WO2023275914A1 - 自動運転支援装置 - Google Patents
自動運転支援装置 Download PDFInfo
- Publication number
- WO2023275914A1 WO2023275914A1 PCT/JP2021/024281 JP2021024281W WO2023275914A1 WO 2023275914 A1 WO2023275914 A1 WO 2023275914A1 JP 2021024281 W JP2021024281 W JP 2021024281W WO 2023275914 A1 WO2023275914 A1 WO 2023275914A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- steering
- abnormality
- steering angle
- motor
- detected
- Prior art date
Links
- 230000005856 abnormality Effects 0.000 claims abstract description 265
- 238000001514 detection method Methods 0.000 claims abstract description 248
- 238000000034 method Methods 0.000 claims description 63
- 230000002159 abnormal effect Effects 0.000 claims description 58
- 238000004804 winding Methods 0.000 claims description 36
- 230000001133 acceleration Effects 0.000 claims description 32
- 230000007423 decrease Effects 0.000 claims description 17
- 230000002093 peripheral effect Effects 0.000 claims description 10
- 230000009467 reduction Effects 0.000 claims description 8
- 238000009499 grossing Methods 0.000 claims description 4
- 238000006243 chemical reaction Methods 0.000 description 80
- 238000010586 diagram Methods 0.000 description 54
- 238000012545 processing Methods 0.000 description 31
- 238000004364 calculation method Methods 0.000 description 22
- 238000012937 correction Methods 0.000 description 11
- 238000012806 monitoring device Methods 0.000 description 10
- 230000007246 mechanism Effects 0.000 description 9
- 230000008569 process Effects 0.000 description 8
- 238000013459 approach Methods 0.000 description 6
- 238000004891 communication Methods 0.000 description 6
- 230000033001 locomotion Effects 0.000 description 5
- 230000003044 adaptive effect Effects 0.000 description 4
- 230000008859 change Effects 0.000 description 4
- 230000001629 suppression Effects 0.000 description 4
- 230000006399 behavior Effects 0.000 description 3
- 230000006870 function Effects 0.000 description 3
- 238000007493 shaping process Methods 0.000 description 3
- 238000013473 artificial intelligence Methods 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 2
- 230000010485 coping Effects 0.000 description 2
- 230000001687 destabilization Effects 0.000 description 2
- 238000004870 electrical engineering Methods 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 238000000605 extraction Methods 0.000 description 2
- 230000004907 flux Effects 0.000 description 2
- 230000002265 prevention Effects 0.000 description 2
- 230000001360 synchronised effect Effects 0.000 description 2
- 230000001413 cellular effect Effects 0.000 description 1
- 239000004020 conductor Substances 0.000 description 1
- 239000000284 extract Substances 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 230000006698 induction Effects 0.000 description 1
- 230000007257 malfunction Effects 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 239000000047 product Substances 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 230000004043 responsiveness Effects 0.000 description 1
- 239000013589 supplement Substances 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
- B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
- B62D5/0481—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such monitoring the steering system, e.g. failures
- B62D5/0484—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such monitoring the steering system, e.g. failures for reaction to failures, e.g. limp home
-
- 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
- B62D5/00—Power-assisted or power-driven steering
- B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
- B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
- B62D5/0481—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such monitoring the steering system, e.g. failures
- B62D5/0487—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such monitoring the steering system, e.g. failures detecting motor faults
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
- B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
- B62D5/0481—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such monitoring the steering system, e.g. failures
- B62D5/049—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such monitoring the steering system, e.g. failures detecting sensor failures
-
- 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
- This application relates to an automatic driving support device.
- Patent Document 1 is an example of a technique for coping with changes in control when an abnormality occurs during driving assistance.
- a current instruction is provided to flow a counter current in the opposite direction to the current instruction value according to the yaw angular velocity of the vehicle.
- Patent Document 2 discloses another example of technology for coping when an abnormality occurs during driving support.
- the second sensor is used to continue driving assistance.
- the yaw angular velocity sensor is abnormal, the yaw angular velocity is estimated from the steering angle and the vehicle speed, and based on the estimated yaw acceleration, the target steering angle, that is, the steering angle command value is determined, and the target trajectory follow-up control is performed. It is carried out.
- Patent Document 1 can deal with an abnormality in the current instruction value, it is possible to cope with an abnormality in the steering motor control system such as a drive circuit and a control device that controls the current flowing through the steering motor according to the current instruction value. has a problem that cannot be addressed. Further, it does not specify which component related to the generation of the current command value has an abnormality, but simply calculates the current command value for supplying a counter current that suppresses the yaw acceleration. Therefore, there is a problem that the control suitable for the abnormal state is not performed, and the destabilization of the vehicle behavior can be prevented, but the driving support for following the target travel trajectory cannot be continued.
- the second sensor is used when the first sensor is abnormal, and there is a problem that the redundancy of the sensor increases the cost. Also, the yaw angular velocity can be estimated, but there is a problem that the driving assistance cannot be continued if an abnormality other than the yaw angular velocity sensor occurs. In particular, there is a problem that the abnormality of the control system of the steering motor cannot be dealt with.
- an object of the present application is to provide an automatic driving support device capable of continuing automatic steering when an abnormality is detected in a steering motor control system such as a steering motor drive circuit and control device.
- the automatic driving support device is an automatic steering control unit that detects a running state of the own vehicle and a surrounding state of the own vehicle, and calculates a steering angle command value of a steering device of the own vehicle based on the detected running state and surrounding state; a steering motor that drives the steering device; a motor drive circuit that has a switching element and turns on and off electric power supplied to the steering motor; a steering angle control unit that calculates a motor output command value related to the output torque of the steering motor based on the steering angle command value and the steering angle detection value; a motor control unit that generates a drive signal for turning on and off the switching element of the motor drive circuit based on the motor output command value; an abnormality detection unit that detects an abnormality related to the steering motor, which is an abnormality that has occurred in the control system of the steering motor; The motor control unit generates an abnormal drive signal according to the content of the steering motor-related abnormality based on the motor output command value when the steering motor-related abnormality is detected.
- the automatic driving support device even when a steering motor-related abnormality occurs, a drive signal in the event of an abnormality is generated to continue driving the steering device by the steering motor to continue automatic steering. can. Continuation of the automatic steering can give the driver a sense of security. It is possible to suppress an increase in cost by only processing to generate a drive signal for abnormal times without adding hardware only for abnormal times.
- FIG. 1 is a schematic configuration diagram of an automatic driving support device according to Embodiment 1;
- FIG. 1 is a schematic block diagram of an automatic driving support device according to Embodiment 1;
- FIG. 4 is a diagram summarizing processing at the time of abnormality detection of each sensor according to Embodiment 1.
- FIG. 2 is a circuit diagram of a motor drive circuit according to Embodiment 1;
- FIG. 2 is a hardware configuration diagram of a control device according to Embodiment 1;
- FIG. FIG. 2 is a block diagram of an automatic steering control unit during normal operation according to Embodiment 1;
- FIG. 3 is a block diagram of a steering angle control unit during normal operation according to Embodiment 1; 3 is a block diagram of a motor control unit during normal operation according to the first embodiment;
- FIG. FIG. 4 is a block diagram of the motor control unit when one-phase open abnormality is detected according to the first embodiment;
- FIG. 4 is a block diagram of the steering angle control unit when detecting an abnormality in one phase according to Embodiment 1;
- FIG. 4 is a diagram for explaining correction of a steering angle command value for avoiding an output decrease steering angle when one phase is abnormal according to the first embodiment;
- 4 is a block diagram of the motor control unit when detecting a single-phase short-circuit abnormality according to the first embodiment;
- FIG. 4 is a block diagram of the motor control unit when detecting an abnormality in the current sensor according to the first embodiment;
- FIG. FIG. 4 is a block diagram of a steering angle motor control unit when an abnormality of a current sensor is detected according to Embodiment 1;
- 4 is a block diagram of a motor control unit when detecting an abnormality in the rotation angle sensor according to Embodiment 1;
- FIG. 4 is a block diagram of a rotation estimating section of a motor control section when an abnormality of a rotation angle sensor is detected according to Embodiment 1;
- FIG. 4 is a block diagram of a rotation estimating section of a motor control section when an abnormality of a rotation angle sensor is detected according to Embodiment 1;
- FIG. 4 is a block diagram of the automatic steering control unit when detection abnormality of the steering angle detection value is detected according to Embodiment 1;
- FIG. 4 is a block diagram of the steering angle control section when detection abnormality of the steering angle detection value according to Embodiment 1 is detected;
- FIG. 2 is a schematic configuration diagram of an automatic driving support device according to Embodiment 2;
- FIG. 4 is a schematic block diagram of an automatic driving support device according to Embodiment 2;
- FIG. 10 is a diagram summarizing processing when an abnormality is detected by each sensor according to the second embodiment;
- FIG. 11 is a block diagram of a steering angle control unit during normal operation according to Embodiment 2;
- FIG. 10 is a block diagram of the steering angle control section when detecting an abnormality in the steering angle sensor according to the second embodiment;
- FIG. 11 is a diagram summarizing processing when an abnormality is detected by each sensor according to Embodiment 3;
- FIG. 11 is a block diagram of a steering angle control unit during normal operation according to Embodiment 3;
- FIG. 11 is a block diagram of a steering angle control section when detecting an abnormality in a rotation angle sensor according to Embodiment 3;
- FIG. 11 is a schematic configuration diagram of an automatic driving support device according to Embodiment 4;
- FIG. 11 is a schematic block diagram of an automatic driving support device according to Embodiment 4;
- FIG. 11 is a diagram summarizing processing when an abnormality is detected by each sensor according to Embodiment 4;
- FIG. 11 is a circuit diagram of a motor drive circuit according to Embodiment 4;
- FIG. 12 is a block diagram of a motor control unit during normal operation according to Embodiment 4;
- FIG. 11 is a block diagram of a motor control unit when an abnormality of a current sensor is detected according to Embodiment 4;
- FIG. 11 is a block diagram of a motor control unit when an abnormality of a steering angle sensor is detected according to Embodiment 4;
- FIG. 11 is a block diagram of a steering angle control unit when an abnormality of a steering angle sensor is detected according to Embodiment 4;
- FIG. 11 is a diagram summarizing processing when an abnormality is detected by each sensor according to Embodiment 4;
- FIG. 11 is a circuit diagram of a motor drive circuit according to Embodiment 4;
- FIG. 12 is a block diagram of a
- FIG. 11 is a diagram for explaining the relationship between an impedance estimated value and a rotation angle according to the fourth embodiment;
- FIG. FIG. 11 is a schematic configuration diagram of an automatic driving support device according to Embodiment 5;
- FIG. 11 is a schematic block diagram of an automatic driving support device according to Embodiment 5;
- FIG. 11 is a diagram summarizing processing when an abnormality is detected by each sensor according to Embodiment 5;
- Embodiment 1 An automatic driving support device 1 according to Embodiment 1 will be described with reference to the drawings.
- An automatic driving support device 1 is mounted on a vehicle.
- FIG. 1 shows a schematic configuration diagram of the automatic driving support device 1
- FIG. 2 shows a schematic block diagram of the automatic driving support device 1.
- FIG. 3 shows a diagram summarizing the processing when each sensor detects an abnormality.
- the automatic driving support device 1 includes a steering motor 5, a motor drive circuit 30, a control device 100, a peripheral monitoring device 20, a driving state detection device 21, a position detection device 22, and a wireless communication device 23. etc.
- the surroundings monitoring device 20 is a device that detects the surroundings of the own vehicle.
- a signal from the perimeter monitoring device 20 is input to the control device 100 .
- the perimeter monitoring device 20 is a device such as a camera or radar that monitors the perimeter of the vehicle.
- a millimeter wave radar, a laser radar, an ultrasonic radar, or the like is used as the radar.
- the running state detection device 21 is a device that detects the running state of the own vehicle.
- the running state detection device 21 detects, as running states, vehicle speed, roll angular velocity, pitch angular velocity, yaw angular velocity, longitudinal acceleration, vertical acceleration, and lateral acceleration of the vehicle.
- a three-axis angular velocity sensor that detects the roll angular velocity, pitch angular velocity, and yaw angular velocity acting on the vehicle, longitudinal acceleration, vertical acceleration, and lateral acceleration 3
- An acceleration sensor for the shaft, a speed sensor for detecting the rotational speed of the wheels, and the like are provided.
- at least the vehicle speed, the yaw angular velocity, and the lateral acceleration may be detected.
- the position detection device 22 is a device that detects the current position (latitude, longitude, altitude) of the vehicle, and uses a GPS antenna or the like that receives signals output from artificial satellites such as GNSS (Global Navigation Satellite System). .
- the wireless communication device 23 performs wireless communication with a base station using a cellular wireless communication standard such as 4G or 5G.
- the automatic driving support device 1 constitutes an electric power steering device.
- the steering motor 5 is an electric motor that drives the steering device 8 for the wheels 7 .
- a rotating shaft of the steering motor 5 is connected to a steering device 8 via a gear mechanism.
- the steering device 8 is a mechanism for changing the steering angle of the wheels 7 .
- Rotation of the steering motor 5 changes the steering angle of the wheels 7 .
- the rotation angle of the steering motor 5 and the steering angle are proportional to each other by being multiplied by a predetermined conversion ratio.
- the steering device 8 has a rack and pinion gear 6 .
- the rack and pinion gear 6 converts the rotational motion of the steering shaft 4 into lateral linear motion, drives tie rods and knuckle arms, and changes the steering angle of the wheels 7 .
- a steering shaft 4 is connected to the steering wheel 2 .
- the steering shaft 4 is provided with a torque sensor 3 for detecting steering torque of the steering wheel 2 by the driver.
- the rotating shaft of the steering motor 5 is connected to the steering shaft 4 via a gear mechanism such as a worm gear mechanism.
- the rotation of the steering motor 5 is converted by the gear ratio of the gear mechanism and transmitted to the steering shaft 4 .
- the steering motor 5 may be connected to the rack and pinion gear 6 via a gear mechanism.
- the steering motor 5 is an AC motor having three-phase (U-phase, V-phase, and W-phase) armature windings Cu, Cv, and Cw.
