JP6873365B1 - Control device, steering device - Google Patents

Abstract

The control device has a storage unit that stores an index value that adjusts the steering feeling received by the driver who operates the steering member of the vehicle, and the index that stores a correction torque that corrects the steering torque of the steering member in the storage unit. Along with setting using the value, the auxiliary motor that outputs the auxiliary force for the operation of the steering member or the reaction force for the operation of the steering member is output using the corrected torque obtained by correcting the steering torque with the correction torque. It is provided with a control value setting unit for setting a control value of the reaction force motor.

Description

The present invention relates to a control device and a steering device.

For example, the electric power steering device described in Patent Document 1 is configured as follows. That is, it includes a motor that generates an auxiliary steering force that reduces the steering force of the driver and a control device that determines the control value of the motor, and this control device shows the correlation between the state quantity of the vehicle and the control value. The control value is determined by using the map properly for each of a plurality of control modes.

Japanese Patent No. 5426686

Patent Document 1 exemplifies, as a control mode, a normal mode set to standard steering characteristics, a sports mode set to reduce the auxiliary steering force generated by the motor to obtain a heavy steering feeling, and the like. Has been done. Then, the driver can switch between the normal mode and the sport mode by operating the mode changeover switch.
However, the technique described in Patent Document 1 is insufficient to adjust the steering sensation received by the driver depending on the steering conditions such as when the steering wheel is turned in and out, when the steering wheel is held, and when the steering wheel is stationary. Met.
An object of the present invention is to provide a control device or the like capable of adjusting the steering sensation received by the driver according to the steering situation.

One aspect is a storage unit that stores an index value that adjusts the steering sensation received by the driver who operates the steering member of the vehicle, and a correction torque that sets the correction torque using the index value stored in the storage unit. Using the setting unit, the torque calculation unit that calculates the corrected torque obtained by correcting the steering torque of the steering member with the correction torque, and the corrected torque and the vehicle speed, an auxiliary force for the operation of the steering member is output. A basic unit that sets a basic current that is the basis of a target current of a reaction force motor that outputs a reaction force to the operation of the auxiliary motor or the steering member, and a correction unit that sets a correction value that corrects the basic current. It is a control device including a control value setting unit that sets the target current by using the basic current and the correction value. The steering sensation includes a feeling of straight running, a feeling of slipping, a feeling of stability, a feeling of stickiness, a feeling of reaction force, a feeling of stationary steering, and the like.
Here, at least one of the straight-ahead feeling, the slippery feeling, the stability feeling, the stickiness feeling, the reaction force feeling, and the stationary feeling may be adjusted as the index value.
Further, the correction torque setting unit of the control value setting unit can be used from steering-related values, steering-related values, brake-related values, suspension-related values, GPS output values, and radar. The correction torque may be set by using a correlation with at least one of the output values of.
Further, the index value changed by the driver may be acquired, and the index value stored in the storage unit may be rewritten with the changed index value.
Further, the correction unit may set the correction value by using the index value.
Further, the torque calculation unit may calculate the corrected torque by using the steering torque detected by the torque sensor and subjected to the filtering process.
In another aspect of the present disclosure, an auxiliary motor that outputs an auxiliary force for the operation of the steering member or a reaction force motor that outputs a reaction force for the operation of the steering member, and a target current of the auxiliary motor or the reaction force motor are set. This is a steering device including an electric motor controlled by the control device of the above aspect.
Here, an operation unit that can change the index value by being operated by the driver may be provided.
Further, the operation unit may be operated directly or remotely by the driver.

According to the present invention, it is possible to provide a control device or the like capable of adjusting the steering feeling received by the driver according to the steering situation.

It is a figure which shows an example of the schematic structure of the electric power steering apparatus which concerns on 1st Embodiment. It is a figure which shows an example of the schematic structure of the control device. It is a figure which shows an example of the schematic structure of the target setting part. It is a figure which shows an example of the basic map used when setting a basic current. It is a figure which partially shows an example of the 1st map used when setting the 1st correction torque. It is a figure which partially shows an example of the 2nd map used when setting the 2nd correction torque. It is a figure which partially shows an example of the 3rd map used when setting the 3rd correction torque. It is a figure which partially shows an example of the 4th map used when setting the 4th correction torque. It is a figure which partially shows an example of the 5th map used when setting the 5th correction torque. It is a figure which partially shows an example of the 6th map used when setting the 6th correction torque. It is a figure which shows an example of the schematic structure of the target setting part which concerns on 2nd Embodiment. It is a figure which shows an example of the schematic structure of the operation part.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
<First Embodiment>
FIG. 1 is a diagram showing an example of a schematic configuration of the electric power steering device 10 according to the first embodiment.
The electric power steering device 10 (hereinafter, may be simply referred to as “steering device 10”) is a steering device for arbitrarily changing the traveling direction of the vehicle, and in the present embodiment, the automobile as an example of the vehicle. The configuration applied to 1 is illustrated. Note that FIG. 1 is a view of the automobile as viewed from the front.

