JP4857627B2 - Vehicle steering apparatus and vehicle steering method - Google Patents

Description

  The present invention relates to a vehicle steering apparatus, and more particularly to a steer-by-wire technique in which a steering wheel and a steered wheel are physically separated.

As a technique for setting a target turning angle of a steered wheel and obtaining a target turning angle by a turning actuator, a technique described in Patent Document 1 is disclosed. In this publication, even when the target turning angle is obtained, the steering motor current that balances the stresses of various members, rubber twists of steering wheels, bushes, and the like is prevented from continuing to flow. Specifically, when the target turning angle δ1 is achieved at the time of turning such as stationary, a new value obtained by adding the stress elimination angle α estimated from the motor current value to the target turning angle once. The target turning angle δ2 is controlled. Next, after the actual turning angle substantially follows δ2, by returning the target turning angle to δ1 again, the stress generated in the turning system is eliminated, and a large current continues to flow to the turning motor. To prevent that.
JP 2004-42769 A

  However, steer-by-wire that uses the reaction force generation logic that performs the steering control that determines the steering angle according to the steering angle of the steering wheel and generates the steering reaction force according to the axial force of the rack portion. When used in an apparatus, there are the following problems. That is, in the prior art, since the stress component is eliminated by once exceeding the steered side, the axial force exceeds when the steered side is exceeded, and there is a possibility that a large reaction force torque is generated accordingly. .

  The above technique may be used when the driver releases his / her hand from the steering wheel at the time of stationary, but in such a case, the steering wheel is swung to the opposite side by an additional angle θ2 due to the generated reaction force torque. It will be. On the other hand, the steered wheel follows the target turning angle δ * 2 to which the steering wheel is swung in the opposite direction, and then follows the final target turning angle δ * 1. As a result, the steering wheel There is a risk of causing a so-called neutral shift in which the neutral position of the steering wheel and the neutral position of the steering wheel are shifted.

  The present invention has been made paying attention to the above problems, and an object of the present invention is to provide a vehicle steering apparatus that avoids unnecessary operation of the steering actuator and does not cause neutral deviation. is there.

In order to achieve the above object, in the present invention, an operation unit that a driver performs a steering operation, a reaction force actuator that applies a reaction force to the operation unit, a steering wheel that is physically separable from the operation unit, A steering actuator that applies a steering force to the steered wheels, a road surface reaction force detecting means that detects a road surface reaction force acting on the steered wheels, Steering control means for controlling the rudder angle, first reaction force control means for controlling the reaction force applied to the operation section based on the road surface reaction force detected by the road surface reaction force detection means, Later, when the hand is released from the operation unit, instead of the first reaction force control unit, a second reaction force control unit that controls a reaction force applied to the operation unit so that the road surface reaction force is reduced; , wherein the second reaction force control means, the operation speed absolute of the operating unit When the driving force of the reaction force actuator is a predetermined driving amount that balances with the inertia and friction of the operating unit, the driver is disengaged from the operating unit. It is characterized that it is determined that the hand has been released .

Therefore, it is possible to control the steering angle of the operation unit by applying a reaction force by the reaction force actuator, and the steered wheels can be controlled as a result because the steering control is performed. Note that neutral deviation does not occur because the steering control is maintained. In addition, by controlling the steered wheels, it is possible to control the turning force acting on the steered wheels, and unnecessary operation of the steered actuator can be avoided.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS The best mode for realizing a vehicle steering apparatus according to the present invention will be described below based on an embodiment shown in the drawings.

    [Configuration of vehicle control system]

  FIG. 1 is a diagram showing an outline of a steer-by-wire system in the present embodiment. This system mainly includes a reaction force device (steering side), a backup device, and a steering device (steering side).

  The reaction force device detects a steering angle sensor 2 that detects a steering angle of a steering wheel 1 (corresponding to an operation unit), a reaction force motor 3 that applies a steering reaction force to a driver, and a rotation angle of the reaction force motor 3. It comprises a reaction force motor rotation angle sensor 4 such as an encoder. The reaction force motor 3 is an electric motor having a first steering shaft 1a connected to the steering wheel 1 as a rotation shaft, and its casing is fixed at an appropriate position of the vehicle body and supports the motor reaction force on the vehicle body side. The steering angle sensor 2 is installed between the steering wheel 1 and the reaction force motor 3. The reaction force motor 3 is controlled by a reaction force controller 5.