- a stator is wound with three-phase armature windings Cu, Cv, and Cw, and a rotor is provided with permanent magnets.
- the steering motor 5 is a permanent magnet synchronous motor.
- a rotating shaft of the rotor is connected to a steering device 8 via a gear mechanism. It may be a field-winding type synchronous motor in which a rotor is provided with a field winding, or may be an induction motor in which a rotor is provided with cage-shaped conductors. Also, armature windings of three or more phases may be provided.
- the motor drive circuit 30 has a switching element and turns on/off power supplied to the steering motor 5 .
- the motor drive circuit 30 includes switching elements for turning on and off voltage application to the armature windings for each phase.
- the motor drive circuit 30 includes a high potential side switching element Sp connected to the high potential side of the DC power supply 34 and a low potential side switching element Sp connected to the low potential side of the DC power supply 34.
- a series circuit is provided in which the switching elements Sn and are connected in series, and a connection point between two switching elements in the series circuit of each phase is connected to the armature winding of the corresponding phase.
- a current sensor 31 that detects the current flowing through the steering motor 5 is provided.
- the current sensor 31 is provided in a series circuit of two switching elements for each phase.
- the current sensor 31 may be provided on an electric wire that connects a series circuit of two switching elements of each phase and the armature winding of each phase.
- the current sensor 31 may be provided on an electric wire connecting the motor drive circuit 30 and the DC power supply 34, and the current of each phase of the armature winding may be detected by a known "bus line 1 shunt method".
- a rotation angle sensor 32 is provided for detecting the rotation angle of the rotor.
- a resolver, an encoder, an MR sensor, or the like is used for the rotation angle sensor 32 .
- the control device 100 includes functional units such as a steering method determination unit 110, an automatic steering control unit 120, a steering angle control unit 130, a steering assist control unit 140, a motor control unit 150, an abnormality detection unit 160, and the like. Each function of the control device 100 is implemented by a processing circuit provided in the control device 100 .
- the control device 100 may be composed of a plurality of control devices communicating with each other.
- the control device 100 includes an arithmetic processing unit 90 such as a CPU (Central Processing Unit), a storage device 91, an input/output device 92 for inputting and outputting external signals to the arithmetic processing unit 90, and the like.
- arithmetic processing unit 90 ASIC (Application Specific Integrated Circuit), IC (Integrated Circuit), DSP (Digital Signal Processor), FPGA (Field Programmable Gate Array), GPU (Graphics Processing Unit), AI (Artificial Intelligence) chip, various logic circuits, various signal processing circuits, and the like.
- ASIC Application Specific Integrated Circuit
- IC Integrated Circuit
- DSP Digital Signal Processor
- FPGA Field Programmable Gate Array
- GPU Graphics Processing Unit
- AI Artificial Intelligence
- the arithmetic processing unit 90 a plurality of units of the same type or different types may be provided, and each process may be shared and executed.
- the storage device 91 various storage devices such as RAM (Random Access Memory), ROM (Read Only Memory), flash memory, EEPROM (Electrically Erasable Programmable Read Only Memory), and hard disk are used.
- the input/output device 92 includes a communication device, an A/D converter, an input/output port, a drive circuit, and the like.
- the input/output device 92 is connected to the torque sensor 3, the peripheral monitoring device 20, the running state detection device 21, the position detection device 22, the wireless communication device 23, the motor drive circuit 30, the current sensor 31, the rotation angle sensor 32, etc. These devices and signals are transmitted.
- the functions of the functional units 110 to 160 included in the control device 100 are executed by the arithmetic processing device 90 executing software (programs) stored in the storage device 91, and the storage device 91 and the input/output device 92, etc. It is realized by cooperating with other hardware of the control device 100 .
- Setting data such as determination values and threshold values used by the functional units 110 to 160 are stored in a storage device 91 such as a ROM as part of software (program).
- the steering method determining section 110 determines whether automatic steering by the automatic steering control section 120 and the steering angle control section 130 is to be performed, or steering assistance for the driver is to be performed. In the present embodiment, steering method determination unit 110 determines whether automatic steering or steering assist is to be performed based on the detected value of the steering torque of the steering wheel by the driver. A steering method determination unit 110 detects a steering torque using the torque sensor 3 . As an initial determination, the steering method determination unit 110 determines whether automatic steering or steering assist is to be performed based on a driver's command or the like via the human interface. Steering method determination unit 110 determines that steering assist is performed when the absolute value of steering torque exceeds a predetermined determination value for a determination period during automatic steering.
- the automatic steering control unit 120 detects the running state of the own vehicle and the surrounding conditions of the own vehicle, and detects the detected running state and surrounding conditions. , the steering angle command value of the steering device 8 of the own vehicle is calculated.
- the automatic steering control unit 120 includes a peripheral situation acquisition unit 121, a driving state acquisition unit 122, a target trajectory tracking control unit 123, a lane departure suppression control unit 124, a steering angle command value selection unit 125, and the like. I have.
- the peripheral situation acquisition unit 121 detects the peripheral situation of the own vehicle.
- the surrounding situation acquisition unit 121 detects the road shape such as the road markings based on the detection information of the marking lines such as the white lines and road shoulders acquired from the surroundings monitoring device 20 .
- the peripheral situation acquisition unit 121 detects other vehicles, obstacles, pedestrians, etc. existing around the own vehicle based on the detection information acquired from the peripheral monitoring device 20 .
- the surrounding situation acquiring unit 121 acquires information about roads around the vehicle from the map information database stored in the storage device 91 or from the map information database of the external server. Get information.
- the running state acquisition unit 122 detects the running state of the own vehicle.
- the running state acquisition unit 122 obtains from the running state detection device 21 the vehicle speed, the roll angular velocity, the pitch angular velocity, and the yaw angular velocity of the own vehicle, the acceleration in the longitudinal direction, and the acceleration in the vertical direction as the running state of the own vehicle. , and lateral acceleration.
- the running state acquisition unit 122 may be configured to detect at least vehicle speed, yaw angular velocity, and lateral acceleration.
- the running state acquisition unit 122 acquires the position, moving direction, etc. of the own vehicle based on the position information of the own vehicle acquired from the position detection device 22 .
- the running state acquisition unit 122 acquires information on the running position of the host vehicle with respect to the lane based on the shape of the lane acquired from the surrounding situation acquisition unit 121 .
- the target trajectory tracking control unit 123 detects the surrounding state of the own vehicle detected by the surrounding situation acquisition unit 121 (for example, other vehicles, obstacles, etc.). object, road shape) to generate a target travel trajectory.
- the target travel trajectory is a travel trajectory made up of the position of the own vehicle, the traveling direction of the own vehicle, the speed of the own vehicle, and the like at each point in time in the future.
- Various known methods are used to generate the target travel trajectory.
- the target travel trajectory includes various target travel trajectories such as a target travel trajectory along the route to the destination, a target travel trajectory for changing lanes, and a target travel trajectory for avoiding obstacles.
- the target trajectory tracking control unit 123 calculates a steering angle command value for the vehicle to follow the target trajectory based on the target trajectory, the running state of the vehicle, and the surrounding conditions of the vehicle.
- the target trajectory follow-up control unit 123 is based on the lateral position of the vehicle with respect to the target travel trajectory, the longitudinal inclination of the vehicle with respect to the extension direction of the target travel trajectory, the vehicle speed, the yaw angular velocity, and the lateral acceleration. , to calculate the steering angle command value.
- Various known methods are used to calculate the steering angle command value for following the target travel trajectory.
- the lane departure suppression control unit 124 determines whether the vehicle is running based on the running state of the vehicle and the surrounding conditions of the vehicle. A steering angle command value is calculated for the vehicle to maintain the lane without deviating. The lane departure suppression control unit 124 controls the lateral position of the vehicle with respect to the lane in which the vehicle is traveling, the inclination of the vehicle in the longitudinal direction with respect to the extension direction of the lane in which the vehicle is traveling, the vehicle speed, the yaw angular velocity, and the lateral direction. A steering angle command value is calculated based on the acceleration. Various known methods are used to calculate the steering angle command value for following the traffic lane.
- the steering angle command value selection unit 125 selects the steering angle command value calculated by the target trajectory following control unit 123 and transmits it to the motor control unit 150 when it is determined that the target trajectory following control is to be executed. When it is determined that lane departure prevention control is to be executed, the steering angle command value calculated by lane departure prevention control section 124 is selected and transmitted to motor control section 150 .
- the steering angle control unit 130 calculates a motor output command value related to the output torque of the steering motor 5 based on the steering angle command value and the detected steering angle value.
- the steering angle control section 130 includes an output command calculation section 131 and a steering angle detection section 132 .
- the steering angle detector 132 detects the steering angle based on the integrated value of the rotation angle of the steering motor.
- the steering angle detection unit 132 calculates the steering angle detection value by multiplying the integrated value of the rotation angle by a conversion factor preset according to the gear ratio.
- the integrated value of the rotation angle is set to zero when the steering angle is zero.
- the integrated value of the rotation angle is an angle that is cumulatively counted without resetting the rotation angle to 0 for each rotation, except when the steering angle is 0.
- the output command calculation unit 131 changes the motor output command value by feedback control such as PI control based on the deviation between the steering angle command value and the steering angle detected value. Various known controls may be used. In the present embodiment, the output command calculator 131 calculates the q-axis current command value as the motor output command value. The output command calculator 131 may calculate a torque command value as the motor output command value.
- the steering assist control unit 140 performs control instead of the automatic steering control unit 120 and the steering angle control unit 130 based on the detected value of the steering torque. Then, the motor output command value is calculated based on the detected value of the steering torque. For example, the steering assist control unit 140 calculates the motor output command value by multiplying the steering torque detection value by a conversion factor. In the present embodiment, steering assist control unit 140 calculates the q-axis current command value as the motor output command value. The steering assist control unit 140 may calculate a torque command value as the motor output command value.
- the normal motor control unit 150 includes a rotation detection unit 151, a current detection unit 152, a current command setting unit 153, a current feedback control unit 154, a voltage command coordinate conversion unit 155, and a PWM control unit 156. It has
- a current feedback control unit 154 changes the voltage command value applied to the armature winding so that the detected current value flowing through the armature winding approaches the current command value set according to the motor output command value. control.
- the current feedback control unit 154 performs vector control to change the voltage command value so that the current detection value approaches the current command value on the dq-axis rotating coordinate system.
- the d-axis is set in the direction of the magnetic poles (N pole, magnetic pole position) of the rotor, and the q-axis is set in the direction leading the d-axis by an electrical angle of 90°.
- the current command setting unit 153 sets the d-axis current command value and the q-axis current command value based on the motor output command value.
- steering angle control unit 130 transmits the q-axis current command value as the motor output command value.
- the d-axis current command value and the q-axis current command value are set based on the torque command value, the rotational angular velocity, the power supply voltage, etc. according to the vector control method of 1).
- the rotation detection unit 151 Based on the output signal of the rotation angle sensor 32, the rotation detection unit 151 detects the electrical rotation angle (magnetic pole position) of the rotor and the rotation angular velocity. Based on the output signal of the current sensor 31, the current detection unit 152 detects the current flowing through the armature winding of each phase. The current detection unit 152 performs 3-phase to 2-phase conversion and rotating coordinate conversion on the 3-phase current detection values based on the rotation angle (magnetic pole position), and converts the 3-phase current detection values into d-axis current detection values and q-axis current detection values. Convert.
- the current feedback control unit 154 controls the d-axis voltage command value and the q-axis voltage command value by PI control or the like so that the d-axis and q-axis current detection values approach the d-axis and q-axis current command values. Performs current feedback control that changes the command value.
- the voltage command coordinate conversion unit 155 converts the d-axis and q-axis voltage command values into three-phase voltage command values by performing fixed coordinate conversion and two-phase three-phase conversion based on the rotation angle (magnetic pole position). do.
- the PWM control unit 156 generates drive signals for turning on and off the switching elements of the motor drive circuit 30 by PWM control (Pulse Width Modulation) based on the three-phase voltage command values.
- PWM control Pulse Width Modulation
- known carrier comparison PWM or space vector PWM is used.
- the abnormality detection unit 160 detects various abnormalities in the automatic driving support device.
- the abnormality detection unit 160 detects a steering motor-related abnormality, which is an abnormality that has occurred in the control system of the steering motor. There are several types of steering motor-related faults, which are described below.
- the abnormality detection unit 160 detects any one phase circuit abnormality as a steering motor-related abnormality.
- one-phase circuit abnormalities include an open circuit fault and a short circuit fault.
- the motor drive circuit 30 if an open fault occurs in one of the switching elements of one of the phases, disconnection of the current supply path of one of the phases, or the like occurs, the current is normally supplied to the armature winding of the phase in which the open fault has occurred. become unable.
- Various known methods are used for the method of detecting an open-circuit fault and the method of identifying a faulty phase. For example, if the period during which the detected current value of any phase stays at 0 is equal to or longer than the determination period, the abnormality detection unit 160 determines that an open circuit fault has occurred in that phase. Alternatively, the abnormality detection unit 160 determines the open abnormality from the current detection value and the potential difference between the high potential side and the low potential side of each switching element when the drive signal for abnormality determination is output to the motor drive circuit 30. may
- the abnormality detection unit 160 determines that the period during which the magnitude of the current detection value of one of the phases remains above the threshold is equal to or longer than the determination period, and the magnitude of the current detection value of the other phase remains below the threshold. If the period is equal to or longer than the determination period, it is determined that the phase has a short-circuit fault. Alternatively, the abnormality detection unit 160 determines the short-circuit abnormality from the current detection value and the potential difference between the high potential side and the low potential side of each switching element when the drive signal for abnormality determination is output to the motor drive circuit 30. may
- the abnormality detection unit 160 detects an abnormality of the current sensor 31 that detects the current supplied to the steering motor (armature winding in this example) as a steering motor-related abnormality.
- Various known methods are used to detect a failure of the current sensor 31 .
- the abnormality detection unit 160 determines whether the current sensor 31 is abnormal based on the current detection value when the drive signal for abnormality determination is output to the motor drive circuit 30 . If a current sensor 31 is provided to detect the current of each of the three phases, an abnormality of the current sensor of each phase is detected.