The steering device 10 includes a steering wheel 11 operated by the driver to change the traveling direction of the automobile, and a steering shaft 12 integrally provided on the steering wheel 11. Further, the steering device 10 includes an upper connecting shaft 13 connected to the steering shaft 12 via a universal joint 13a, and a lower connecting shaft 18 connected to the upper connecting shaft 13 via a universal joint 13b. .. The lower connecting shaft 18 rotates in conjunction with the rotation of the steering wheel 11.

Further, the steering device 10 includes a tie rod 14 connected to each of the left and right front wheels 2 as a rolling wheel, and a rack shaft 15 connected to the tie rod 14. Further, the steering device 10 includes a pinion shaft 16 in which a pinion 16a forming a rack and pinion mechanism is formed together with a rack tooth 15a formed on the rack shaft 15.

Further, the steering device 10 includes a gear box 17 that covers the rack teeth 15a and the pinion 16a. The pinion shaft 16 is connected to the lower connecting shaft 18 in the gear box 17 via a torsion bar 19. A torque sensor 31 is provided inside the gear box 17 to detect the steering torque T applied to the steering wheel 11 based on the relative rotation angle between the lower connecting shaft 18 and the pinion shaft 16. In other words, the torque sensor 31 detects the steering torque T based on the amount of twist of the torsion bar 19.

Further, the steering device 10 includes an electric motor 20 supported by the gear box 17 and a reduction mechanism 21 that reduces the driving force of the electric motor 20 and transmits it to the lower connecting shaft 18. It can be exemplified that the electric motor 20 is a three-phase brushless motor having a resolver 20a that outputs a signal linked to the rotation angle θm of the electric motor 20.
Further, the steering device 10 includes a control device 100 that controls the operation of the electric motor 20. The control device 100 will be described in detail later.

The steering device 10 configured as described above drives the electric motor 20 based on the steering torque T detected by the torque sensor 31, and transmits the driving force of the electric motor 20 to the pinion shaft 16. As a result, the driving force of the electric motor 20 assists the driver in steering the steering wheel 11. That is, the electric motor 20 applies an assist force to the steering of the driver's steering wheel 11.

(Control device)
FIG. 2 is a diagram showing an example of a schematic configuration of the control device 100.
The control device 100 includes a CPU, a ROM in which programs executed by the CPU, various data, and the like are stored, a RAM used as a working memory of the CPU, and an EEPROM which is a non-volatile memory.
An output signal from the torque sensor 31 is input to the control device 100. Further, the control device 100 detects the vehicle speed Vc, which is the moving speed of the vehicle 1, via CAN (Controller Area Network) that performs communication for transmitting signals for controlling various devices mounted on the vehicle 1. The output signal from the vehicle speed sensor 32 is input. Further, an output signal from the yaw rate sensor 33 that detects the yaw rate Y, which is the angular velocity around the yaw axis passing through the center of gravity of the automobile 1, is input to the control device 100 via the CAN. Further, an output signal from the lateral acceleration sensor 34 that detects the lateral acceleration G of the automobile 1 is input to the control device 100 via the CAN. Further, an output signal from the resolver 20a is input to the control device 100. The control device 100 has a signal capable of grasping the vehicle speed Vc in addition to the output signal from the vehicle speed sensor 32, a signal capable of grasping the yaw rate Y in addition to the output signal from the yaw rate sensor 33, and a lateral signal via the CAN. In addition to the output signal from the acceleration sensor 34, a signal capable of grasping the lateral acceleration G may be input.

The control device 100 includes a target setting unit 101 that sets a target current It to be supplied to the electric motor 20, and a control unit 102 that performs feedback control or the like based on the target current It set by the target setting unit 101. There is. Further, the control device 100 includes a steering angle calculation unit 103 that calculates a steering angle θs, which is a rotation angle of the steering wheel 11, using an output signal from the resolver 20a. Further, the control device 100 includes a steering angular velocity calculation unit 104 that calculates a steering angular velocity ω, which is a change speed of the steering angle θs calculated by the steering angle calculation unit 103. Further, the control device 100 includes a storage unit 105 that stores an index value b related to the steering sensation.
It is illustrated that the target setting unit 101, the control unit 102, the steering angle calculation unit 103, and the steering angular velocity calculation unit 104 are realized mainly by the CPU executing software stored in a storage area such as a ROM. Can be done. It can be exemplified that the storage unit 105 is realized by ROM or EEPROM.

The control unit 102 detects a motor drive control unit (not shown) that controls the operation of the electric motor 20, a motor drive unit (not shown) that drives the electric motor 20, and an actual current that actually flows through the electric motor 20. It has a motor current detection unit (not shown).
The motor drive control unit has a feedback control unit (not shown) that performs feedback control based on the deviation between the target current It set by the target setting unit 101 and the actual current detected by the motor current detection unit. There is. Further, the motor drive control unit has a PWM signal generation unit (not shown) that generates a PWM signal for PWM driving the electric motor 20.

