緊急時であると判定される場合と緊急時であると判定されないとで、同様に目標転舵対応角θp*を演算してもよい。
・操作レバー11は、ベース12に傾動可能に支持されたが、これに限らず、例えばベース12に対してスライド可能に支持されてもよい。この場合、運転者による操作量は、操作レバー11のスライド量で表される。操作レバー11は、転舵輪3の転舵角θiを制御することに加え、車両の駆動/制動を制御するために用いられてもよい。
Claims (16)
- 車両の操舵装置を制御する操舵制御装置であって、
前記操舵装置は、操作部材を有する操作ユニットと、転舵輪を転舵させるように構成される転舵ユニットとの間の動力伝達路が機械的に分離した構造を有し、
前記操舵制御装置は、
前記操作部材の操作量に基づいて、前記転舵輪の転舵角に換算可能な換算可能値の目標値である目標転舵対応値を演算するように構成される目標転舵対応値演算部と、
前記目標転舵対応値に基づいて、前記転舵ユニットを作動させる転舵制御信号を生成するように構成される転舵制御信号生成部と、
緊急回避操作が行われる緊急時であるか否かを判定するように構成される緊急時判定部と、
前記転舵輪を転舵させるために必要な運転者の仕事量を調整するように構成される仕事量調整部と、を備え、
前記仕事量調整部は、緊急時であるか否かの判定結果に応じて前記仕事量を調整する緊急時調整処理を実行するように構成され、
前記緊急時調整処理は、前記緊急時判定部により緊急時であると判定された後の前期段階において、緊急時であると判定されない場合に比べ、前記仕事量を小さくする軽減処理を含む、操舵制御装置。 - 請求項1に記載の操舵制御装置であって、
前記操作ユニットは、前記操作量に応じた操作反力を前記操作部材に付与するように構成され、
前記操舵制御装置は、
前記操作量に基づいて、前記操作反力の目標値である目標操作反力を演算するように構成される目標操作反力演算部と、
前記目標操作反力に基づいて、前記操作ユニットを作動させる操作制御信号を生成するように構成される操作制御信号生成部と、をさらに備え、
前記仕事量調整部は、前記目標操作反力演算部を含み、
前記軽減処理は、緊急時であると判定されない場合に比べ、小さな絶対値を有する前記目標操作反力を演算する軽減用目標操作反力演算処理を含む、操舵制御装置。 - 請求項2に記載の操舵制御装置であって、
前記軽減用目標操作反力演算処理は、車速に基づいて前記目標操作反力を演算する処理である、操舵制御装置。 - 請求項2又は3に記載の操舵制御装置であって、
前記緊急時調整処理は、前記前期段階の後に続く後期段階において、緊急時であると判定されない場合に演算される前記目標操作反力以上の絶対値を有する前記目標操作反力を演算する加重処理をさらに含む、操舵制御装置。 - 請求項4に記載の操舵制御装置であって、
前記目標操作反力演算部は、緊急時であると判定されてからの経過時間に基づいて、緊急回避操作による回避の段階が前記前期段階から前記後期段階に移ったと判定するように構成される、操舵制御装置。 - 請求項2~5のいずれか一項に記載の操舵制御装置であって、
前記仕事量調整部は、前記目標転舵対応値演算部をさらに含み、
前記緊急時調整処理は、緊急時であると判定されない場合と比べ、前記操作量の変化量に対する前記転舵角の変化量が小さくなるように前記目標転舵対応値を演算する抑制用目標転舵対応値演算処理をさらに含む、操舵制御装置。 - 請求項6に記載の操舵制御装置であって、
前記抑制用目標転舵対応値演算処理は、車速に基づいて前記目標転舵対応値を演算する処理である、操舵制御装置。 - 請求項1~5のいずれか一項に記載の操舵制御装置であって、
前記仕事量調整部は、前記目標転舵対応値演算部を含み、
前記軽減処理は、緊急時であると判定されない場合に比べ、前記操作量の変化量に対する前記転舵角の変化量が大きくなるように前記目標転舵対応値を演算する軽減用目標転舵対応値演算処理を含む、操舵制御装置。 - 請求項8に記載の操舵制御装置であって、
前記軽減用目標転舵対応値演算処理は、車速に基づいて前記目標転舵対応値を演算する処理である、操舵制御装置。 - 請求項8又は9に記載の操舵制御装置であって、
前記目標転舵対応値演算部は、メモリを備え、
前記メモリは、前記操作量と前記目標転舵対応値との関係を示す通常時演算情報及び緊急時演算情報を記憶し、
前記操作量は、前記車両が直進する場合にゼロであり、
前記通常時演算情報及び前記緊急時演算情報の各々は、ゼロを含む前記操作量の範囲である小操作範囲と、前記小操作範囲よりも絶対値が大きな前記操作量の範囲である大操作範囲と、を含み、
前記小操作範囲において、前記緊急時演算情報における前記操作量の変化量に対する前記目標転舵対応値の絶対値の変化量は、前記通常時演算情報におけるそれよりも大きくなるように設定され、
前記軽減用目標転舵対応値演算処理は、前記緊急時演算情報を用いて、前記操作量に基づく前記目標転舵対応値を演算する処理である、操舵制御装置。 - 請求項10に記載の操舵制御装置であって、