- the abnormality detection unit 160 detects an abnormality of the rotation angle sensor 32 that detects the rotation angle of the steering motor as a steering motor-related abnormality.
- Various known methods are used to detect a failure of the rotation angle sensor 32 .
- the motor control unit 150 detects the steering motor-related abnormality based on the motor output command value. Generates a drive signal at the time of abnormality according to the content of According to this configuration, even when a steering motor-related abnormality occurs, it is possible to generate a drive signal at the time of abnormality, continue driving the steering device 8 by the steering motor, and continue automatic steering or steering assist. .
- Motor control unit 150 detects a circuit abnormality of one of the phases as a steering motor-related abnormality, based on the motor output command value. A driving signal is generated to turn on and off the remaining normal multi-phase switching elements. According to this configuration, even when a circuit abnormality in one phase is detected, the steering motor continues to drive the steering device 8 by turning on and off the remaining normal switching elements of a plurality of phases, thereby performing automatic steering or steering assist. can be continued.
- the motor control unit 150 includes a target phase current shaping unit 151B, a deviation calculation unit 152B, and an abnormal current A control unit 153B is provided.
- the target phase current shaping unit 151B converts the q-axis current command value into a normal two-phase current command value based on the rotation angle ⁇ .
- FIG. 9 shows a case where the U phase is abnormal and the V and W phases are normal.
- the deviation calculator 152B then calculates the deviation between the current command value and the current detection value for each of the two normal phases.
- Abnormal current control unit 153B calculates a voltage command value for each of the two normal phases based on the current deviation by feedback control such as PI control, and calculates the voltage command value for each of the two normal phases. Then, a drive signal is generated for turning on and off each switching element of each phase of normal two phases by PWM control.
- Abnormal current control unit 153B generates a drive signal for constantly turning off each switching element of one abnormal phase.
- the output torque drops to 0 when the rotation angle ⁇ is 90 degrees or 270 degrees in electrical angle.
- the output torque decreases to 0 when the rotation angle ⁇ is 30 degrees or 210 electrical degrees.
- the W phase is abnormal, the output torque decreases to 0 when the rotation angle ⁇ is 150 degrees or 330 degrees in electrical angle.
- the steering angle control section 130 includes a steering angle command value correction section 133 .
- the steering angle command value correction unit 133 corrects the steering angle at the steering angle corresponding to the rotation angle of the steering motor at which the output torque decreases corresponding to the one phase in which the open circuit abnormality occurs when an open circuit abnormality is detected in any one of the phases.
- the steering angle command value is corrected so as to avoid a certain output decrease steering angle.
- the output command calculation unit 131 calculates the motor output command value at the time of abnormality based on the corrected steering angle command value and the steering angle detection value.
- the steering angle is controlled so as to avoid the rotation angle at which the output torque of the steering motor decreases. Even when a circuit abnormality is detected, torque can be output from the steering motor to continue automatic steering or steering assist.
- the steering angle command value correction unit 133 sets the output reduction steering angle based on the abnormal phase. As shown in FIG. 11, when the steering angle command value calculated by the automatic steering control section 120 is within the avoidance steering angle range centering on the output reduction steering angle, the steering angle command value correction section 133 The steering angle command value is changed outside the range of the avoidance steering angle (for example, the maximum angle or the minimum angle within the range of the avoidance steering angle).
- ⁇ When 1-phase short circuit is detected for example, the method disclosed in International Publication WO2007/129359 may be used. Specifically, if configured in the same manner as the method in FIG. 3 of International Publication WO2007/129359, the motor control unit 150, as shown in FIG. An abnormal current control unit 153C is provided.
- the target phase current shaping unit 151C converts the q-axis current command value into a current command value for each of the three phases based on the abnormal phase information and the rotation angle ⁇ .
- FIG. 12 shows a case where the V phase is abnormal and the U and W phases are normal.
- the deviation calculation unit 152C calculates the deviation between the current command value and the current detection value for each of the three phases, and subtracts the deviation of one abnormal phase from the deviation of each of the two normal phases.
- the abnormal current control unit 153C calculates a feedback value by feedback control such as PI control based on the current deviation after subtracting the deviation of one abnormal phase for each of the two normal phases, and calculates the power supply from the feedback value. Subtract half the value of the voltage Vdc to calculate the voltage command value, and based on the voltage command value of each of the two normal phases, drive to turn on and off each switching element of each of the two normal phases by PWM control. Generate a signal.
- the abnormal current control unit 153C generates a drive signal for constantly turning off each switching element of one abnormal phase.
- the output torque drops to 0 when the rotation angle ⁇ is between 240 and 300 electrical degrees.
- the output torque decreases to 0 when the rotation angle ⁇ is between 0 and 60 electrical degrees.
- the W phase is abnormal, the output torque decreases to 0 when the rotation angle ⁇ is between 120 and 180 electrical degrees.
- the steering angle command value correction unit 133 corrects the steering angle at the steering angle corresponding to the rotation angle of the steering motor at which the output torque decreases corresponding to the one phase in which the short circuit abnormality is detected when the short circuit abnormality of one of the phases is detected.
- the steering angle command value is corrected so as to avoid a certain output decrease steering angle.
- the output command calculation unit 131 calculates the motor output command value at the time of abnormality based on the corrected steering angle command value and the steering angle detection value.
- the steering angle is controlled so as to avoid the rotation angle at which the output torque of the steering motor decreases. Even when an abnormality is detected, torque can be output from the steering motor to continue automatic steering or steering assist.
- the steering angle command value correction unit 133 sets the range of the output decrease steering angle based on the abnormal phase. As shown in FIG. 11, when the steering angle command value calculated by the automatic steering control section 120 is within the output reduction steering angle range, the steering angle control section 130 sets the steering angle command value to the avoidance steering angle. It is changed outside the range (for example, the maximum angle or minimum angle of the avoidance steering angle range).
- the steering angle command value correction unit 133 changes the steering angle for output reduction to be avoided, based on the type of circuit abnormality such as an open circuit abnormality or a short circuit abnormality and the abnormal phase.
- the motor control unit 150 when detecting an abnormality in the current sensor includes a rotation detection unit 151, a current command setting unit 153, a voltage command setting unit 157, a voltage command coordinate conversion unit 155, and a , and a PWM control unit 156 .
- the configurations of the rotation detection unit 151, the current command setting unit 153, and the voltage command coordinate conversion unit 155 are the same as those in the normal state.
- the voltage command setting unit 157 uses the following motor voltage equation to set the d-axis and q-axis voltage commands based on the d-axis and q-axis current command values Ido and Iqo. Calculate the values Vdo and Vqo.
- phase advance term of the Laplace operator s may be omitted. Also, various known methods may be used.
- the voltage command coordinate conversion unit 155 converts the d-axis and q-axis voltage command values Vdo and Vqo into fixed coordinate conversion and two-phase three-phase conversion based on the rotation angle (magnetic pole position). and convert it into a three-phase voltage command value.
- the PWM control unit 156 also generates drive signals for turning on and off the switching elements of the motor drive circuit 30 by PWM control (Pulse Width Modulation) based on the three-phase voltage command values.
- a current sensor 31 is provided for detecting the current of each of the three phases, and when an abnormality is detected in one phase of the current sensor, the motor control unit 150 is configured in the same manner as in the block diagram for normal operation in FIG. be done.
- the current detection unit 152 utilizes the fact that the sum of the three-phase current detection values is 0, and multiplies the sum of the normal two-phase current detection values by -1 to detect an abnormal one-phase current detection. Detect as a value. In this case, current feedback control of the d-axis and the q-axis is performed in the same manner as in the normal state using the three-phase current detection values.
- the drive signal is generated based on the motor output command value without using the current detection value as shown in the block diagram of FIG. be.
- the driving signal may be calculated by the steering angle motor control section 170 in which the steering angle control section 130 and the motor control section 150 are integrated when an abnormality of the current sensor is detected.
- the steering angle motor controller 170 includes a steering voltage command calculator 171 , a coordinate converter 172 and a PWM controller 173 .
- the steering voltage command calculation unit 171 calculates d-axis and q-axis voltage command values based on the steering angle command value and the steering angle detection value.
- the steering voltage command calculation unit 171 includes a feedback controller that changes the control value so that the steering angle detection value approaches the steering angle command value, and a phase advancer that has characteristics of an inverse model of the motor (R+s ⁇ L). I have.
- L is the inductance.
- the coordinate conversion unit 172 converts the d-axis and q-axis voltage command values into three-phase voltage command values by performing fixed coordinate conversion and two-phase three-phase conversion based on the rotation angle (magnetic pole position).
- the PWM control unit 173 generates drive signals for turning on and off the switching elements of the motor drive circuit 30 by PWM control (Pulse Width Modulation) based on the three-phase voltage command values.
- PWM control Pulse Width Modulation
- the motor control unit 150 generates a drive signal based on the rotation angle detected by the rotation angle sensor 32 when an abnormality of the rotation angle sensor 32 is not detected. do. Further, as described above, the steering angle control unit 130 detects the steering angle based on the integrated value of the rotation angles detected by the rotation angle sensor 32 when an abnormality of the rotation angle sensor 32 is not detected. A motor output command value is calculated based on the command value and the detected steering angle value.
- the motor control unit 150 estimates the rotation angle based on the current flowing through the steering motor, and generates a drive signal based on the estimated value of the rotation angle. Further, when an abnormality of the rotation angle sensor 32 is detected, the steering angle control unit 130 detects the steering angle based on the integrated value of the rotation angle estimated by the motor control unit 150, and calculates the steering angle command value and the steering angle detection value. Based on, the motor output command value is calculated.
- the configuration is the same as in the normal state except for the configuration in which the estimated value of the rotation angle is used instead of the detected value of the rotation angle.
- the rotation angle sensor 32 when the rotation angle sensor 32 is abnormal, the rotation angle can be estimated, and based on the estimated value of the rotation angle, motor control and steering angle control can be continued, and automatic steering can be continued.
- the motor control unit 150 when detecting an abnormality of the rotation angle sensor includes a rotation estimation unit 158, an estimation voltage command setting unit 159, a current detection unit 152, a current command setting unit 153, a current feedback control unit 154 , a voltage command coordinate conversion unit 155 , and a PWM control unit 156 .
- the current detection unit 152, the current command setting unit 153, the current feedback control unit 154, and the voltage command coordinate conversion unit 155 use the estimated value of the rotation angle estimated by the rotation estimation unit 158 instead of the detected value of the rotation angle. , the same processing as in normal operation is performed.
- the estimation voltage command setting unit 159 has a frequency for angle estimation that is different from the rotation frequency, and calculates a three-phase voltage command correction value for angle estimation that achieves three-phase equilibrium. Then, the three-phase voltage command correction values for angle estimation are added and corrected to the three-phase voltage command values output from the voltage command coordinate conversion unit 155, and the three-phase voltage command values after the addition correction are obtained by PWM control. It is input to section 156 .
- the rotation estimator 158 may be configured in the same manner as in FIG. 2 of Japanese Patent No. 6203435. As shown in FIG. 16, the rotation estimator 158 includes a position estimation current extractor 158a, a current amplitude calculator 158b, and a position calculator 158c.
- the position estimation current extractor 158a performs a process of extracting a frequency component for angle estimation from the current detection value of each phase. A bandpass filter, a notch filter, or the like is used for this extraction processing.
- the current amplitude calculator 158b calculates the amplitude of the extracted frequency component for angle estimation of each phase.
- a Fourier transform or formula (2) of Japanese Patent No. 6203435 is used to calculate the amplitude.
- the position calculator 158c calculates an estimated value of the rotation angle based on the amplitude of each phase. For example, the position calculator 158c converts the amplitude of the three phases into two phases, and then calculates the ratio of the amplitudes of the two phases by inverse cosine operation to calculate the estimated value of the rotation angle. Other methods of calculating the estimated value of the rotation angle may be used.
- Rotation estimator 158 is configured to have a so-called adaptive observer.
- the state variables are set to the armature reaction ⁇ a and the rotor flux ⁇ r
- the input variables are set to the voltage vs
- the output variables are set to the current is.
- a state variable may be set to the current is.
- the rotational angular velocity ⁇ can be estimated by establishing a state equation from these variables, and an estimated value of the rotational angle ⁇ can be obtained by integrating the rotational angular velocity ⁇ .
- the rotation estimator 158 includes a bandpass filter 158d, an estimated error calculator 158e, and an estimated error controller 158f.
- the band-pass filter 158d extracts a signal near the frequency of the high-frequency current on the dq axis from the torque detection value detected by the torque sensor that detects the output torque of the steering motor, and outputs it as an output torque high-frequency signal.
- the estimated error calculation unit 158e calculates the rotation angle, which is the phase difference between the actual dq-axis based on the actual rotation angle and the estimated dq-axis based on the estimated value of the rotation angle. Calculate the estimation error.
- the estimated error calculator 158e is composed of a multiplier, an integrator, and an angle error estimator.
- the multiplier multiplies each of the high-frequency currents on the dq-axis by the output torque high-frequency to obtain
- the integrator outputs the product on the dq-axis over time corresponding to one cycle of the high-frequency current on the dq-axis, outputs the correlation value on the dq-axis, and estimates the angle error
- the device performs an arctangent operation on a value obtained by dividing the correlation value on the d-axis by the correlation value on the q-axis, and outputs it as a rotation angle estimation error.
- the estimation error control unit 158f is composed of a PI controller, and calculates an estimated value of the rotation angle that makes the rotation angle estimation error zero.
- the rotation estimator 158 calculates the estimated value of the rotation angle based on the torque detection value output by the output torque sensor and the high frequency current on the dq axis.
- the steering angle control unit 130 estimates the steering angle based on the detected running state, and calculates the motor output command value based on the steering angle command value and the steering angle detection value. . Except for the configuration of the steering angle detection unit 132 for estimating the steering angle, the operation is the same as in the normal state.
- the steering angle detection unit 132 estimates the steering angle based on the vehicle speed and yaw acceleration as the running state when an abnormality of the rotation angle sensor 32 is detected. For example, since the yaw acceleration has a predetermined relationship proportional to the steering angle and the vehicle speed, the steering angle can be estimated using this proportional relationship. Alternatively, when the rotational speed of each of the left and right wheels is detected as the vehicle speed, the steering angle detection unit 132 may estimate the steering angle based on the difference in rotational speed between the left and right wheels.