The motor drive unit is a so-called inverter, and includes, for example, six independent transistors as switching elements. Three of the six transistors are connected between the positive electrode side line of the power supply and the electric coil of each phase, and the other three transistors are connected to the electric coil of each phase and the negative electrode side line of the power supply. There is. Then, the drive of the electric motor 20 is controlled by driving the gates of two transistors selected from the six and switching these transistors.
The motor current detection unit detects the value of the actual current flowing through the electric motor 20 from the voltage generated across the shunt resistor connected to the motor drive unit.

Since the steering wheel 11, the reduction mechanism 21, and the like are mechanically connected to the steering angle calculation unit 103, there is a correlation between the steering angle θs, which is the rotation angle of the steering wheel 11, and the rotation angle of the electric motor 20. In view of the fact, the steering angle θs is calculated.
The steering angular velocity calculation unit 104 calculates the steering angular velocity ω by differentiating the steering angle θs calculated by the steering angle calculation unit 103.

[Target current setting unit]
FIG. 3 is a diagram showing an example of a schematic configuration of the target setting unit 101.
The target setting unit 101 includes a basic setting unit 110 that calculates the basic current Ib that is the basis of the target current It, and a correction setting unit 140 that sets the correction current Ic that corrects the basic current Ib. Further, the target setting unit 101 includes a final setting unit 150 that sets a target current It that is finally supplied to the electric motor 20.
The final setting unit 150 sets a value obtained by adding the basic current Ib set by the basic setting unit 110 and the correction current Ic set by the correction setting unit 140 to the target current It (It = Ib + Ic).

<< Basic setting section >>
The basic setting unit 110 has a filter 111 that filters the steering torque T detected by the torque sensor 31. The filter 111 performs a filtering process corresponding to the low-pass filter. Further, the filter 111 may be a Kalman filter.
Further, the basic setting unit 110 has a torque calculation unit 112 that calculates a corrected torque Te that corrects the steering torque T filtered by the filter 111. Further, the basic setting unit 110 has a basic calculation unit 113 that calculates the basic current Ib using the corrected torque Te calculated by the torque calculation unit 112. Further, the basic setting unit 110 has a correction torque setting unit 120 that sets the correction torque Tc using the index value b stored in the storage unit 105.

The torque calculation unit 112 calculates the corrected torque Te by adding the steering torque T filtered by the filter 111 and the correction torque Tc set by the correction torque setting unit 120 (Te = T + Tc). ..

FIG. 4 is a diagram partially showing an example of a basic map used when setting the basic current Ib.
The basic calculation unit 113 sets the basic current Ib using, for example, the basic map illustrated in FIG. 4 created in advance and stored in the ROM. The basic map is created based on the correlation between the corrected torque Te and the vehicle speed Vc and the basic current Ib. The basic calculation unit 113 responds to the corrected torque Te and the vehicle speed Vc by using the corrected torque Te calculated by the torque calculation unit 112, the vehicle speed Vc detected by the vehicle speed sensor 32, and the basic map. The basic current Ib is set by deriving the basic current Ib.

The correction torque setting unit 120 sets the correction torque Tc using a predetermined index value b. The index value b is an index for adjusting the steering feeling. In the present embodiment, as index values, a first index value b1 which is an index value related to a feeling of straightness, a second index value b2 which is an index value related to a feeling of slipperiness, and a third index value b3 which is an index value related to a feeling of stability It is set and stored in the storage unit 105. Further, as index values, a fourth index value b4, which is an index value related to stickiness, a fifth index value b5, which is an index value related to reaction force, and a sixth index value b6, which is an index value related to stationary feeling, are set. It is stored in the storage unit 105.
When it is not necessary to distinguish the first index value b1, the second index value b2, the third index value b3, the fourth index value b4, the fifth index value b5, and the sixth index value b6, it is necessary to express them separately. These are collectively referred to as "index value b". It can be exemplified that the index value b is, for example, an integer of 0 to 10, and the reference value is 5.

The first index value b1 is an index value that can adjust whether or not the change state of the road surface is transmitted to the driver when the vehicle goes straight, and the tendency to restore the vehicle to the straight-ahead position. In other words, the first index value b1 is an index value that can adjust whether or not the driver is less likely to get tired when the vehicle goes straight.
The second index value b2 is an index value that can adjust whether or not to smooth the vehicle behavior at the start or cut of the steering wheel 11.
The third index value b3 is an index value that can adjust the ease of distinguishing between the steering state and the steering holding state and the sense of stability during turning.
The fourth index value b4 is an index value that can adjust whether or not to make the vehicle easier to move with respect to steering and the ease of returning of the steering wheel 11 at the time of minute steering.
The fifth index value b5 is an index value that can adjust whether or not to give an appropriate response to the driver at the time of meandering.
The sixth index value b6 is an index value that can adjust whether or not to give the driver a feeling of lightness at the time of stationary steering and the steering followability for avoiding obstacles in an emergency.