  The backup device is connected to the steering side pulley 7b via the cable 6 from the steering side pulley 7a and the clutch 6 that connects and disconnects the first steering shaft 1a and the second steering shaft 1b connected to the steering side pulley 7a. Constructed from a cable-type column. A pinion shaft 1c is connected to the steered pulley 7b. At the time of failure, the clutch 6 is engaged, and the rotation of the first steering shaft 1a is transmitted from the second steering shaft 1b → cable column → pinion shaft 1c to ensure manual steering.

  The steered device includes a worm wheel 9a provided on the pinion shaft 1c, a worm gear 9b meshing with the worm wheel 9a, and two steered motors (first gears) connected to the worm gear 9b and opposed to each other in the vehicle width direction. 1 turning motor 10 and 2nd turning motor 13). The pinion shaft 1 c is provided with a pinion 18 of a well-known rack and pinion mechanism, and meshes with the rack gear 16 a of the rack 16. The rack 16 is supported by the housing 19 and is slidable in the axial direction. The steering mechanism is composed of a tie rod 20 connected to both ends of the rack 16 arranged extending in the left-right direction of the vehicle body, and a knuckle arm 21 that supports the steered wheel 22, and moves the rack 16 in the axial direction. To steer the steering wheel 22.

  The first steered motor 10 is provided with a first steered motor rotational angle sensor 11 such as an absolute resolver that detects a motor rotational angle. Similarly, the second steered motor 13 detects a motor rotational angle. A second turning motor rotation angle sensor 14 such as an absolute resolver is provided. The first turning motor 10 is controlled by the first turning controller 12, and similarly, the second turning motor 13 is controlled by the second turning controller 15. Further, the rack 16 is provided with one axial force sensor 17 for detecting the axial force acting on the rack 16 at the time of steering, one on each side.

  The reaction force controller 5, the first turning controller 12, and the second turning controller 15 are connected by a CAN communication line 23 so that information can be transmitted and received between them. A steer-by-wire control logic is mounted in each controller, and each motor is controlled based on a command from the main controller selected in the three controllers.

  In the first embodiment, brushless motors are used as the reaction force motor 3, the first steering motor 10 and the second steering motor 13, and the stator portion has a Hall IC. However, a brushed DC motor is used. May be. In this case, the encoder and Hall IC can be omitted. In Example 1, the tie rod is provided with the axial force sensor 17 in order to measure the road surface reaction force applied to the steered wheel 22, but a torque sensor is provided between the worm gear 9a and the pinion 18 to increase the axial force. It may be detected and is not particularly limited.

(Steer-by-wire control configuration)
In the steer-by-wire system, the steering motors 10 and 13 are driven according to the steering angle to steer the steered wheels 22. In this embodiment, so-called turning control is used in which the target turning angle of the turning motors 10 and 13 is determined so that the steered wheels 22 are turned by an angle corresponding to the steering angle. Hereinafter, the steering control unit 100 and the reaction force control unit 200 will be described separately.

[About the steering control unit]
FIG. 2 is a control block diagram showing the configuration of the steering control unit 100. A turning command angle calculation unit 101 that calculates a target turning angle δ * from the reaction force motor rotation angle θ (corresponding to the steering wheel steering angle), the target turning angle δ *, and the actual turning motor rotation angle sensor value A deviation calculating unit 102 that calculates a deviation δe of δ and a steered motor control unit 103 that calculates a drive command current i * str of the steered motors 10 and 13 so that the deviation δe becomes zero are provided.

  Further, a current deviation calculation unit 104 for calculating a deviation Δistr between the drive command current i * str and the actual motor current value istr, and the deviation Δistr become 0, that is, the actual motor current value istr is the target current value i *. The current control unit 105 is configured to perform feedback control so as to follow str and output a steered motor drive current istr. That is, when the reaction force motor rotation angle θ is input, the steering motors 10 and 13 are driven so as to achieve the target turning angle, and the turning angle δ * corresponding to the steering wheel steering angle is achieved.