- the automatic steering control section 120 detects the detected peripheral state.
- the motor output command value may be calculated without using the steering angle detection value.
- the automatic steering control unit 120 detects the lateral position of the host vehicle with respect to the driving lane based on the detected surrounding conditions, and calculates a motor output command value based on the target lateral position and the detected lateral position.
- the automatic steering control unit 120 upon detection of an abnormality in detection of the steering angle detection value includes a target travel trajectory calculation unit 126, a lateral position detection unit 127, and a trajectory follow-up control unit 128.
- the target travel trajectory calculation unit 126 generates a target travel trajectory in the same manner as the automatic steering control unit 120 during normal operation.
- the lateral position detector 127 detects the lateral position of the vehicle with respect to the lane based on the detected surrounding conditions. For example, the position of the vehicle in the lateral direction with respect to the left and right lane markings is detected based on the information detected by the perimeter monitoring device 20 such as a camera.
- the trajectory follow-up control unit 128 calculates the deviation of the lateral position of the own vehicle from the lateral position of the target travel trajectory, and calculates the motor output command value based on the deviation of the lateral position. For example, the trajectory follow-up control unit 128 performs feedback control to change the motor output command value so as to reduce the lateral position deviation.
- Follow-up responsiveness can be improved by performing phase advance processing such as differential control when calculating the motor output command value.
- the steering angle control unit 130 does not use the steering angle detection value, but based on the steering angle command value. may be configured to calculate the motor output command value.
- the steering angle control section 130 when detection abnormality of the steering angle detection value is detected includes a steering angle feedforward control section 134 .
- a steering angle feedforward control unit 134 calculates a motor output command value in a feedforward manner based on the steering angle command value without using the steering angle detection value.
- the relationship between the steering angle ⁇ and the motor q-axis current Iq is expressed by the following equation.
- Tmot is the output torque of the steering motor
- Kt is the torque constant for converting current to torque
- J is the inertia of the steering mechanism
- C is the viscosity of the steering mechanism
- k is a spring constant that linearly approximates inertia, viscosity, and road reaction force.
- the steering angle feedforward control unit 134 performs a feedforward arithmetic process on the steering angle command value ⁇ o by Laplace-transforming the equation (2) and using the following modified equation to obtain the q-axis current A command value Iqo is calculated.
- the steering angle feedforward control unit 134 may calculate a torque command value by multiplying the q-axis current command value Iqo by a torque constant Kt.
- Embodiment 2 An automatic driving support device 1 according to Embodiment 2 will be described with reference to the drawings. Descriptions of the same components as in the first embodiment are omitted.
- the basic configuration of the automatic driving support system 1 according to the present embodiment is the same as that of the first embodiment, the steering angle sensor 9 is provided, and each process is changed accordingly.
- FIG. 20 shows a schematic configuration diagram of the automatic driving assistance device 1
- FIG. 21 shows a schematic block diagram of the automatic driving assistance device 1.
- FIG. 22 shows a diagram summarizing the processing at the time of abnormality detection of each sensor.
- the processing other than the processing at the time of abnormality detection relating to the steering angle sensor 9 is the same as that of the first embodiment.
- the automatic driving support device 1 includes a steering angle sensor 9 that detects the steering angle of the steering device 8 (wheels). An output signal of the steering angle sensor 9 is input to the control device 100 .
- a steering angle sensor 9 is attached to the steering shaft 4 and detects the rotation angle of the steering shaft 4 .
- the steering angle sensor 9 is attached to the portion of the steering shaft 4 between the steering motor 5 and the steering wheel 2 in the same manner as the torque sensor 3 .
- the rotation angle of the steering shaft 4 and the steering angle are in a proportional relationship multiplied by a predetermined conversion ratio.
- the steering angle sensor 9 may be attached to another location such as the rack and pinion gear 6 where the steering angle can be detected.
- the steering angle sensor 9 is a high-resolution sensor capable of detecting a change in rotation angle of several degrees.
- the abnormality detection unit 160 detects an abnormality in the steering angle sensor 9.
- Various known methods are used to detect a failure of the steering angle sensor 9 .
- the steering angle control section 130 calculates a motor output command value related to the output torque of the steering motor 5 based on the steering angle command value and the detected steering angle value.
- the steering angle control section 130 includes an output command calculation section 131 and a steering angle detection section 132 .
- the steering angle detection unit 132 detects the steering angle using the steering angle sensor 9 when the steering angle sensor 9 has not detected an abnormality. Specifically, the steering angle detection value is calculated by multiplying the rotation angle of the steering shaft 4 detected by the steering angle sensor 9 by a predetermined conversion ratio. The rotation angle is set to zero when the steering angle is zero.
- the steering angle detection value detected by the output signal of the steering angle sensor 9 may be used as it is. A steering angle detection value that has been smoothed may be used.
- the output command calculator 131 calculates the motor output command value (in this example, the q-axis current command value).
- the steering angle detection unit 132 detects the steering angle based on the integrated value of the rotation angle of the steering motor when the steering angle sensor 9 detects an abnormality. Specifically, the steering angle detection unit 132 calculates the steering angle detection value by multiplying the integrated value of the rotation angle by a conversion factor preset according to the gear ratio. The integrated value of the rotation angle is set to zero when the steering angle is zero. The steering angle detection unit 132 acquires and integrates the rotation angle of the steering motor 5 detected or estimated by the motor control unit 150 .
- the steering angle detection unit 132 stores the correspondence relationship between the steering angle detection value detected by the steering angle sensor 9 and the integrated value of the rotation angle when the steering angle sensor 9 is operating normally.
- the steering angle detection value is calculated based on the integrated value of the rotation angle using the correspondence stored when the angle sensor 9 is normal. For example, when the steering angle sensor 9 is normal, the steering angle detection unit 132 sets the integrated value of the rotation angle when the steering angle detection value detected by the steering angle sensor 9 is 0 to 0, and rotates with 0 as a reference. Calculate the integrated value of the angle.
- the rotation angle of the steering motor 5 detected by the rotation angle sensor 32 is used. is the rotation angle of the steering motor 5 estimated by the motor control unit 150 .
- the steering angle detection value is calculated based on the integrated value of the rotation angle of the steering motor 5 detected or estimated by the motor control section 150. , the autopilot can continue.
- the automatic steering control unit 120 when an abnormality in detection of the steering angle detection value is detected (in this example, when an abnormality in the steering angle sensor 9 is detected), the automatic steering control unit 120 performs steering angle control. Instead of the unit 130, it may be configured to calculate the motor output command value based on the detected surrounding state without using the steering angle detection value.
- the automatic steering control unit 120 detects the lateral position of the host vehicle with respect to the driving lane based on the detected surrounding conditions, and calculates a motor output command value based on the target lateral position and the detected lateral position. Since the detailed configuration is the same as that of the first embodiment, it will be omitted.
- the steering angle control unit 130 may calculate based on the steering angle command value without using the angle detection value. Since the detailed configuration is the same as that of the first embodiment, it will be omitted.
- Abnormality detection unit 160 detects an abnormality in torque sensor 3 that detects steering torque. Various known methods are used to detect a failure of the torque sensor 3 .
- the steering method determination unit 110 or the steering assist control unit 140 makes an estimation based on the steering angle detection value detected by the steering angle sensor 9 and the integrated value of the rotation angle of the steering motor 5.
- the steering torque is estimated based on the angular deviation from the estimated steering angle.
- the position of the steering device 8 (steering shaft 4 in this example) to which the steering angle sensor 9 is attached and the position of the steering device 8 (steering shaft 4 in this example) to which the steering motor 5 is attached are determined by the angular deviation. , and the torsion angle of the power transmission path (in this example, the steering shaft 4) can be detected.
- the torsion torque can be calculated by multiplying the torsion angle by the spring constant, and the torsion torque corresponds to the steering torque. Therefore, steering method determination unit 110 or steering assist control unit 140 calculates a value obtained by multiplying the angular deviation by a preset spring constant as steering torque.
- the steering method determination unit 110 determines whether to perform automatic steering or steering assist based on the estimated steering torque. Further, when it is determined that steering assist is to be performed, steering assist control unit 140 calculates a motor output command value based on the estimated steering torque, as in the first embodiment.
- the torsional torque is calculated based on the angle deviation between the steering angle detection value detected by the steering angle sensor 9 and the steering angle estimated value estimated based on the integrated value of the rotation angle.
- the corresponding steering torque can be estimated, and the steering method determination and steering assist control can be continued.
- the steering method determination unit 110 determines whether the driver has an intention to drive based on one or both of the amount of operation of the accelerator pedal and the amount of operation of the brake pedal detected by the sensor. Then, it may be determined whether to perform automatic steering or to perform steering assist. The steering method determination unit 110 determines that the steering assist is to be performed when the amount of operation of the accelerator pedal exceeds the determination value or when the amount of operation of the brake pedal exceeds the determination value. , in other cases, it may be determined to perform the automatic steering.
- the abnormality detection unit 160 detects a state detection abnormality that is a detection abnormality in either the running state or the surrounding state.
- the abnormality detection unit 160 detects abnormality of the running state detection device 21 .
- the abnormality detection unit 160 detects an abnormality of at least a vehicle speed sensor that detects vehicle speed, a yaw angular velocity sensor that detects yaw angular velocity, and a lateral acceleration sensor that detects lateral acceleration. .
- the anomaly detection unit 160 detects an anomaly of the perimeter monitoring device 20 .
- the abnormality detection unit 160 detects an abnormality in a camera, radar, or the like.
- Various well-known methods are used for detecting failure of each sensor and device.
- the automatic steering control unit 120 estimates the driving state or the surrounding state in which the abnormality is detected based on one or both of the driving state and the surrounding state in which the abnormality is not detected.
- a steering angle command value is calculated based on the running state and the surrounding state.
- the running state or the surrounding state in which the abnormality is detected is determined based on one or both of the running state and the surrounding state in which no abnormality is detected. can be estimated and the automatic steering control can be continued.
- the automatic steering control unit 120 detects detected values of the vehicle speed, the yaw angular velocity, and the lateral acceleration when the vehicle velocity sensor, the yaw angular velocity sensor, and the lateral acceleration sensor do not detect an abnormality.
- a steering angle command value is calculated based on.
- the automatic steering control unit 120 controls one or both of the driving state detection value and the steering angle detection value by the normal sensor. Based on both, the running state of the abnormal sensor is estimated, and the steering angle command value is calculated based on the detected value of the running state by the normal sensor and the estimated value of the running state by the abnormal sensor.
- the automatic steering control unit 120 estimates the yaw angular velocity based on the steering angle detection value and the vehicle speed detection value when an abnormality of the yaw angular velocity sensor is detected.
- the yaw acceleration has a predetermined relationship proportional to each of the steering angle and the vehicle speed, so the yaw angular velocity can be estimated using this proportional relationship.
- the automatic steering control unit 120 may obtain the turning state based on the difference in rotational speed between the left and right wheels and estimate the yaw angular speed. .
- Embodiment 3 An automatic driving support device 1 according to Embodiment 3 will be described with reference to the drawings. Descriptions of components similar to those in the first or second embodiment are omitted.
- the basic configuration of the automatic driving support device 1 according to the present embodiment is the same as that of the second embodiment, a low-resolution steering angle sensor 9 is provided, and each process is changed accordingly. This differs from the second embodiment in that respect.
- FIG. 25 shows a diagram summarizing the processing when each sensor detects an abnormality. The processing other than the processing at the time of abnormality detection related to the steering angle sensor 9 with low resolution is the same as that of the first or second embodiment.
- the steering angle control section 130 calculates a motor output command value related to the output torque of the steering motor 5 based on the steering angle command value and the detected steering angle value. As shown in FIG. 26 , the steering angle control section 130 includes an output command calculation section 131 and a steering angle detection section 132 .
- the angle detection resolution of the steering angle detection value based on the integrated value of the rotation angle of the steering motor is higher than the angle detection resolution of the steering angle detection value obtained by the steering angle sensor 9 . Therefore, it is desired to supplement the low-resolution steering angle obtained by the steering angle sensor 9 with a high-resolution steering angle that can be estimated from the integrated value of the rotation angle of the steering motor.
- the rotation angle of the steering motor with respect to the steering angle is not strictly controlled during assembly, the correspondence between the integrated value of the rotation angle of the steering motor and the rudder angle will not be established. , cannot be converted to a rudder angle.
- the steering angle detection unit 132 determines the correspondence relationship between the integrated value of the rotation angle of the steering motor and the steering angle based on the steering angle detection value by the steering angle sensor 9 when the abnormality of the steering angle sensor 9 is not detected.
- the steering angle is detected based on the determined correspondence relationship and the integrated value of the rotation angle of the steering motor.
- the determined correspondence is stored in a non-volatile storage device such as EEPROM.
- the steering angle detection unit 132 detects the steering angle based on the correspondence determined when the abnormality of the steering angle sensor is not detected and the integrated value of the rotation angle of the steering motor when the abnormality of the steering angle sensor is detected. do.
- the correspondence relationship between the integrated value of the rotation angle and the steering angle is determined when the steering angle sensor 9 is normal, and the determined correspondence relationship is used regardless of whether the steering angle sensor 9 is normal or abnormal.
- the steering angle can be detected with high resolution and high precision from the integrated value of the rotation angle.
- the steering angle detection unit 132 sets the integrated value of the rotation angle to 0 when the steering angle detection value by the steering angle sensor 9 becomes 0 when the steering angle sensor 9 is normal, as a correspondence relationship. Calculate the integrated value of the rotation angle where 0 is set to 0.
- the steering angle detection unit 132 calculates a steering angle detection value by multiplying the integrated value of the rotation angle by a conversion factor preset according to the gear ratio.
- the output command calculator 131 calculates the motor output command value (in this example, the q-axis current command value).
- the steering angle detection unit 132 performs smoothing processing on the steering angle detection value of the steering angle sensor 9 when an abnormality is detected in the rotation angle sensor 32 to reduce the steering angle.
- a low-pass filter, a PLL filter, or the like is used for the smoothing process.