The correction torque setting unit 120 includes a first part 121 for setting the first correction torque Tc1 for adjusting the straight-ahead feeling and a second part 122 for setting the second correction torque Tc2 for adjusting the slippery feeling. Have. Further, the correction torque setting unit 120 includes a third part 123 for setting the third correction torque Tc3 for adjusting the sense of stability, and a fourth part 124 for setting the fourth correction torque Tc4 for adjusting the stickiness. have. Further, the correction torque setting unit 120 sets a fifth correction torque Tc5 for adjusting the reaction force feeling, a fifth part 125, and a sixth correction torque Tc6 for adjusting the stationary feeling. It has 126 and. Further, the correction torque setting unit 120 has a correction determination unit 127 for determining the correction torque Tc.
The correction determination unit 127 adds the first correction torque Tc1, the second correction torque Tc2, the third correction torque Tc3, the fourth correction torque Tc4, the fifth correction torque Tc5, and the correction torque Tc6. The correction torque Tc is determined based on the obtained value (Tc = Tc1 + Tc2 + Tc3 + Tc4 + Tc5 + Tc6).

FIG. 5 is a diagram partially showing an example of the first map M1 used when setting the first correction torque Tc1.
In the first part 121, for example, a value derived by using the first map M1 created in advance and stored in the ROM is set as the first correction torque Tc1. The first map M1 is a map created by using the correlation between the angular force characteristic angular-force hysteresis amount H, the lateral acceleration G, the vehicle speed Vc, the first index value b1, and the first correction torque Tc1. is there. The first map M1 is provided for each vehicle speed Vc and the first index value b1. FIG. 5 shows the correlation between the angular-force hysteresis amount H and the lateral acceleration G when the vehicle speed Vc is in the low speed range, the medium speed range, and the high speed range in a certain first index value b1 and a certain first correction torque Tc1. It is the figure which showed the relationship simply. In the first part 121, for example, the first correction torque Tc1 is derived from the angle-force hysteresis amount H and the lateral acceleration G, which are determined for each vehicle speed Vc and the first index value b1. 1 Correction torque Tc1 may be set. The angle-force hysteresis amount H is the hysteresis amount of the steering torque T at the steering angle θs = 0 and the steering torque T = 0 in the angular force characteristic shown by the correlation between the steering torque T and the steering angle θs. It is a value obtained by multiplying the hysteresis amount of the steering angle θs in.

FIG. 6 is a diagram partially showing an example of the second map M2 used when setting the second correction torque Tc2.
In the second part 122, for example, a value derived by using the second map M2 created in advance and stored in the ROM is set as the second correction torque Tc2. The second map M2 is a map created by using the correlation between the steering torque T, the yaw rate Y, the vehicle speed Vc, the second index value b2, and the second correction torque Tc2. The second map M2 is provided for each of the vehicle speed Vc and the second index value b2. FIG. 6 simplifies the correlation between the steering torque T and the yaw rate Y when the vehicle speed Vc is in the low speed range, the medium speed range, and the high speed range in a certain second index value b2 and a certain second correction torque Tc2. It is a figure shown by. The second part 122 uses, for example, an equation for deriving the second correction torque Tc2 from the steering torque T and the yaw rate Y, which are determined for each vehicle speed Vc and the second index value b2, and the second correction torque Tc2. May be set.

FIG. 7 is a diagram partially showing an example of the third map M3 used when setting the third correction torque Tc3.
In the third part 123, for example, a value derived by using the third map M3 created in advance and stored in the ROM is set as the third correction torque Tc3. The third map M3 is a map created by using the correlation between the steering torque T, the lateral acceleration G, the vehicle speed Vc, the third index value b3, and the third correction torque Tc3. The third map M3 is provided for each vehicle speed Vc and a third index value b3. FIG. 7 simplifies the correlation between the steering torque T and the lateral acceleration G when the vehicle speed Vc is in the low speed range, the medium speed range, and the high speed range in a certain third index value b3 and a certain third correction torque Tc3. It is the figure which made into the figure. In the third part 123, for example, the third correction torque Tc3 is derived from the steering torque T and the lateral acceleration G, which are determined for each vehicle speed Vc and the third index value b3. Tc3 may be set.

FIG. 8 is a diagram partially showing an example of the fourth map M4 used when setting the fourth correction torque Tc4.
In the fourth part 124, for example, a value derived by using the fourth map M4 created in advance and stored in the ROM is set as the fourth correction torque Tc4. The fourth map M4 is a map created by using the correlation between the angle-force hysteresis amount H, the yaw rate Y, the vehicle speed Vc, the fourth index value b4, and the fourth correction torque Tc4. The fourth map M4 is provided for each vehicle speed Vc and the fourth index value b4. FIG. 8 shows the correlation between the angular-force hysteresis amount H and the yaw rate Y when the vehicle speed Vc is in the low speed range, the medium speed range, and the high speed range in a certain fourth index value b4 and a certain fourth correction torque Tc4. Is a simplified diagram. In the fourth part 124, for example, the fourth correction torque Tc4 is derived from the angle-force hysteresis amount H and the yaw rate Y, which are determined for each vehicle speed Vc and the fourth index value b4. The correction torque Tc4 may be set.