[Reaction force control unit]
In order to return the road surface reaction force input from the steering wheel 22 to the steering wheel 1 as a steering force, a steering torque corresponding to the road surface reaction force (axial force) is generated by the reaction force motor 3. As a result, the driver feels the steering force on the steering wheel 1 to enable proper steering. FIG. 3 is a block diagram showing the positioning of the reaction force control unit 200 in the steering system in this embodiment.

  The steering motor rotates δ by a reaction force motor rotation angle θ equivalent to an input to the steering wheel 1 from the driver. As a result, the steered wheels are steered and an axial force F is generated. In this embodiment, as shown in FIG. 1, the axial force is measured by the axial force sensor 17 provided in the tie rod portion.

  The reaction force calculation unit 201 determines the steering force τ * using the axial force F measured by the axial force sensor 17. The configuration of the reaction force calculation unit 201 will be described later.

  In order to realize this τ *, the reaction force motor control unit 202 determines the reaction force motor command current i * hand. The deviation calculation unit 203 calculates a deviation Δi * hand between the reaction force motor command current i * hand and the actual reaction force motor current ihand. The current control unit 204 performs feedback control based on the deviation Δi * hand so that the actual current value ihand follows i * hand, and the reaction force motor is driven by the reaction force motor drive current ihand. At this time, when the torque τ is generated by the reaction force motor 3, the driver can obtain a steering feeling corresponding to the axial force.

  FIG. 4 is a block diagram showing the configuration of the reaction force calculation unit 201. The reaction force calculation unit 201 includes a reaction force generation map 201a for setting the target reaction force torque τ * from the reaction force generation map shown in FIG. 5 based on the vehicle speed V and the axial force F, and the axial force F and the target axial force F. Deviation Fe, that is, a residual axial force calculation unit 201b for calculating a residual axial force, a PI controller 201c for calculating a target reaction force torque τ * ref at which the residual axial force Fe becomes zero, a steering angular velocity dθ, a vehicle speed V, The control switching determination unit 201d switches between τ * and τ * ref based on the actual current value ihand of the reaction force motor. The control switching determination process will be described later.

Here will be described the PI controller 201 c. In the PI controller 201 c, the residual axial force Fe is input, the preset target reaction torque tau * ref as shown in FIG. 6 is set. As shown in the reaction force-steering angle map of FIG. 7, when the target reaction force torque τ * ref is set, the steering wheel 1 is set as a torque that rotates by θref.

  That is, when the residual axial force Fe is large, a large target reaction torque τ * ref is set, and a reaction force that rotates the steering wheel 1 greatly acts. Therefore, since the steering wheel 1 rotates in the direction opposite to the direction in which the steering wheel 1 generates the residual axial force Fe, the steering control is performed according to the steering angle, and the steering angle also reduces the residual axial force Fe. It is steered in the direction to do. By repeating this action, the residual axial force Fe is gradually eliminated.

  FIG. 8 is a flowchart illustrating a switching determination control process performed in the control switching determination unit 201d of the first embodiment.

[Normal control processing]
In step 301, reaction force motor control using a reaction force generation map is executed. Note that this control is defined as normal control.

[Hand-off determination processing]
In step 302, it is determined whether or not the vehicle speed V is substantially zero, that is, whether or not the vehicle is in a stopped state. If it is determined that the vehicle is in a stopped state, it is determined that there is a possibility that a stationary operation may be performed, and the process proceeds to step 303. Otherwise, return to Step 301 and continue normal control.

  In step 303, it is determined whether or not the state where the absolute value | dθ | of the steering angular velocity is equal to or less than a predetermined value Θ that can be determined to be not steering continues for a predetermined time Δt. It is determined that the vehicle is not steered, and the process proceeds to step 304. In other cases, that is, when the driver is steering, the process returns to step 301 and normal control is continued.