- the steering angle detection unit 132 uses the rotation angle of the steering motor 5 estimated by the motor control unit 150 when an abnormality of the rotation angle sensor 32 is detected, and detects the steering angle in the same manner as when the rotation angle sensor 32 is normal.
- the steering angle may be detected based on the steering angle detection value by the sensor 9 and the estimated integrated value of the rotation angle of the steering motor.
- Embodiment 4 An automatic driving support device 1 according to Embodiment 4 will be described with reference to the drawings. Descriptions of components similar to those in the first or second embodiment are omitted.
- the basic configuration of the automatic driving support system 1 according to the present embodiment is the same as that of the first or second embodiment, the steering motor 5 is a DC motor with brushes, and accordingly, the motor drive circuit 30 And each process is different from the first or second embodiment.
- FIG. 28 shows a schematic configuration diagram of the automatic driving assistance device 1
- FIG. 29 shows a schematic block diagram of the automatic driving assistance device 1.
- FIG. 30 shows a diagram summarizing the processing at the time of abnormality detection of each sensor.
- the steering motor 5 is a so-called DC motor with brushes.
- a permanent magnet is provided in the stator, and a plurality of armature windings are wound around the rotor.
- a commutator is provided on the rotating shaft of the rotor, and a brush that contacts the commutator is provided on the non-rotating member.
- the commutator has a plurality of electrode plates arranged at equal intervals in the circumferential direction with a gap between them on the outer periphery of the rotating shaft. Each electrode plate is connected to the end of a particular armature winding.
- the brushes have a first electrode brush 35a and a second electrode brush 35b.
- One brush is connected to the positive electrode side of the DC power supply 34 via the motor drive circuit 30, and the other brush is It is connected to the negative electrode side of the DC power supply 34 via the motor drive circuit 30 .
- Rotation of the rotor switches the electrode plates of the commutator with which the brushes 35a, 35b of the first and second electrodes are in contact, and switches the armature winding to which current is supplied. This generates a magnetic field in the rotor that rotates the rotor.
- the torque generated in the rotor changes according to the current supplied to the armature windings.
- the motor drive circuit 30 has a switching element and turns on/off power supplied to the steering motor 5 .
- the motor drive circuit 30 is an H bridge circuit.
- the motor drive circuit 30 includes a high potential side switching element Sp connected to the high potential side of the DC power supply 34 and a low potential side switching element Sn connected to the low potential side of the DC power supply 34. , are connected in series.
- the connection point between the two switching elements in the series circuit of the first set is connected to the brush 35a of the first electrode, and the connection point of the two switching elements in the series circuit of the second set is connected to the brush 35b of the second electrode. be done.
- the high-potential side of the DC power supply 34 is connected to the brush 35a of the first electrode.
- the low potential side of the DC power supply 34 is connected to the two-electrode brushes 35b, and torque is generated to rotate the rotor to one side.
- the low-potential side of the DC power supply 34 is connected to the brush 35a of the first electrode.
- the high potential side of the DC power supply 34 is connected to the two-electrode brushes 35b, and torque is generated to rotate the rotor to the other side.
- the motor drive circuit 30 has a current sensor 31 that detects the current flowing through the armature winding of the steering motor 5 .
- the current sensor 31 may be provided at any location, such as the brush side or the DC power supply 34 side, as long as the current flowing through the armature winding can be detected.
- the motor control unit 150 generates a drive signal for turning on/off a switching element of the motor drive circuit 30 based on a motor output command value (current command value in this example) calculated by the steering angle control unit 130, which will be described later.
- the normal motor control section 150 includes a current detection section 152 , a current command setting section 153 , a current feedback control section 154 and a PWM control section 156 .
- the current detector 152 detects the current flowing through the armature winding based on the output signal of the current sensor 31 .
- a current command setting unit 153 sets a current command value based on the motor output command value.
- the current feedback control unit 154 calculates the voltage command value based on the motor output command value (in this example, the current command value) and the current detection value.
- the current feedback control unit 154 performs feedback control to change the voltage command value so that the current detection value approaches the current command value.
- the PWM control unit 156 performs PWM control based on the voltage command value to switch the first set of high-potential side switching elements Sp1 and the second set of low-potential side switching elements.
- Sn2 is on/off controlled to always turn off the first set of low-potential-side switching element Sn1 and the second set of high-potential-side switching element Sp2.
- the PWM control unit 156 When the current command value is a negative value, the PWM control unit 156 performs PWM control on the first set of low potential side switching elements Sn1 and the second set of high potential side switching elements based on the voltage command value. Sp2 is controlled to always turn off the first set of high-potential-side switching elements Sp1 and the second set of low-potential-side switching elements Sn2. For example, the PWM control unit 156 performs on/off control of the switching element by PWM control with an on-duty ratio obtained by dividing the voltage command value by the power supply voltage.
- the abnormality detection unit 160 normally supplies a current to the armature winding when a short-circuit failure of a switching element, a short-circuit to the high-potential side or the low-potential side of the DC power supply 34 in the current supply path, or the like occurs as a steering motor-related abnormality. will not be able to supply to Various known methods are used as a method of detecting a short-circuit failure and a method of identifying a short-circuit location.
- motor control unit 150 (PWM control unit 156) always turns off the switching element corresponding to the short-circuited location, and turns off the switching element not corresponding to the short-circuited location based on the voltage command value as in the normal state. On/off control is performed by PWM control.
- the abnormality detection unit 160 detects an abnormality of the current sensor 31 as a steering motor-related abnormality. Various known methods are used to detect a failure of the current sensor 31 . For example, the abnormality detection unit 160 determines abnormality of the current sensor 31 based on the current detection value when the drive signal is output to the motor drive circuit 30 .
- the motor control unit 150 generates a drive signal based on the motor output command value and the current detection value detected by the current sensor when an abnormality of the current sensor is not detected. On the other hand, motor control unit 150 generates a drive signal based on the motor output command value without using the current detection value when an abnormality of the current sensor is detected.
- the motor control section 150 upon detection of an abnormality in the current sensor includes a current command setting section 153, a voltage command setting section 162, and a PWM control section 156.
- the configurations of the current command setting unit 153 and the PWM control unit 156 are the same as those in the normal state.
- the voltage command setting unit 162 calculates a voltage command value based on the motor output command value (current command value in this example). For example, the voltage command setting unit 162 multiplies the current command value by the resistance value of the armature winding to calculate the voltage command value.
- the voltage command setting unit 162 may calculate the voltage command value by performing a phase lead process representing an inverse model (R+s ⁇ L) of the motor on the current command value.
- R is the armature winding resistance
- L is the armature winding inductance
- s is the Laplace operator.
- the automatic driving support device 1 includes a steering angle sensor 9 that detects a steering angle.
- the abnormality detection section 160 detects abnormality of the steering angle sensor 9 .
- the steering angle control section 130 calculates a motor output command value related to the output torque of the steering motor 5 based on the steering angle command value and the detected steering angle value.
- the steering angle detection unit 132 detects the steering angle using the steering angle sensor 9 when the steering angle sensor 9 has not detected an abnormality.
- the steering angle detection unit 132 detects the steering angle based on the integrated value of the rotation angle of the steering motor 5 when the steering angle sensor 9 detects an abnormality.
- the motor control unit 150 when the steering angle sensor 9 is abnormal includes a current detection unit 152, a current command setting unit 153, a current feedback control unit 154, a PWM control unit 156, and a high frequency superimposing unit 161.
- High-frequency superimposing section 161 superimposes high-frequency component Vh on the voltage command value calculated by current feedback control section 154 when an abnormality in steering angle sensor 9 is detected.
- the high frequency component Vh is set as shown in the following equation.
- Va is the amplitude of the high frequency component Vh
- ⁇ h is the angular frequency of the high frequency component Vh
- t is time.
- the high-frequency angular frequency ⁇ h is set to an angular frequency higher than the cutoff angular frequency of the transmission characteristics of the mechanical system of the motor so as not to increase the torque fluctuation.
- the voltage command value after the high frequency component Vh is superimposed is input to the PWM control unit 156, and the PWM control unit 156 performs switching of the motor drive circuit 30 by PWM control based on the voltage command value after the high frequency component Vh is superimposed. Controls the on/off of the device.
- the steering angle detection unit 132 estimates the rotation angle of the steering motor based on the current detection value, and calculates the steering angle based on the integrated value of the rotation angle. Detect corners.
- This embodiment is disclosed in "Sensorless Angle Estimation Method for Brushed DC Motor Using Impedance Fluctuation Due to Contact Switching" (Electrical Engineering D, Vol.137, No.11, pp.827-836) method is used.
- the steering angle detection section 132 when the steering angle sensor 9 is abnormal includes an impedance estimation section 132a, an induced voltage estimation section 132b, and an angle conversion section 132c.
- the impedance estimator 132a uses equation (A) and equations (28) to (37) in the above document.
- the impedance estimator 132a estimates the impedance Zm of the armature winding using the following equation corresponding to the equation (37) in the above document.
- Ia is the amplitude of the high-frequency angular frequency ⁇ h component of the current detection value.
- the amplitude Va of the high frequency component Vh is known because it is set by the high frequency superimposing unit 161 .
- the amplitude Ia of the current detection value is detected by subjecting the current detection value to discrete Fourier transform processing for extracting the component of the high angular frequency ⁇ h, notch filter processing, or the like.
- the induced voltage estimation unit 132b uses FIG. 4 and equations (12) to (18) of the above document.
- the induced voltage estimator 132b constitutes a so-called induced voltage observer, calculates the angular velocity estimated value ⁇ ob based on the current detection value and the voltage command value before the high frequency component Vh is superimposed, and integrates the angular velocity estimated value ⁇ ob. Then, an estimated angle value ⁇ ob is calculated.
- FIG. 36 shows the behavior of the impedance Zm of the armature winding estimated by Equation (5).
- the impedance Zm periodically fluctuates in a pulse-like manner, and each timing of the pulse-like fluctuation corresponds to a specific rotation angle.
- the angle conversion unit 132c detects the timing at which the impedance Zm changes in a pulse shape. It can be determined that only the angle ( ⁇ /3 in this example) has changed.
- the angle conversion unit 132c determines the rotation direction based on the angular velocity estimated value ⁇ ob estimated by the induced voltage estimation unit 132b. Specifically, as shown in the following equation, when the angular velocity estimated value ⁇ ob is a positive value when the pulse-like variation of the impedance Zm is detected, the angle conversion unit 132c changes the previously updated angle estimated value ⁇ est_old to ⁇ / The angle to which 3 is added is updated as the estimated angle value ⁇ est, and if the estimated angular velocity value ⁇ ob is a negative value, the estimated angle value ⁇ est is updated to the angle obtained by subtracting ⁇ /3 from the previously updated estimated angle value ⁇ est_old. .
- the estimated angle ⁇ ob estimated from the induced voltage has high estimation accuracy when the angular velocity of the motor is sufficiently high, and low accuracy when the angular velocity of the motor is small. Become. Therefore, when the angular velocity estimated value calculated based on the angular velocity estimated value ⁇ ob or the angular velocity estimated value ⁇ est is smaller than the judgment value, the angle conversion unit 132c converts the estimated angular velocity value ⁇ est estimated by the impedance fluctuation into the rotational angle estimated value. If the angular velocity estimated value is larger than the judgment value, the angle estimated value ⁇ ob estimated by the induced voltage is selected as the rotation angle estimated value.
- the angle conversion unit 132c integrates the estimated values of the selected rotation angles, and detects the steering angle based on the integrated value. Specifically, the steering angle detection unit 132 calculates the steering angle detection value by multiplying the integrated value of the rotation angle by a conversion factor preset according to the gear ratio. The integrated value of the rotation angle is set to zero when the steering angle of the steering angle storage unit 132d is zero. The angle conversion unit 132c stores the correspondence relationship between the steering angle detection value detected by the steering angle sensor 9 and the integrated value of the rotation angle when the steering angle sensor 9 is operating normally. When an abnormality of the sensor 9 is detected, the steering angle detection value is calculated based on the integrated value of the rotation angle using the correspondence stored when the sensor 9 is normal.
- the angle conversion unit 132c sets the integrated value of the rotation angle when the steering angle detection value detected by the steering angle sensor 9 is 0 to 0, and sets the rotation angle with 0 as a reference. Calculate the integrated value of
- the steering angle detector 132 detects the current flowing through the brushed DC motor when the steering angle sensor 9 is abnormal. Based on the detected value, the rotation angle can be estimated, and based on the integrated value of the rotation angle, the steering angle detection value can be calculated, and the automatic steering can be continued.
- Embodiment 5 An automatic driving support device 1 according to Embodiment 5 will be described with reference to the drawings. Descriptions of components similar to those in the first or second embodiment are omitted.
- the basic configuration of the automatic driving support system 1 according to the present embodiment is the same as that of the first or second embodiment, the configuration of the steering device 8 is changed, and accordingly the configuration of each part is changed. is different from the first or second embodiment.
- FIG. 37 shows a schematic configuration diagram of the automatic driving assistance device 1
- FIG. 38 shows a schematic block diagram of the automatic driving assistance device 1.
- FIG. 39 shows a diagram summarizing the processing at the time of abnormality detection of each sensor.
- the steering wheel 2 is not mechanically connected to the steerable wheels, and is a so-called steer-by-wire system.
- a steering shaft 4 is connected to the steering wheel 2 .
- a rotating shaft of a reaction force motor 57 is connected to the steering shaft 4 via a reduction gear 51 .
- the reaction force motor 57 outputs a reaction force torque with respect to the steering torque of the steering wheel 2 by the driver.
- the reaction force motor drive circuit 56 turns on and off power supplied to the reaction force motor 57 .
- a reaction force motor rotation angle sensor 52 for detecting the rotation angle of the reaction force motor 57 is provided.
- a reaction force current sensor 59 is provided for detecting the current flowing through the reaction force motor 57 .
- a torque sensor 3 for detecting the steering torque of the steering wheel 2 by the driver and a steering wheel angle sensor 50 for detecting the rotation angle of the steering wheel 2 are mounted on the steering shaft 4 between the reaction force motor 57 and the reduction gear 51 and the steering wheel 2 . is provided.
- a rack and pinion gear 6 is provided.