FIG. 9 is a diagram partially showing an example of the fifth map M5 used when setting the fifth correction torque Tc5.
In the fifth part 125, for example, a value derived by using the fifth map M5 created in advance and stored in the ROM is set as the fifth correction torque Tc5. The fifth map M5 is a ratio R1 of the steering torque T and the steering angular velocity ω, a ratio R2 of the steering torque T and the lateral acceleration G, a vehicle speed Vc, a fifth index value b5, and a fifth correction torque Tc5. It is a map created using the correlation. The fifth map M5 is provided for each vehicle speed Vc and the fifth index value b5. FIG. 9 simplifies the correlation between the ratio R1 and the ratio R2 when the vehicle speed Vc is in the low speed range, the medium speed range, and the high speed range in a certain fifth index value b5 and a certain fifth correction torque Tc5. It is a figure shown. In the fifth part 125, for example, the fifth correction torque Tc5 is calculated by using an equation for deriving the fifth correction torque Tc5 from the ratio R1 and the ratio R2, which are determined for each vehicle speed Vc and the fifth index value b5. You may set it.

FIG. 10 is a diagram partially showing an example of the sixth map M6 used when setting the sixth correction torque Tc6.
In the sixth part 126, for example, a value derived by using the sixth map M6 created in advance and stored in the ROM is set as the sixth correction torque Tc6. The sixth map M6 is a map created by using the correlation between the steering torque T, the steering angular velocity ω, the vehicle speed Vc, the sixth index value b6, and the sixth correction torque Tc6. The sixth map M6 is provided for each vehicle speed Vc and the sixth index value b6. FIG. 10 shows a simplified correlation between the steering torque T and the steering angular velocity ω when the vehicle speed Vc is in the extremely low speed range and the low speed range in a certain sixth index value b6 and a certain sixth correction torque Tc6. It is a figure. In the sixth part 126, for example, the sixth correction torque Tc6 is derived from the steering torque T and the steering angular velocity ω, which are determined for each vehicle speed Vc and the sixth index value b6. Tc6 may be set.

In the correction torque setting unit 120 described above, the first part 121 to the sixth part 126 are irrespective of the steering conditions such as when the steering wheel 11 is turned in and out, when the steering wheel is held, and when the steering wheel is stationary. The first correction torque Tc1 to the sixth correction torque Tc6 are set, respectively, but the mode is not particularly limited. For example, the correction torque setting unit 120 has a determination unit for determining the steering status, and the first unit 121 to the sixth unit 126 have the first correction torque Tc1 to 1 according to the steering condition determined by the determination unit, respectively. The sixth correction torque Tc6 may be set. For example, the first part 121 sets the first correction torque Tc1 when it is considered that the vehicle is traveling straight, and when the steering wheel 11 is cut or turned back, the first correction torque Tc1 is set. When the steering wheel is stationary, the first correction torque Tc1 may not be set. Further, for example, the second part 122 sets the second correction torque Tc2 when the steering wheel 11 starts to turn or is cut, and when it is considered that the vehicle is traveling straight or is stationary. If this is the case, the second correction torque Tc2 may not be set. Further, for example, the sixth part 126 sets the sixth correction torque Tc6 when the steering wheel 11 is stationary, and the sixth correction torque Tc6 when it is considered that the vehicle is traveling straight. May not be set.

Further, in the above-described example, when the correction torque setting unit 120 sets the first correction torque Tc1 to the sixth correction torque Tc6, the steering torque T, the steering angle θs, the vehicle speed Vc, the lateral acceleration G, the steering angular velocity ω, and the yaw rate. At least one of Y is used, but the mode is not particularly limited. The correction torque setting unit 120 is, for example, an output signal from various sensors provided in the vehicle, a device such as GPS or a radar, which detects other values related to steering and rolling, values related to brakes and suspensions, and the like. The first correction torque Tc1 to the sixth correction torque Tc6 may be set by using the output signal from.
It can be exemplified that the first map M1 to the sixth map M6 are three-dimensional or higher maps.

<< Correction setting section >>
The correction setting unit 140 sets the correction current Ic for controlling the movement of the vehicle.
The correction setting unit 140 includes an inertial unit 141 that calculates an inertial compensation current Ic1 for canceling the moment of inertia of the electric motor 20 and the like. Further, the correction setting unit 140 includes a viscosity unit 142 for calculating the viscosity compensation current Ic2 for limiting the rotation of the electric motor 20 and the like. Further, the correction setting unit 140 includes a return unit 143 that calculates a return compensation current Ic3 for returning the steering wheel 11 to the neutral position when the steering wheel 11 is turned back. Further, the correction setting unit 140 uses the inertia compensation current Ic1 calculated by the inertial unit 141, the viscosity compensation current Ic2 calculated by the viscosity unit 142, and the return compensation current Ic3 calculated by the return unit 143. Is provided with a correction calculation unit 144 for calculating.