前記大操作範囲において、前記緊急時演算情報における前記操作量の変化量に対する前記目標転舵対応値の絶対値の変化量は、前記通常時演算情報におけるそれよりも小さくなるように設定される、操舵制御装置。 - 請求項1~11のいずれか一項に記載の操舵制御装置であって、
前記転舵制御信号生成部は、前記目標転舵対応値の変化を前記転舵角に徐々に反映させる前記転舵制御信号を生成するように構成される、操舵制御装置。 - 請求項1~12のいずれか一項に記載の操舵制御装置であって、
前記緊急時判定部は、緊急回避操作が完了したか否かを判定するようにさらに構成され、
前記仕事量調整部は、前記緊急時判定部により緊急回避操作が完了したと判定された後に前記緊急時調整処理を停止するように構成される、操舵制御装置。 - 請求項13に記載の操舵制御装置であって、
前記緊急時判定部は、緊急回避操作による前記操作部材の操作方向と反対の戻し方向の操作が行われるか否かに基づいて、緊急回避操作が完了したか否かを判定するように構成される、操舵制御装置。 - 請求項1~14のいずれか一項に記載の操舵制御装置であって、
前記緊急時判定部は、前記車両の走行状態を示すパラメータと閾値との大小比較の結果、及び前記操作ユニットの操作状態を示すパラメータと閾値との大小比較の結果に基づいて、緊急時であるか否かを判定するように構成される、操舵制御装置。 - 車両の操舵装置を制御する操舵制御方法であって、
前記操舵装置は、操作部材を有する操作ユニットと、転舵輪を転舵させるように構成される転舵ユニットとの間の動力伝達路が機械的に分離した構造を有し、
前記操舵制御方法は、
前記操作部材の操作量に基づいて、前記転舵輪の転舵角に換算可能な換算可能値の目標値である目標転舵対応値を演算することと、
前記目標転舵対応値に基づいて、前記転舵ユニットを作動させる転舵制御信号を生成することと、
緊急回避操作が行われる緊急時であるか否かを判定することと、
前記転舵輪を転舵させるために必要な運転者の仕事量を調整することと、を含み、
前記仕事量を調整することは、緊急時であるか否かの判定結果に応じて前記仕事量を調整する緊急時調整処理を実行することを含み、
前記緊急時調整処理は、緊急時であると判定された後の前期段階において、緊急時であると判定されない場合に比べ、前記仕事量を小さくする軽減処理を含む、操舵制御方法。
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Citations (9)
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JP4297149B2 (ja) * | 2006-09-29 | 2009-07-15 | トヨタ自動車株式会社 | 車両の操舵装置 |
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WO2020261530A1 (ja) * | 2019-06-28 | 2020-12-30 | 日産自動車株式会社 | 操舵制御方法及び操舵制御装置 |
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- 2022-01-27 WO PCT/JP2022/003082 patent/WO2023144959A1/ja active Application Filing
- 2022-01-27 US US18/716,713 patent/US20250050945A1/en active Pending
- 2022-01-27 CN CN202280089547.6A patent/CN118574764A/zh active Pending
- 2022-01-27 JP JP2023576481A patent/JPWO2023144959A1/ja active Pending
- 2022-01-27 EP EP22922552.9A patent/EP4470876A4/en active Pending
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JP2004034834A (ja) * | 2002-07-03 | 2004-02-05 | Honda Motor Co Ltd | 運転操作装置 |
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JPWO2023144959A1 (ja) | 2023-08-03 |
EP4470876A4 (en) | 2025-03-19 |
US20250050945A1 (en) | 2025-02-13 |
EP4470876A1 (en) | 2024-12-04 |
CN118574764A (zh) | 2024-08-30 |
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