  In step 304, it is determined whether or not the state where the current value ihand flowing through the reaction force motor 3 substantially coincides with the predetermined current value i1 that balances the inertia and friction of the steering wheel 1 continues for a predetermined time Δt. When the condition is satisfied, it is determined that the driver has let go, and the process proceeds to step 305. In other cases, that is, when the driver is holding the steering wheel 1, the process returns to step 301 to continue the normal control. The predetermined current value i1 occurs because the weight distribution of the steering wheel 1 is not uniform, and the inertia can be calculated by the steering angle θ. Therefore, a map or the like for setting the predetermined current value i1 from the steering angle θ may be provided.

  In step 305, it is determined that the hand is released and the process proceeds to step 306.

[Residual axial force elimination processing]
In step 306, Fref = 0 is given as the target axial force value.

  In step 307, the reaction force generation map 201a is switched to the PI controller 201c.

  In step 308, it is determined whether or not the axial force F substantially matches the target axial force Fref. If it is determined that the axial force F substantially matches, the process proceeds to step 309. Otherwise, step 308 is repeated until it substantially matches.

  In step 309, the control is switched again to the reaction force generation map 201a, and the reaction force motor control using the reaction force generation map is continued.

(Operation of switching judgment control process)
Next, the effect | action by the said switching determination control process is demonstrated. FIG. 9 is a diagram showing the relationship between the steering wheel 1 and the steered wheels 22 in the prior art. FIG. 10 is a diagram illustrating the relationship between the steering wheel 1 and the steered wheels 22 when the reaction force control map 201a of this embodiment is switched to the PI controller 201c. FIG. 11 is a time chart showing changes in the steering angle, current values, and axial force in FIGS. 9 and 10.

  In the steer-by-wire system, when angle control is used as described above, if an attempt is made to achieve the target turning angle δ * corresponding to the steering angle θ, the residual axial force due to the torsion of the steering wheel is not eliminated, and There arises a problem that current continues to flow through the rudder motor. Specifically, although an axial force is generated in the rack 16 and the steered wheels 22 are steered, the frictional force between the steered wheels 22 and the road surface returns the steered wheels 22 to a state before the steered wheels. The force (road reaction force) is applied. However, when the turning angle coincides with the target turning angle, the turning motors 10 and 13 are controlled so as to maintain the angle, so that a current necessary for maintaining the twist continues to flow. .

  In order to solve this problem, the conventional technique disclosed in Japanese Patent Application Laid-Open No. 2004-42769 has taken the following countermeasures. That is, when the turning target angle δ1 corresponding to the steering angle θ is achieved at the time of stationary or extremely low speed and the driver does not touch the steering wheel, the turning angle δ follows the δ1 in general. The twist angle α of the steered wheel 22 is estimated from the steering motor current value at the time when it is determined that the steering wheel 22 is present. Using this α, δ2 added to δ1 is set as a new steering target angle, and when it is determined that the steering angle δ of the steered wheels 22 substantially follows δ2, the steering target angle is set to δ1 again. By doing so, the control is performed so that the steered angle of the steered wheels 22 follows δ1 after the residual axial force is eliminated.

  A problem when the above-described prior art is applied to the steer-by-wire system will be described with reference to the relationship between the steering wheel 1 and the steered wheels shown in FIG. 9 and the time chart of FIG. When the driver performs steering (stationary stop) when the vehicle is stopped, as shown in FIG. 9A, when the steering angle θ is generated, the target turning angle δ * is set and the axial force F is generated. A reaction force τ corresponding to the axial force F is given by the reaction force motor 3.

  Next, when the driver releases his hand from the steering wheel 1 at time t1, in order to eliminate the current flowing through the steered motors 10 and 13, control is performed to eliminate the residual axial force at time t2. Then, as shown in FIG. 9B, the axial force F ′ overshoots when the turning angle α of the steered wheel 22 is added to the turning motor command angle δ * and the turning motors 10 and 13 are driven ( (See dotted line in FIG. 11). The overshoot axial force F ′ is transmitted to the steering wheel 1 as the steering torque τ 2 by the reaction force torque generation map 201.

  At this time, since the driver has released his hand from the steering wheel 1, the steering wheel 1 overshoots the angle θ2 in the opposite direction by τ2. Then, as shown in FIG. 9 (c), the steered motors 10 and 13 thereafter move again to follow the target steered angle δ *, and as a result, a neutral shift of θ2 occurs (see FIG. 9). 11 dotted line).