- the rack and pinion gear 6 converts the rotational motion of the pinion shaft 58 into lateral linear motion, drives the tie rods and knuckle arms, and changes the steering angle of the wheels 7 .
- the rotation shaft of the steering motor 5 is connected to the pinion shaft 58 via the reduction gear 54 .
- the motor drive circuit 30 turns on and off power supplied to the steering motor 5 .
- a rotation angle sensor 32 is provided for detecting the rotation angle of the steering motor 5 .
- a steering angle sensor 9 is provided on the pinion shaft 58 .
- the steering motor 5 is an AC motor having armature windings of three or more phases as in the first embodiment
- the motor drive circuit 30 is an inverter circuit as in the first embodiment
- the reaction force motor 57 is an AC motor having armature windings of three or more phases similar to the steering motor 5, and the reaction force motor drive circuit 56 is an inverter similar to the motor drive circuit 30. considered to be a circuit.
- the control device 100 further includes a reaction force torque command calculation unit 180, a reaction force output command calculation unit 181, and a reaction force motor control unit 182.
- the input/output device 92 of the control device 100 is connected to the steering wheel angle sensor 50 , the reaction force motor rotation angle sensor 52 , the reaction force current sensor 59 , and the reaction force motor drive circuit 56 .
- the reaction force torque command calculation unit 180 , the reaction force output command calculation unit 181 , and the reaction force motor control unit 182 may be provided in a control device different from the control device 100 .
- the reaction force torque command calculation unit 180 calculates a reaction force motor torque command value based on the steering wheel angle detection value detected by the steering wheel angle sensor 50 and the vehicle speed. Since the relationship between the steering wheel angle and the torque is the same as in formula (2), a formula in which the parameters of formula (3) are replaced for this control is used to calculate the reverse torque based on the steering wheel angle detection value.
- a force motor torque command value may be calculated.
- a motor torque command value for reaction force is calculated from a basic map in which the vehicle speed is an input parameter, or a steering wheel angle detection value is differentiated to calculate a steering wheel angular velocity.
- the reaction motor torque command value may be calculated by multiplying the steering wheel angular velocity by a damper gain obtained according to the velocity.
- the reaction force output command calculation unit 181 calculates the reaction force motor output command value based on the reaction force motor torque command value and the steering torque detection value detected by the torque sensor 3 .
- the reaction force output command calculator 181 changes the reaction force motor output command value through PI control or the like so that the detected value of the steering torque approaches the reaction force motor torque command value.
- the reaction force output command calculator 181 calculates the q-axis current command value as the reaction force motor output command value.
- the reaction force output command calculator 181 may calculate a torque command value as the reaction force motor output command value.
- the reaction force motor control unit 182 generates a drive signal for turning on and off the switching element of the reaction force motor drive circuit 56 based on the reaction force motor output command value.
- the reaction force motor control section 182 is configured in the same manner as the motor control section 150 of the first embodiment, so the description thereof will be omitted.
- the abnormality detection unit 160 detects a reaction force motor-related abnormality that has occurred in the control system of the reaction force motor. Similar to the steering motor, the reaction force motor control unit 182 detects an abnormality related to the reaction force motor based on the reaction force motor output command value according to the contents of the reaction force motor related abnormality. Generates the drive signal for the hour. Further, the abnormality detection unit 160 detects a circuit abnormality of any one phase as a reaction force motor-related abnormality, similarly to the steering motor. Similar to the steering motor, the reaction force motor control unit 182 turns on and off the remaining normal switching elements of the plurality of phases based on the reaction force motor output command value when a circuit abnormality is detected in one of the phases. Generate drive signals.
- the steering method determination unit 110 determines whether automatic steering or steering assist is to be performed based on the steering torque detection value detected by the torque sensor 3 . Further, as in the first embodiment, when it is determined that automatic steering is to be performed, the automatic steering control unit 120 detects the running state of the own vehicle and the surrounding conditions of the own vehicle, A steering angle command value is calculated based on the state. As in the first embodiment, the steering angle control section 130 calculates a motor output command value related to the output torque of the steering motor 5 based on the steering angle command value and the detected steering angle value. As in the first embodiment, when it is determined that the steering assist is to be performed, the steering assist control unit 140 controls the automatic steering control unit 120 and the steering angle control unit 130 based on the detected value of the steering torque. , the motor output command value is calculated based on the detected value of the steering torque. As in the first embodiment, motor control unit 150 generates drive signals for turning on and off switching elements of motor drive circuit 30 based on motor output command values.
- the control when each abnormality is detected is the same as in Embodiments 1 to 3, so the explanation is omitted. That is, even in the steer-by-wire system, automatic steering or steering assist can be continued by the same control as in the first to third embodiments when an abnormality is detected.
- the steering motor 5 may be a DC motor with a brush as in the fourth embodiment, and the same control as in the fourth embodiment may be performed when an abnormality is detected.
- the reaction force motor 57 may be a DC motor with a brush as in the fourth embodiment, and may be controlled when detecting an abnormality related to the reaction force motor as in the fourth embodiment.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
Abstract
Description
自車両の走行状態及び自車両の周辺状態を検出し、検出した走行状態及び周辺状態に基づいて、自車両の操舵装置の舵角指令値を算出する自動操舵制御部と、
前記操舵装置を駆動する操舵用モータと、
スイッチング素子を有し、前記操舵用モータに供給する電力をオンオフするモータ駆動回路と、
前記舵角指令値及び舵角検出値に基づいて、前記操舵用モータの出力トルクに係るモータ出力指令値を算出する舵角制御部と、
前記モータ出力指令値に基づいて、前記モータ駆動回路の前記スイッチング素子をオンオフさせる駆動信号を生成するモータ制御部と、
前記操舵用モータの制御システムに生じた異常である操舵用モータ関連異常を検出する異常検知部と、を備え、
前記モータ制御部は、前記操舵用モータ関連異常の検出時に、前記モータ出力指令値に基づいて、前記操舵用モータ関連異常の内容に応じた、異常時の駆動信号を生成するものである。
実施の形態1に係る自動運転支援装置1について図面を参照して説明する。自動運転支援装置1は、車両に搭載されている。図1に、自動運転支援装置1の概略構成図を示し、図2に、自動運転支援装置1の概略ブロック図を示す。図3に、各センサの異常検出時の処理をまとめた図を示す。
自動運転支援装置1は、操舵用モータ5、モータ駆動回路30、制御装置100、周辺監視装置20、走行状態検出装置21、位置検出装置22、及び無線通信装置23等を備えている。
制御装置100は、操舵方法判定部110、自動操舵制御部120、舵角制御部130、操舵アシスト制御部140、モータ制御部150、及び異常検知部160等の機能部を備えている。制御装置100の各機能は、制御装置100が備えた処理回路により実現される。制御装置100は、互いに通信を行う複数の制御装置により構成されてもよい。
操舵方法判定部110は、自動操舵制御部120及び舵角制御部130による自動操舵を行うか、運転者の操舵アシストを行うかを判定する。本実施の形態では、操舵方法判定部110は、運転者によるハンドルの操舵トルクの検出値に基づいて、自動操舵を行うか、操舵アシストを行うかを判定する。操舵方法判定部110は、トルクセンサ3により、操舵トルクを検出する。操舵方法判定部110は、初期の判定として、ヒューマンインターフェイスを介した運転者の指令等に基づいて、自動操舵を行うか、操舵アシストを行うかを判定する。操舵方法判定部110は、自動操舵の実行中に、操舵トルクの絶対値が、予め定められた判定値を上回った状態が、判定期間継続した場合に、操舵アシストを行うと判定する。
自動操舵制御部120は、自動操舵を行うと判定されている場合は、自車両の走行状態及び自車両の周辺状態を検出し、検出した走行状態及び周辺状態に基づいて、自車両の操舵装置8の舵角指令値を算出する。
舵角制御部130は、舵角指令値及び舵角検出値に基づいて、操舵用モータ5の出力トルクに係るモータ出力指令値を算出する。図7に示すように、舵角制御部130は、出力指令算出部131、及び舵角検出部132を備えている。本実施の形態では、舵角検出部132は、操舵用モータの回転角度の積算値に基づいて、舵角を検出する。具体的には、舵角検出部132は、回転角度の積算値に、ギア比に応じて予め設定された換算係数を乗算して、舵角検出値を算出する。舵角が0である場合の回転角度の積算値は、0に設定される。ここで、回転角度の積算値とは、舵角が0である場合を除き、1回転するごとに、回転角度が0にリセットされずに、累積的にカウントされた角度である。
操舵アシスト制御部140は、操舵アシストを行うと判定されている場合は、操舵トルクの検出値に基づいて、自動操舵制御部120及び舵角制御部130に代わって、操舵トルクの検出値に基づいて、モータ出力指令値を算出する。例えば、操舵アシスト制御部140は、操舵トルクの検出値に、換算係数を乗算して、モータ出力指令値を算出する。本実施の形態では、操舵アシスト制御部140は、モータ出力指令値としてq軸の電流指令値を算出する。操舵アシスト制御部140は、モータ出力指令値としてトルク指令値を算出してもよい。