The inertial unit 141 calculates an inertial compensation current Ic1 that compensates for the influence of the inertia of the steering device 10 including the electric motor 20 based on the steering torque T and the vehicle speed Vc. The inertial unit 141 uses, for example, a map based on the correlation between the steering torque T and the vehicle speed Vc and the inertial compensation current Ic1 which are created in advance based on an empirical rule and stored in the ROM to generate the inertial compensation current Ic1. calculate. The inertial portion 141 may calculate the inertial compensation current Ic1 by using, for example, an equation for deriving the inertial compensation current Ic1 from the steering torque T and the vehicle speed Vc.

The viscous portion 142 calculates the viscosity compensation current Ic2 for compensating for the influence of the viscosity of the steering device 10 including the electric motor 20 based on the steering torque T and the steering angular velocity ω. The viscous portion 142 uses, for example, a map based on the correlation between the steering torque T and the steering angular velocity ω and the viscosity compensation current Ic2, which are created in advance based on an empirical rule and stored in the ROM. Calculate Ic2. The viscous portion 142 may calculate the viscosity compensation current Ic2 by using, for example, an equation for deriving the viscosity compensation current Ic2 from the steering torque T and the steering angular velocity ω.

The return unit 143 calculates the return compensation current Ic3 for returning the steering wheel 11 to the neutral position based on the steering torque T and the vehicle speed Vc. The return unit 143 uses, for example, a map based on the correlation between the steering torque T and the vehicle speed Vc and the return compensation current Ic3, which are created in advance based on an empirical rule and stored in the ROM, to generate the return compensation current Ic3. calculate. The return unit 143 may calculate the return compensation current Ic3 by using, for example, an equation for deriving the return compensation current Ic3 from the steering torque T and the vehicle speed Vc.

The correction calculation unit 144 calculates the correction current Ic by adding the inertial compensation current Ic1 and the return compensation current Ic3 and subtracting the viscosity compensation current Ic2, for example.
Then, the final setting unit 150 sets the target current It to the value obtained by adding the basic current Ib and the correction current Ic set by the basic setting unit 110. As a result, the steering response delay due to the inertia of the steering device 10 is suppressed, and the steering response is enhanced. Further, the rotation of the electric motor 20 is restricted and the steering stability is improved. In addition, the steering wheel 11 can easily return to the neutral position, and the convergence of the vehicle is improved.
The correction setting unit 140 calculates the correction current Ic using the inertial compensation current Ic1, the viscosity compensation current Ic2, and the return compensation current Ic3, but other compensation currents may also be added.

As described above, the control device 100 is an example of a control device that controls the steering of the driver's steering wheel 11 by controlling the operation of the electric motor 20. Then, the control device 100 outputs a storage unit 105 that stores an index value b regarding the steering sensation received by the driver who operates the steering wheel 11 as an example of the steering member of the vehicle, and an auxiliary force for the operation of the steering wheel 11. It is provided with a target setting unit 101 as an example of a control value setting unit that sets a target current It as an example of a control value of the electric motor 20 as an example of an auxiliary motor. The target setting unit 101 sets the correction torque Tc for correcting the steering torque T of the steering wheel 11 using the index value b stored in the storage unit 105, and after correcting the steering torque T with the correction torque Tc. The target current It is set using the torque Te.
In this way, the control device 100 sets the correction torque Tc for correcting the steering torque T using the index value b related to the steering feeling, and uses the corrected torque Te corrected by the correction torque Tc to set the target current It. To set. As a result, for example, by setting the index value b to an adjustable value such as a straight-ahead feeling, a slippery feeling, a stable feeling, a sticky feeling, a reaction force feeling, and a stationary feeling, the vehicle cuts when the vehicle goes straight. It is possible to adjust the steering sensation received by the driver according to the steering conditions such as when turning back, holding the steering, and when the steering is stationary.

Here, the target setting unit 101 has a basic calculation unit 113 as an example of a basic unit for setting a basic current Ib as an example of a basic value that is a basis of the target current It using the corrected torque Te. Further, the target setting unit 101 has a correction setting unit 140 as an example of a correction unit for setting a correction current Ic as an example of a correction value for correcting the basic current Ib. Then, the target setting unit 101 sets the target current It using the basic current Ib and the correction current Ic.
Further, in the control device 100, the basic calculation unit 113 uses the corrected torque Te and the basic map based on the correlation between the vehicle speed Vc and the basic current Ib to obtain the basic current Ib according to the corrected torque Te and the vehicle speed Vc. derive. Therefore, according to the control device 100, the steering sensation can be easily adjusted by making the basic map common regardless of the type of the automobile 1 and changing the index value b according to the type of the automobile 1.