  Further, in Japanese Patent Laid-Open No. 2004-42769, in order to eliminate the residual axial force, the residual axial force and the twist angle α of the steered wheel 22 are estimated from the steering motor current value, and the target steered angle δ * is used. The steering angle is controlled by correcting. However, depending on the accuracy of each estimated value, the residual axial force is not completely eliminated. That is, even if the above prior art is applied to the steer-by-wire system, there is a risk of neutral deviation, and current consumption cannot be reliably reduced by eliminating residual stress.

  In contrast, in the present embodiment, the following method is used in order to cope with the above two problems. FIG. 10 is a diagram illustrating the relationship between the steering angle and the turning angle in this embodiment. First, when the driver steers (stops) the steering wheel 1, a residual axial force Fe is generated as shown in FIG. Next, when the driver releases his hand from the steering wheel 1 at time t1, a hand release determination is made. At time t2, as shown in FIG. 10B, an axial force sensor is used to eliminate the residual axial force Fe. A target axial force Fref to be followed by the axial force F measured in 17 is set, and the reaction force torque generation map 201 is switched to the PI controller 201c.

  This PI controller 201c aims to achieve the steering angle θref that the steering wheel 1 should rotate in order to obtain the turning angle δref of the steered wheel 22 so that the axial force F follows Fref. The torque τref to be applied to the reaction force motor 3 is determined so that 1 follows the rotational position of θref (see FIGS. 6 and 7). Further, the parameters (gain, etc.) of the PI controller 201c are set so as to give a reaction torque τref that follows the rotational position of θref without overshooting the steering angle θ.

  Then, the reaction force motor current value ihand overcomes the inertia of the steering wheel 1 to generate a current value for generating torque necessary for smoothly moving the steering wheel 1, and the steering angle θref is generated smoothly ( (See the solid line in FIG. 11). When the residual axial force Fe is large, τref also increases. When τref is large, the rotating steering angle θref is also large.

  Along with this, the steered wheel 22 whose angle is controlled steers by δref, whereby the axial force is reduced. The τref required for reducing the axial force is reduced, and thus the rotating steering angle θref is also reduced. By repeating this, the axial force F follows the target axial force Fref (see the solid line in FIG. 11).

  As a result, as shown in FIG. 10C, the residual axial force can be made zero by feedback control, and the amount of current consumed by the turning motor can be made zero. Further, since the angle control is maintained, the relationship between the turning angle δ and the steering angle θ is not broken, and neutral deviation can be prevented. In addition, after the axial force F follows the target axial force Fref, the control is switched again from the control by the PI controller 201c to the control by the reaction force generation map 201a.

  As described above, in the vehicle steering apparatus of the first embodiment, the following effects can be obtained.

  (1) The target turning force is set based on the operation state, and the reaction force of the reaction force motor 3 is set so as to be the target turning force. Therefore, it is possible to control the steering wheel steering angle by applying a reaction force by the reaction force motor 3, and the steered wheel 22 can be controlled as a result because the steering control is performed. Further, by controlling the steered wheel 22, it is possible to control the turning force (axial force) acting on the steered wheel 22, and unnecessary operation of the steered actuator can be avoided.

  (2) When the operation of the steering wheel 1 is determined to be stationary, the target turning force is set to zero. Since the road surface reaction force acting on the steering wheel 22 is large at the time of stationary, the residual axial force also increases. At this time, the residual axial force can be eliminated, and unnecessary current does not continue to flow through the steered motors 10 and 13, and current consumption can be reduced.

  (3) When it is determined that the driver has released his hand from the steering wheel 1, the target turning force is set to zero. Therefore, even when the hands are released, it is possible to eliminate the residual axial force while maintaining the angular relationship between the steering wheel 1 and the steered wheels 22, and unnecessary current continues to flow through the steering motors 10 and 13. No current consumption can be reduced.

  (4) The steering angular velocity absolute value of the steering angle is continuously below a predetermined value indicating a non-steering state for a certain period of time, and the reaction motor current value is in the vicinity of a predetermined current value i1 that balances the inertia and friction of the steering wheel 1 When it was decided to let go. Therefore, even if it is obtained by a system that does not include a torque sensor on the steering side, it is possible to accurately determine the release.