モータ制御部150は、モータ出力指令値に基づいて、モータ駆動回路30のスイッチング素子をオンオフさせる駆動信号を生成する。図8に示すように、正常時のモータ制御部150は、回転検出部151、電流検出部152、電流指令設定部153、電流フィードバック制御部154、電圧指令座標変換部155、及びPWM制御部156を備えている。
異常検知部160は、自動運転支援装置の各種の異常を検出する。本実施の形態では、異常検知部160は、操舵用モータの制御システムに生じた異常である操舵用モータ関連異常を検出する。操舵用モータ関連異常には複数の種類があり以下で説明する。
異常検知部160は、操舵用モータ関連異常として、いずれか1相の回路異常を検出する。以下に説明するように、1相の回路異常には、開放故障と短絡故障とがある。
異常検知部160は、操舵用モータ関連異常として、操舵用モータ(本例では、電機子巻線)に供給される電流を検出する電流センサ31の異常を検出する。電流センサ31の故障の検出方法には、公知の各種の方法が用いられる。例えば、異常検知部160は、モータ駆動回路30に異常判定用の駆動信号を出力したときの電流検出値に基づいて、電流センサ31の異常を判定する。3相の各相の電流を検出する電流センサ31が設けられている場合は、各相の電流センサの異常が検出される。
異常検知部160は、操舵用モータ関連異常として、操舵用モータの回転角度を検出する回転角度センサ32の異常を検出する。回転角度センサ32の故障の検出方法には、公知の各種の方法が用いられる。
モータ制御部150は、操舵用モータの制御システムに生じた異常である操舵用モータ関連異常の検出時に、モータ出力指令値に基づいて、操舵用モータ関連異常の内容に応じた、異常時の駆動信号を生成する。この構成によれば、操舵用モータ関連異常が発生した場合も、異常時の駆動信号を生成し、操舵用モータによる操舵装置8の駆動を継続し、自動操舵又は操舵アシストを継続させることができる。
モータ制御部150は、操舵用モータ関連異常として、いずれか1相の回路異常の検出時に、モータ出力指令値に基づいて、正常な残りの複数相のスイッチング素子をオンオフさせる駆動信号を生成する。この構成によれば、1相の回路異常の検出時でも、正常な残りの複数相のスイッチング素子をオンオフすることにより、操舵用モータによる操舵装置8の駆動を継続し、自動操舵又は操舵アシストを継続させることができる。
1相の開放異常が検出された場合は、例えば、特許第4498353号に開示されている方法が用いられればよい。具体的には、特許第4498353号の図3の方法と同様に構成すれば、モータ制御部150は、図9に示すように、目標相電流整形部151B、偏差演算部152B、及び異常時電流制御部153Bを備えている。目標相電流整形部151Bは、q軸の電流指令値を、回転角度θに基づいて、正常な2相の各相の電流指令値に変換する。図9には、U相が異常で、V相及びW相が正常である場合を示す。そして、偏差演算部152Bは、正常な2相の各相について、電流指令値と電流検出値との偏差を演算する。異常時電流制御部153Bは、正常な2相の各相について、電流偏差に基づいて、PI制御等のフィードバック制御により電圧指令値を演算し、正常な2相の各相の電圧指令値に基づいて、PWM制御により正常な2相の各相の各スイッチング素子をオンオフさせる駆動信号を生成する。異常時電流制御部153Bは、異常な1相の各スイッチング素子を常時オフさせる駆動信号を生成する。
1相の短絡異常が検出された場合は、例えば、国際公開WO2007/129359号公報に開示されている方法が用いられればよい。具体的には、国際公開WO2007/129359号公報の図3の方法と同様に構成すれば、モータ制御部150は、図12に示すように、目標相電流整形部151C、偏差演算部152C、及び異常時電流制御部153Cを備えている。目標相電流整形部151Cは、q軸の電流指令値を、異常相の情報、及び回転角度θに基づいて、3相の各相の電流指令値に変換する。図12には、V相が異常で、U相及びW相が正常である場合を示す。そして、偏差演算部152Cは、3相の各相について、電流指令値と電流検出値との偏差を演算し、正常な2相の各相の偏差から、異常な1相の偏差を減算する。異常時電流制御部153Cは、正常な2相の各相について、異常な1相の偏差の減算後の電流偏差に基づいて、PI制御等のフィードバック制御によりフィードバック値を演算し、フィードバック値から電源電圧Vdcの半分値を減算して、電圧指令値を算出し、正常な2相の各相の電圧指令値に基づいて、PWM制御により正常な2相の各相の各スイッチング素子をオンオフさせる駆動信号を生成する。異常時電流制御部153Cは、異常な1相の各スイッチング素子を常時オフさせる駆動信号を生成する。
上述したように、モータ制御部150は、電流センサの異常の未検出時に、モータ出力指令値、及び電流センサにより検出された電流検出値に基づいて、駆動信号を生成する。一方、モータ制御部150は、電流センサの異常の検出時に、電流検出値を用いずに、モータ出力指令値に基づいて、駆動信号を生成する。
上述したように、モータ制御部150は、回転角度センサ32の異常の未検出時に、回転角度センサ32により検出された回転角度に基づいて、駆動信号を生成する。また、上述したように、舵角制御部130は、回転角度センサ32の異常の未検出時に、回転角度センサ32により検出された回転角度の積算値に基づいて、舵角を検出し、舵角指令値及び舵角検出値に基づいて、モータ出力指令値を算出する。
例えば、特許第6203435号に開示されている方法が用いられればよい。図15に示すように、回転角度センサの異常の検出時のモータ制御部150は、回転推定部158、推定用電圧指令設定部159、電流検出部152、電流指令設定部153、電流フィードバック制御部154、電圧指令座標変換部155、及びPWM制御部156を備えている。電流検出部152、電流指令設定部153、電流フィードバック制御部154、及び電圧指令座標変換部155は、回転角度の検出値に代えて、回転推定部158により推定された回転角度の推定値を用い、正常時と同様の処理を行う。
舵角制御部130は、回転角度センサ32の異常の検出時に、検出した走行状態に基づいて舵角を推定し、舵角指令値及び舵角検出値に基づいて、モータ出力指令値を算出する。舵角を推定する舵角検出部132の構成以外は、正常時と同じである。
或いは、舵角検出値の検出異常の検出時(本例では、回転角度センサの異常の検出時)に、自動操舵制御部120は、舵角制御部130に代わって、検出した周辺状態に基づいて、舵角検出値を用いずに、モータ出力指令値を算出するように構成されてもよい。自動操舵制御部120は、検出した周辺状態に基づいて、走行車線に対する自車両の横方向位置を検出し、目標横方向位置と検出した横方向位置に基づいて、モータ出力指令値を算出する。
或いは、舵角検出値の検出異常の検出時(本例では、回転角度センサの異常の検出時)に、舵角制御部130は、舵角検出値を用いずに、舵角指令値に基づいて、モータ出力指令値を算出するように構成されてもよい。
実施の形態2に係る自動運転支援装置1について図面を参照して説明する。上記の実施の形態1と同様の構成部分は説明を省略する。本実施の形態に係る自動運転支援装置1の基本的な構成は実施の形態1と同様であるが、舵角センサ9が設けられており、それに伴って各処理が変更されている点が実施の形態1と異なる。図20に、自動運転支援装置1の概略構成図を示し、図21に、自動運転支援装置1の概略ブロック図を示す。また、図22に、各センサの異常検出時の処理をまとめた図を示す。舵角センサ9に係る異常検出時の処理以外は、実施の形態1と同様である。
実施の形態1と同様に、舵角制御部130は、舵角指令値及び舵角検出値に基づいて、操舵用モータ5の出力トルクに係るモータ出力指令値を算出する。図23に示すように、舵角制御部130は、出力指令算出部131、及び舵角検出部132を備えている。本実施の形態では、舵角検出部132は、舵角センサ9の異常の未検出時に、舵角センサ9により舵角を検出する。具体的には、舵角センサ9により検出されたステアリングシャフト4の回転角度に所定の変換比率を乗算して、舵角検出値を算出する。舵角が0である場合の回転角度は、0に設定される。本実施の形態では、舵角センサ9は高分解能なセンサであるため、舵角センサ9の出力信号により検出された舵角検出値がそのまま用いられてもよいが、ローパスフィルタ又はPLLフィルタ等の平滑化処理が行われた舵角検出値が用いられてもよい。
図24に示すように、舵角検出部132は、舵角センサ9の異常の検出時に、操舵用モータの回転角度の積算値に基づいて舵角を検出する。具体的には、舵角検出部132は、回転角度の積算値に、ギア比に応じて予め設定された換算係数を乗算して、舵角検出値を算出する。舵角が0である場合の回転角度の積算値は、0に設定される。舵角検出部132は、モータ制御部150が検出又は推定した操舵用モータ5の回転角度を取得し、積算する。舵角検出部132は、舵角センサ9が正常に動作しているときに、舵角センサ9により検出した舵角検出値と、回転角度の積算値との対応関係を記憶しておき、舵角センサ9の異常の検出時に、正常時に記憶された対応関係を用い、回転角度の積算値に基づいて、舵角検出値を算出する。例えば、舵角検出部132は、舵角センサ9の正常時に、舵角センサ9により検出した舵角検出値が0であるときの回転角度の積算値を0に設定し、0を基準に回転角度の積算値を算出する。
異常検知部160は、操舵トルクを検出するトルクセンサ3の異常を検出する。トルクセンサ3の故障の検出方法には、公知の各種の方法が用いられる。
異常検知部160は、走行状態及び周辺状態のいずれかの検出異常である状態検出異常を検出する。異常検知部160は、走行状態検出装置21の異常を検出する。本実施の形態では、異常検知部160は、少なくとも、車両速度を検出する車両速度センサ、ヨー角速度を検出するヨー角速度センサ、及び横方向の加速度を検出する横方向の加速度センサの異常を検出する。
自動操舵制御部120は、ヨー角速度センサの異常の検出時に、舵角検出値及び車両速度の検出値に基づいて、ヨー角速度を推定する。上述したように、ヨー加速度は、舵角及び車両速度のそれぞれに比例する所定の関係になるため、この比例関係を用いて、ヨー角速度を推定することができる。或いは、車両速度として、左右車輪のそれぞれの回転速度が検出される場合は、自動操舵制御部120は、左右車輪の回転速度差に基づいて、旋回状態を求め、ヨー角速度を推定してもよい。
実施の形態3に係る自動運転支援装置1について図面を参照して説明する。上記の実施の形態1又は2と同様の構成部分は説明を省略する。本実施の形態に係る自動運転支援装置1の基本的な構成は実施の形態2と同様であるが、低分解能の舵角センサ9が設けられており、それに伴って各処理が変更されている点が実施の形態2と異なる。図25に、各センサの異常検出時の処理をまとめた図を示す。低分解能の舵角センサ9に係る異常検出時の処理以外は、実施の形態1又は2と同様である。
実施の形態1と同様に、舵角制御部130は、舵角指令値及び舵角検出値に基づいて、操舵用モータ5の出力トルクに係るモータ出力指令値を算出する。図26に示すように、舵角制御部130は、出力指令算出部131、及び舵角検出部132を備えている。
本実施の形態では、図27に示すように、舵角検出部132は、回転角度センサ32の異常の検出時に、舵角センサ9による舵角検出値に平滑化処理を行って、舵角を検出する。平滑化処理として、ローパスフィルタ又はPLLフィルタ等が用いられる。回転角度センサ32の異常時に、回転角度の積算値により舵角検出値を算出できなくなった場合、又は回転角度の推定値により算出精度が低下する場合に、低分解能の舵角センサ9による舵角検出値の分解能を平滑化処理により向上させて用いることができる。
実施の形態4に係る自動運転支援装置1について図面を参照して説明する。上記の実施の形態1又は2と同様の構成部分は説明を省略する。本実施の形態に係る自動運転支援装置1の基本的な構成は実施の形態1又は2と同様であるが、操舵用モータ5が、ブラシ付き直流モータであり、それに伴って、モータ駆動回路30及び各処理が変更されている点が実施の形態1又は2と異なる。図28に、自動運転支援装置1の概略構成図を示し、図29に、自動運転支援装置1の概略ブロック図を示す。また、図30に、各センサの異常検出時の処理をまとめた図を示す。
操舵用モータ5は、いわゆる、ブラシ付き直流モータである。ステータに永久磁石が設けられ、ロータに複数の電機子巻線が巻装されている。ロータの回転軸には、整流子が設けられ、非回転部材には、整流子に接触するブラシが設けられる。整流子は、回転軸の外周部に、互いに隙間を空けて周方向に等間隔に配置された複数の電極板を有している。各電極板は、特定の電機子巻線の端部に接続されている。ブラシは、第1電極のブラシ35a、及び第2電極のブラシ35bを有しており、一方のブラシが、モータ駆動回路30を介して直流電源34の正極側に接続され、他方のブラシが、モータ駆動回路30を介して直流電源34の負極側に接続される。ロータの回転により、第1電極及び第2電極のブラシ35a、35bが接触する整流子の電極板が切り替わり、電流が供給される電機子巻線が切り替わる。これにより、ロータを回転させる磁界がロータに発生する。ロータに発生するトルクは、電機子巻線に供給される電流に応じて変化する。
モータ駆動回路30は、スイッチング素子を有し、操舵用モータ5に供給する電力をオンオフする。本実施の形態では、図31に示すように、モータ駆動回路30は、Hブリッジ回路とされている。具体的には、モータ駆動回路30は、直流電源34の高電位側に接続される高電位側のスイッチング素子Spと、直流電源34の低電位側に接続される低電位側のスイッチング素子Snと、が直列接続された直列回路を2組備えている。第1組の直列回路における2つのスイッチング素子の接続点が、第1電極のブラシ35aに接続され、第2組の直列回路における2つのスイッチング素子の接続点が、第2電極のブラシ35bに接続される。
モータ制御部150は、後述する舵角制御部130により算出されたモータ出力指令値(本例では、電流指令値)に基づいて、モータ駆動回路30のスイッチング素子をオンオフさせる駆動信号を生成する。図32に示すように、正常時のモータ制御部150は、電流検出部152、電流指令設定部153、電流フィードバック制御部154、及びPWM制御部156を備えている。電流検出部152は、電流センサ31の出力信号に基づいて、電機子巻線に流れる電流を検出する。電流指令設定部153は、モータ出力指令値に基づいて、電流指令値を設定する。
異常検知部160は、操舵用モータ関連異常として、スイッチング素子の短絡故障、電流供給経路の直流電源34の高電位側又は低電位側への短絡などが生じると、電機子巻線に電流を正常に供給できなくなる。短絡故障の検出方法、及び短絡箇所の特定方法には、公知の各種の方法が用いられる。
異常検知部160は、操舵用モータ関連異常として、電流センサ31の異常を検出する。電流センサ31の故障の検出方法には、公知の各種の方法が用いられる。例えば、異常検知部160は、モータ駆動回路30に駆動信号を出力したときの電流検出値に基づいて、電流センサ31の異常を判定する。
実施の形態2と同様に、自動運転支援装置1は、舵角を検出する舵角センサ9を備えている。異常検知部160は、舵角センサ9の異常を検出する。実施の形態1及び2と同様に、舵角制御部130は、舵角指令値及び舵角検出値に基づいて、操舵用モータ5の出力トルクに係るモータ出力指令値を算出する。実施の形態2の図23と同様に、舵角検出部132は、舵角センサ9の異常の未検出時に、舵角センサ9により舵角を検出する。一方、舵角検出部132は、舵角センサ9の異常の検出時に、操舵用モータ5の回転角度の積算値に基づいて舵角を検出する。
実施の形態5に係る自動運転支援装置1について図面を参照して説明する。上記の実施の形態1又は2と同様の構成部分は説明を省略する。本実施の形態に係る自動運転支援装置1の基本的な構成は実施の形態1又は2と同様であるが、操舵装置8の構成が変更されており、それに伴って、各部の構成が変更されている点が実施の形態1又は2と異なる。図37に、自動運転支援装置1の概略構成図を示し、図38に、自動運転支援装置1の概略ブロック図を示す。また、図39に、各センサの異常検出時の処理をまとめた図を示す。
Claims (16)
- 自車両の走行状態及び自車両の周辺状態を検出し、検出した走行状態及び周辺状態に基づいて、自車両の操舵装置の舵角指令値を算出する自動操舵制御部と、
前記操舵装置を駆動する操舵用モータと、
スイッチング素子を有し、前記操舵用モータに供給する電力をオンオフするモータ駆動回路と、
前記舵角指令値及び舵角検出値に基づいて、前記操舵用モータの出力トルクに係るモータ出力指令値を算出する舵角制御部と、
前記モータ出力指令値に基づいて、前記モータ駆動回路の前記スイッチング素子をオンオフさせる駆動信号を生成するモータ制御部と、
前記操舵用モータの制御システムに生じた異常である操舵用モータ関連異常を検出する異常検知部と、を備え、
前記モータ制御部は、前記操舵用モータ関連異常の検出時に、前記モータ出力指令値に基づいて、前記操舵用モータ関連異常の内容に応じた、異常時の駆動信号を生成する自動運転支援装置。 - 運転者によるハンドルの操舵トルクの検出値に基づいて、前記自動操舵制御部及び前記舵角制御部により自動操舵を行うか、運転者の操舵アシストを行うかを判定する操舵方法判定部と、
前記操舵アシストを行うと判定された場合は、前記自動操舵制御部及び前記舵角制御部に代わって、前記操舵トルクの検出値に基づいて、前記モータ出力指令値を算出する操舵アシスト制御部と、を備え、
前記異常検知部は、前記操舵トルクを検出するトルクセンサの異常を検出し、
前記操舵方法判定部又は前記操舵アシスト制御部は、舵角センサにより検出した舵角検出値と、前記操舵用モータの回転角度を積算して推定した舵角推定値との角度偏差に基づいて、前記操舵トルクを推定する請求項1に記載の自動運転支援装置。 - 前記操舵用モータは、3相以上の電機子巻線を有する交流モータであり、
前記モータ駆動回路は、各相について、前記電機子巻線への電圧印加をオンオフするスイッチング素子を備え、
前記異常検知部は、前記操舵用モータ関連異常として、いずれか1相の回路異常を検出し、
前記モータ制御部は、いずれか1相の回路異常の検出時に、前記モータ出力指令値に基づいて、正常な残りの複数相の前記スイッチング素子をオンオフさせる駆動信号を生成し、
前記舵角制御部は、いずれか1相の回路異常の検出時に、回路異常が生じた1相に対応して前記出力トルクが低下する前記操舵用モータの回転角度に対応する舵角である出力低下舵角を避けるように、前記舵角指令値を補正し、補正後の舵角指令値及び前記舵角検出値に基づいて、異常時のモータ出力指令値を算出する請求項1又は2に記載の自動運転支援装置。 - 前記舵角制御部は、開放異常又は短絡異常の回路異常の種類、及び異常相に基づいて、前記出力低下舵角を変化させる請求項3に記載の自動運転支援装置。
- 前記異常検知部は、前記操舵用モータ関連異常として、前記操舵用モータに供給される電流を検出する電流センサの異常を検出し、