In the present embodiment, the index value b can be adjusted to at least one of straight-ahead feeling, slippery feeling, stability feeling, stickiness feeling, reaction force feeling, and stationary feeling. The storage unit 105 has a first index value b1 for a feeling of straightness, a second index value b2 for a feeling of slipperiness, a third index value b3 for a feeling of stability, a fourth index value b4 for a feeling of stickiness, and a fifth index for a feeling of reaction force. The value b5 and the sixth index value b6 relating to the feeling of stationaryness are stored. As a result, at least one of the first index value b1 to the sixth index value b6 is changed for each type of the automobile 1, and stored in the storage unit 105, whereby a feeling of straightness, a feeling of slipperiness, a feeling of stability, and the like. At least one of stickiness, reaction force, and stationary feeling can be adjusted for each type of automobile 1. For example, when the automobile 1 is a vehicle that requires a sense of luxury, for example, the first index value b1 is set to a value that makes it difficult for the driver to get tired when going straight, or the sixth index value b6 is set to be light when stationary. By setting a value that can be steered to, it is possible to make adjustments to enhance the sense of luxury. Further, when the automobile 1 is a sports car, it is adjusted so as to give a heavy steering torque at the time of turning and turning back by setting a value that gives a large response to the driver as the fifth index value b5. It becomes possible.

Further, in the present embodiment, since the first index value b1 regarding the straight-ahead feeling can be adjusted, it is possible to improve the on-center feeling of whether or not to inform the driver of the road surface condition when the vehicle is straight-ahead.
Further, in the present embodiment, since the second index value b2 relating to the slippery feeling can be adjusted, the vehicle behavior can be smoothed at the start or cut of the steering wheel 11.
Further, in the present embodiment, since the third index value b3 regarding the sense of stability can be adjusted, it is possible to make it easy to distinguish between the steering state and the steering holding state, and the stability during turning. The feeling can be improved.
Further, in the present embodiment, since the fourth index value b4 relating to the stickiness can be adjusted, the vehicle can be easily moved with respect to the steering at the time of minute steering, and for example, the steering wheel 11 can be easily returned. be able to.
Further, in the present embodiment, the response during meandering can be improved by being able to adjust the fifth index value b5 regarding the feeling of reaction force.
Further, in the present embodiment, since the sixth index value b6 regarding the feeling of stationary steering can be adjusted, it is possible to give a feeling of lightness at the time of stationary steering and at the same steering as the stationary steering, and at the time of emergency avoidance. The rudder followability can be improved.

Further, in the present embodiment, since the index value b is stored in the storage unit 105 realized by the ROM or EEPROM, the index value is even when the vehicle is stopped and the power is not supplied to the control device 100. b is retained. Therefore, even when the vehicle is restarted, the control device 100 can adjust the steering sensation received by the driver by using the index value b.

The control device 100 does not have to set the correction torque Tc using all the first index values b1 to the sixth index value b6. By using any one of the first index value b1 to the sixth index value b6, the control device 100 can adjust the steering sensation corresponding to the index value b. Further, the index value b whose steering sensation can be adjusted is not limited to the above six types. As the types of the index value b are increased, the steering feeling can be finely adjusted.

Further, the basic calculation unit 113 calculates the corrected torque Te using the steering torque T detected by the torque sensor 31 and filtered by the filter 111. Normally, it is considered that the driver mainly relies on a reaction force of 10 Hz or less. Therefore, for example, by setting the filter 111 to block frequency components higher than 10 Hz, the foot back from the road surface can be prevented. It will be possible to tell the driver properly. Further, since high-frequency noise can be removed, vibration of the steering device 10 including the electric motor 20 can be suppressed, stability of the entire control, and adjustment of the steering feeling with high accuracy can be achieved.

The control device 100 further provides a filter after the target setting unit 101, which performs a filtering process corresponding to the low-pass filter on the target current It set by the target setting unit 101 and outputs the filter to the control unit 102. You may be. This makes it possible to obtain the same effect as the effect of including the filter 111 described above.

The means for storing the index value b in the storage unit 105 is not particularly limited. For example, storage using a desktop PC, a notebook PC, a tablet PC, a tablet terminal, a mobile information terminal, or the like can be exemplified. Further, an integrated control unit provided in the automobile 1 that integrally controls chassis systems such as a suspension system and a brake system in addition to the control of the steering device 10 stores the index value b in the storage unit 105. You may. Further, a vehicle integrated control unit provided in the automobile 1 is provided to integrally control a chassis-based integrated control unit, an integrated control unit that controls a driving support system, an integrated control unit that controls a power train, and the like. , The index value b may be stored in the storage unit 105. In such a case, the vehicle integrated control unit may be stored via the chassis-based integrated control unit. Further, the server capable of communicating with the automobile 1 may store the index value b in the storage unit 105. When the server capable of communicating with the automobile 1 stores the index value b in the storage unit 105, the server collects and analyzes the information of the index value b stored in the plurality of automobiles 1, for example. The optimum index value b may be derived and stored in the storage unit 105. It can be exemplified that the person who stores the index value b in the storage unit 105 is the developer or driver of the automobile 1.

<Second embodiment>
The steering device according to the second embodiment is different from the steering device 10 according to the first embodiment in the target setting unit 201 of the control device 200. Hereinafter, the points different from the steering device 10 according to the first embodiment will be described, and those having the same function as the steering device 10 according to the first embodiment are designated by the same reference numerals, and detailed description thereof will be omitted. ..