  (5) The PI controller 201c applies a reaction force so as to follow the steering angle of the steering wheel 1 that becomes the target turning force. Therefore, the steering wheel steering angle does not overshoot due to the operation of the reaction force motor 3, and the residual axial force can be eliminated without causing the driver to feel uncomfortable.

  In this embodiment, the control is performed at a very low speed and then released to release the residual axial force, that is, the target axial force Fref = 0. However, the target axial force Fref is set to a desired value. As a result, the target axial force Fref can be obtained without causing neutral deviation.

1 is a system configuration diagram illustrating a steer-by-wire system according to a first embodiment. It is a control block diagram showing the steering control part of Example 1. FIG. FIG. 3 is a control block diagram illustrating a reaction force control unit according to the first embodiment. FIG. 3 is a control block diagram illustrating a configuration of a reaction force calculation unit according to the first embodiment. It is a figure showing the reaction force production | generation map of Example 1. FIG. 3 is a map showing a relationship between a residual axial force and a reaction torque in Example 1. 3 is a map showing a relationship between a reaction torque and a steering angle according to the first embodiment. 3 is a flowchart illustrating a switching determination control process performed in a control switching determination unit according to the first embodiment. It is a figure showing the relationship between the steering wheel of a prior art, and a steering wheel. It is a figure showing the relationship between the steering wheel at the time of switching to the PI controller from the reaction force control map of Example 1, and a steered wheel. It is a time chart showing the change of a steering angle, each electric current value, and axial force of a prior art and Example 1. FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Steering wheel 2 Steering angle sensor 3 Reaction force motor 4 Reaction force motor rotation angle sensor 5 Reaction force controller 6 Clutch 10, 13 Steering motor 11, 14 Steering motor rotation angle sensor 12, 15 Steering controller 16 Rack 17 Axial force Sensor 22 Steering wheel 23 Communication line

Claims (3)

An operation unit for a driver to perform a steering operation;
A reaction force actuator for applying a reaction force to the operation unit;
A steering wheel physically separable from the operating section;
A steering actuator that applies a steering force to the steering wheel;
Road surface reaction force detecting means for detecting road surface reaction force acting on the steering wheel;
Steering control means for controlling the steering angle of the steered wheel based on the steering angle of the operation unit;
First reaction force control means for controlling a reaction force applied to the operation unit based on a road surface reaction force detected by the road surface reaction force detection means;
When the driver releases his hand from the operation unit after the stationary operation, the second reaction force is applied to the operation unit so as to reduce the road surface reaction force instead of the first reaction force control means. Reaction force control means;
Equipped with a,
The second reaction force control means has an operation speed absolute value of the operation unit that is not more than a predetermined value that represents a non-operation state for a certain period of time, and the driving amount of the reaction force actuator is equal to The vehicle steering apparatus according to claim 1, wherein the driver determines that the driver has released his hand from the operation unit when the predetermined driving amount is balanced with the friction . The vehicle steering apparatus according to claim 1,
The vehicle steering apparatus according to claim 2, wherein the second reaction force control means controls a reaction force applied to the operation unit so that the road surface reaction force becomes zero. An operation unit for a driver to perform a steering operation;
A reaction force actuator for applying a reaction force to the operation unit;
A steering wheel physically separable from the operating section;
A steering actuator that applies a steering force to the steering wheel;
Road surface reaction force detecting means for detecting road surface reaction force acting on the steering wheel;
Steering control means for controlling the steering angle of the steered wheel based on the steering angle of the operation unit;
First reaction force control means for controlling a reaction force applied to the operation unit based on a road surface reaction force detected by the road surface reaction force detection means;
In a vehicle steering apparatus comprising:
After the driver has left the vehicle, the operation speed absolute value of the operation unit continues for a certain period of time and is equal to or less than a predetermined value indicating a non-operation state, and the driving amount of the reaction force actuator is equal to inertia and friction of the operation unit. When the predetermined driving amount is balanced, it is determined that the driver has released his hand from the operation portion, and instead of the first reaction force control means, the reaction force applied to the operation portion so that the road surface reaction force is reduced. The vehicle steering method characterized by controlling .

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