前記モータ制御部は、前記電流センサの異常の未検出時に、前記モータ出力指令値、及び前記電流センサにより検出された電流検出値に基づいて、前記駆動信号を生成し、前記電流センサの異常の検出時に、前記電流検出値を用いずに、前記モータ出力指令値に基づいて、前記駆動信号を生成する請求項1から4のいずれか一項に記載の自動運転支援装置。 - 前記異常検知部は、前記操舵用モータ関連異常として、前記操舵用モータの回転角度を検出する回転角度センサの異常を検出し、
前記モータ制御部は、前記回転角度センサの異常の未検出時に、前記回転角度センサにより検出された前記操舵用モータの回転角度に基づいて、前記駆動信号を生成し、
前記回転角度センサの異常の検出時に、前記操舵用モータに流れる電流に基づいて、前記操舵用モータの回転角度を推定し、前記操舵用モータの回転角度の推定値に基づいて、前記駆動信号を生成し、
前記舵角制御部は、前記回転角度センサの異常の未検出時に、前記回転角度センサにより検出された前記操舵用モータの回転角度の積算値に基づいて、舵角を検出し、
前記回転角度センサの異常の検出時に、前記モータ制御部により推定された前記操舵用モータの回転角度の積算値に基づいて舵角を検出する、又は検出した走行状態に基づいて舵角を推定する請求項1から5のいずれか一項に記載の自動運転支援装置。 - 前記異常検知部は、前記舵角検出値の検出異常を検出し、
前記舵角制御部は、前記舵角検出値の検出異常の未検出時に、前記舵角指令値及び前記舵角検出値に基づいて、前記モータ出力指令値を算出し、
前記自動操舵制御部は、前記舵角検出値の検出異常の検出時に、前記舵角制御部に代わって、前記舵角検出値を用いずに、検出した前記周辺状態に基づいて前記モータ出力指令値を算出する請求項1から5のいずれか一項に記載の自動運転支援装置。 - 前記自動操舵制御部は、前記舵角検出値の検出異常の検出時に、検出した前記周辺状態に基づいて、走行車線に対する自車両の横方向位置を検出し、目標横方向位置及び検出した横方向位置に基づいて、前記モータ出力指令値を算出する請求項7に記載の自動運転支援装置。
- 前記異常検知部は、前記舵角検出値の検出異常を検出し、
前記舵角制御部は、前記舵角検出値の検出異常の未検出時に、前記舵角指令値及び前記舵角検出値に基づいて、前記モータ出力指令値を算出し、
前記舵角検出値の検出異常の検出時に、前記舵角検出値を用いずに、前記舵角指令値に基づいて前記モータ出力指令値を算出する請求項1から5のいずれか一項に記載の自動運転支援装置。 - 前記異常検知部は、舵角を検出する舵角センサの異常を検出し、
前記舵角制御部は、前記舵角センサの異常の未検出時に、前記舵角センサにより舵角を検出し、
前記舵角センサの異常の検出時に、前記操舵用モータの回転角度の積算値に基づいて舵角を検出する請求項1から5のいずれか一項に記載の自動運転支援装置。 - 前記操舵用モータは、ブラシ付き直流モータであり、
前記モータ制御部は、前記モータ出力指令値、及び前記ブラシ付き直流モータに流れる電流検出値に基づいて、電圧指令値を算出し、前記電圧指令値に基づいて、前記モータ駆動回路の前記スイッチング素子のオンをオンオフさせる駆動信号を生成し、
前記舵角センサの異常の検出時に、前記電圧指令値に高周波成分を重畳させ、
前記舵角制御部は、前記舵角センサの異常の検出時に、前記電流検出値に基づいて、前記操舵用モータの回転角度を推定する請求項10に記載の自動運転支援装置。 - 前記異常検知部は、舵角を検出する舵角センサの異常を検出し、
前記舵角センサによる舵角検出値の角度検出分解能よりも、前記操舵用モータの回転角度の積算値による舵角検出値の角度検出分解能が高く、
前記舵角制御部は、前記舵角センサの異常の未検出時に、前記舵角センサによる舵角検出値に基づいて、前記操舵用モータの回転角度の積算値と舵角との対応関係を判定し、判定した前記対応関係、及び前記操舵用モータの回転角度の積算値に基づいて、舵角を検出し、
前記舵角センサの異常の検出時に、前記舵角センサの異常の未検出時に判定した前記対応関係、及び前記操舵用モータの回転角度の積算値に基づいて舵角を検出する請求項1から5のいずれか一項に記載の自動運転支援装置。 - 前記異常検知部は、前記操舵用モータの回転角度を検出する回転角度センサの異常を検出し、
前記舵角制御部は、前記回転角度センサの異常の検出時に、前記舵角センサによる舵角検出値に平滑化処理を行って、舵角を検出する請求項12に記載の自動運転支援装置。 - 前記異常検知部は、走行状態及び周辺状態のいずれかの検出異常である状態検出異常を検出し、
前記自動操舵制御部は、前記状態検出異常の検出時に、異常が検出された走行状態又は周辺状態を、異常が検出されていない走行状態及び周辺状態の一方又は双方に基づいて推定し、検出又は推定した走行状態及び周辺状態に基づいて、前記舵角指令値を算出する請求項1から13のいずれか一項に記載の自動運転支援装置。 - 前記自動操舵制御部は、前記走行状態として、車両速度、ヨー角速度、及び横方向の加速度を検出し、
前記異常検知部は、前記車両速度を検出する車両速度センサ、前記ヨー角速度を検出するヨー角速度センサ、及び前記横方向の加速度を検出する横方向の加速度センサの異常を検出し、
前記自動操舵制御部は、前記車両速度センサ、前記ヨー角速度センサ、及び前記横方向の加速度センサの異常の未検出時に、車両速度、ヨー角速度、及び横方向の加速度の検出値に基づいて、前記舵角指令値を算出し、
前記車両速度センサ、前記ヨー角速度センサ、及び前記横方向の加速度センサのいずれかの異常の検出時に、正常なセンサによる走行状態の検出値、及び前記舵角検出値の一方又は双方に基づいて、異常なセンサの走行状態を推定し、正常なセンサによる走行状態の検出値、及び異常なセンサの走行状態の推定値に基づいて、前記舵角指令値を算出する請求項1から14のいずれか一項に記載の自動運転支援装置。 - 前記自動操舵制御部は、前記ヨー角速度センサの異常の検出時に、前記舵角検出値及び車両速度の検出値に基づいて、前記ヨー角速度を推定し、前記車両速度の検出値、前記ヨー角速度の推定値、及び前記横方向の加速度の検出値に基づいて、前記舵角指令値を算出する請求項15に記載の自動運転支援装置。
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN202180099795.4A CN117561196A (zh) | 2021-06-28 | 2021-06-28 | 自动驾驶辅助装置 |
EP21948229.6A EP4365061A1 (en) | 2021-06-28 | 2021-06-28 | Autonomous driving assistance device |
PCT/JP2021/024281 WO2023275914A1 (ja) | 2021-06-28 | 2021-06-28 | 自動運転支援装置 |
JP2023531133A JP7433530B2 (ja) | 2021-06-28 | 2021-06-28 | 自動運転支援装置 |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/JP2021/024281 WO2023275914A1 (ja) | 2021-06-28 | 2021-06-28 | 自動運転支援装置 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2023275914A1 true WO2023275914A1 (ja) | 2023-01-05 |
Family
ID=84690965
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2021/024281 WO2023275914A1 (ja) | 2021-06-28 | 2021-06-28 | 自動運転支援装置 |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP4365061A1 (ja) |
JP (1) | JP7433530B2 (ja) |
CN (1) | CN117561196A (ja) |
WO (1) | WO2023275914A1 (ja) |
Citations (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2005091488A1 (ja) * | 2004-03-19 | 2005-09-29 | Mitsubishi Denki Kabushiki Kaisha | 電動機制御装置 |
WO2007129359A1 (ja) | 2006-04-20 | 2007-11-15 | Mitsubishi Denki Kabushiki Kaisha | 電動機制御装置 |
WO2015166546A1 (ja) * | 2014-04-29 | 2015-11-05 | 三菱電機株式会社 | 交流回転機の制御装置及びこれを備えた電動パワ-ステアリング装置 |
JP2016016735A (ja) * | 2014-07-08 | 2016-02-01 | 株式会社ジェイテクト | 自動操舵装置 |
JP6203435B2 (ja) | 2015-02-13 | 2017-09-27 | 三菱電機株式会社 | 電動機駆動装置および車両駆動システム |
JP2018192865A (ja) | 2017-05-16 | 2018-12-06 | 株式会社デンソー | 自動運転支援装置および自動運転支援方法 |
JP2019014432A (ja) | 2017-07-10 | 2019-01-31 | 株式会社Subaru | 車両の操舵制御装置 |
JP6628017B1 (ja) | 2018-07-13 | 2020-01-08 | 日本精工株式会社 | 車両用操向装置 |
JP2020092491A (ja) * | 2018-12-04 | 2020-06-11 | 日本電産株式会社 | 電力変換装置、駆動装置およびパワーステアリング装置 |
-
2021
- 2021-06-28 CN CN202180099795.4A patent/CN117561196A/zh active Pending
- 2021-06-28 WO PCT/JP2021/024281 patent/WO2023275914A1/ja active Application Filing
- 2021-06-28 JP JP2023531133A patent/JP7433530B2/ja active Active
- 2021-06-28 EP EP21948229.6A patent/EP4365061A1/en active Pending
Patent Citations (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2005091488A1 (ja) * | 2004-03-19 | 2005-09-29 | Mitsubishi Denki Kabushiki Kaisha | 電動機制御装置 |
JP4498353B2 (ja) | 2004-03-19 | 2010-07-07 | 三菱電機株式会社 | 電動機制御装置 |
WO2007129359A1 (ja) | 2006-04-20 | 2007-11-15 | Mitsubishi Denki Kabushiki Kaisha | 電動機制御装置 |
WO2015166546A1 (ja) * | 2014-04-29 | 2015-11-05 | 三菱電機株式会社 | 交流回転機の制御装置及びこれを備えた電動パワ-ステアリング装置 |
JP6095851B2 (ja) | 2014-04-29 | 2017-03-15 | 三菱電機株式会社 | 交流回転機の制御装置及びこれを備えた電動パワ−ステアリング装置 |
JP2016016735A (ja) * | 2014-07-08 | 2016-02-01 | 株式会社ジェイテクト | 自動操舵装置 |
JP6203435B2 (ja) | 2015-02-13 | 2017-09-27 | 三菱電機株式会社 | 電動機駆動装置および車両駆動システム |
JP2018192865A (ja) | 2017-05-16 | 2018-12-06 | 株式会社デンソー | 自動運転支援装置および自動運転支援方法 |
JP2019014432A (ja) | 2017-07-10 | 2019-01-31 | 株式会社Subaru | 車両の操舵制御装置 |
JP6628017B1 (ja) | 2018-07-13 | 2020-01-08 | 日本精工株式会社 | 車両用操向装置 |
JP2020092491A (ja) * | 2018-12-04 | 2020-06-11 | 日本電産株式会社 | 電力変換装置、駆動装置およびパワーステアリング装置 |
Non-Patent Citations (2)
Title |
---|
"Position Sensorless Control of PM Motor Using Adaptive Observer on Rotational Coordinates", IEEJ TRANS. IA, vol. 123, no. 5, May 2003 (2003-05-01), pages 600 - 609 |
"Sensorless Angle Estimation Method for Brushed DC Motor using Impedance Variation by Contact Switching", IEEJ TRANS. IA, vol. 137, no. 11, pages 827 - 836 |
Also Published As
Publication number | Publication date |
---|---|
CN117561196A (zh) | 2024-02-13 |
JPWO2023275914A1 (ja) | 2023-01-05 |
JP7433530B2 (ja) | 2024-02-19 |
EP4365061A1 (en) | 2024-05-08 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US8909429B2 (en) | Vehicle steering system | |
EP3035523B1 (en) | Motor control device, electric power steering device using same, and vehicle | |
EP3219579A1 (en) | Motor control device and steering control device | |
US8791659B2 (en) | Motor control unit and electric power steering system | |
JP5273451B2 (ja) | モータ制御装置 | |
EP3113355A1 (en) | Motor control device and electric power-steering device and vehicle using said motor control device | |
KR101840509B1 (ko) | 동기전동기 센서리스 벡터제어를 위한 회전각 추정장치 | |
US20130144493A1 (en) | Vehicle steering system | |
JP5252190B2 (ja) | モータ制御装置 | |
US10560044B2 (en) | Motor control method, motor control system, and electric power steering system | |
EP2530829B1 (en) | Motor control unit and vehicle steering system | |
EP3495235B1 (en) | Steering control unit | |
CN114389504A (zh) | 具有开路状况的多相同步马达的最佳扭矩控制 | |
WO2018159101A1 (ja) | モータ制御方法、モータ制御システムおよび電動パワーステアリングシステム | |
WO2023275914A1 (ja) | 自動運転支援装置 | |
JP2016096608A (ja) | モータ制御装置、これを使用した電動パワーステアリング装置および車両 | |
US20220073129A1 (en) | Angle detector, ac-rotating-machine controller, and electric power steering apparatus | |
WO2018159103A1 (ja) | モータ制御方法、モータ制御システムおよび電動パワーステアリングシステム | |
CN110383674A (zh) | 马达控制方法、马达控制系统以及电动助力转向系统 | |
CN114389492A (zh) | Dc电机的电流容量限制 | |
CN110352556A (zh) | 马达控制方法、马达控制系统以及电动助力转向系统 | |
EP3978881B1 (en) | Angle detector, ac rotating machine control device, and electric power steering device | |
JP2018098975A (ja) | 電動パワーステアリング装置 | |
US10577014B2 (en) | Steering control apparatus | |
JP5327503B2 (ja) | モータ制御装置 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 21948229 Country of ref document: EP Kind code of ref document: A1 |
|
ENP | Entry into the national phase |
Ref document number: 2023531133 Country of ref document: JP Kind code of ref document: A |
|
WWE | Wipo information: entry into national phase |
Ref document number: 202180099795.4 Country of ref document: CN |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2021948229 Country of ref document: EP |
|
NENP | Non-entry into the national phase |
Ref country code: DE |
|
ENP | Entry into the national phase |
Ref document number: 2021948229 Country of ref document: EP Effective date: 20240129 |