FIG. 11 is a diagram showing an example of a schematic configuration of the target setting unit 201 according to the second embodiment.
The target setting unit 201 includes a basic setting unit 110, a correction setting unit 240 corresponding to the correction setting unit 140, and a final setting unit 150. The correction setting unit 240 is different from the correction setting unit 140 in that the correction current Ic is set using the index value b.

The correction setting unit 240 includes an inertial unit 241 corresponding to the inertial unit 141, a viscous unit 242 corresponding to the viscous unit 142, a return unit 243 corresponding to the return unit 143, and a correction calculation unit 144.
The inertial section 241 and the viscous section 242 and the return section 243 calculate the inertial compensation current Ic1, the viscosity compensation current Ic2, and the return compensation current Ic3, respectively, using the index values b stored in the storage section 105.

In the control device 200 configured as described above, the correction setting unit 240 sets the correction current Ic using the index value b, so that the driver's steering sensation can be adjusted and the vehicle such as stability and convergence can be adjusted. It is possible to achieve compatibility with the adjustment of the movement of. For example, the steering responsiveness can be adjusted and the steering responsiveness can be improved. In addition, the stability during high-speed driving can be adjusted, and the stability can be improved. In addition, the convergence of the vehicle, which has a trade-off relationship with the steering feeling, can be adjusted, and the convergence can be improved.

<Third embodiment>
The steering device according to the third embodiment is different from the steering device 10 according to the first embodiment in that it has an operation unit 5 for changing the index value b. Further, the steering device 3 is different from the steering device 10 in that when the index value b is changed, the control device 100 rewrites the index value b stored in the storage unit 105. Hereinafter, the points different from the steering device 10 according to the first embodiment will be described, and those having the same function as the steering device 10 according to the first embodiment are designated by the same reference numerals, and detailed description thereof will be omitted. ..

FIG. 12 is a diagram showing an example of a schematic configuration of the operation unit 5.
The operation unit 5 is a so-called dial type switch, and is configured so that the driver can select a value from 0 to 10 by rotating the knob. The operation unit 5 has a first operation unit 51 for changing the first index value b1, a second operation unit 52 for changing the second index value b2, and a first operation unit 52 for changing the third index value b3. It has three operation units 53. Further, the operation unit 5 changes the fourth operation unit 54 for changing the fourth index value b4, the fifth operation unit 55 for changing the fifth index value b5, and the sixth index value b6. It has a sixth operation unit 56 of the above. In FIG. 12, the first index value b1 is 1, the second index value b2 is 2, the third index value b3 is 3, the fourth index value b4 is 4, and the fifth index value b5 is 5. However, 6 is selected as the sixth index value b6.

It is desirable that the operation unit 5 is provided in the passenger compartment of the automobile at a position within the reach of the driver sitting in the driver's seat. It can be exemplified that the operation unit 5 is provided, for example, around the operation panel, the central portion of the steering wheel 11, or the shift lever of the transmission, which can be operated by the driver while driving.

When the driver changes the index value b via the operation unit 5, the control device 100 acquires the changed index value b and rewrites the index value b stored in the storage unit 105. For example, when the driver rotates the knob of the first operation unit 51 and selects 5 as the first index value b1, the control device 100 informs that the first index value b1 is selected as 5. Is acquired, and the first index value b1 stored in the storage unit 105 is rewritten to 5.
After the index value b stored in the storage unit 105 is rewritten, the correction torque setting unit 120 sets the correction torque Tc using the rewritten index value b.
With the above configuration, the driver can easily adjust the steering feeling even during driving.

The operation unit 5 is not limited to the dial type. For example, it may be a slide type. Further, the operation unit 5 may be displayed on a touch panel display, for example. In such a case, the driver may be allowed to change the value (0 to 10) of the index value b on the touch panel display, or may be changed by moving the marker displayed on the touch panel display. ..
Further, the configuration that enables the index value b stored in the storage unit 105 to be rewritten via the operation unit 5 described above may be applied to the steering device according to the second embodiment.

Further, for example, when the operation unit 5 is displayed on the touch panel display of the car navigation system (hereinafter, may be referred to as "car navigation"), the car navigation sets the index value b to the flash memory of the car navigation or the like. It may be stored in the storage area. Then, when the vehicle is started, the car navigation system may output to the control devices 100 and 200 via the CAN, and the control devices 100 and 200 may be controlled using the index value b output from the car navigation system. .. According to this aspect, the control devices 100 and 200 do not have to store the index value b in the storage unit 105.
Further, the chassis-based integrated control unit and vehicle integrated control unit described above have a storage area for storing the index value b changed via the operation unit 5 and the operation unit 5, and the integrated control unit and vehicle integration. When the vehicle is started, the control unit may output to the control devices 100 and 200 via the CAN.

Further, the operation unit 5 is not limited to a mode in which the index value b can be changed by direct contact with the driver. The operation unit 5 may be in a mode in which the index value b can be changed without the driver coming into direct contact with the operation unit 5. For example, the index value b may be changed by the driver operating a dedicated remote controller for changing the index value b or a mobile terminal such as a mobile phone.

In the first to third embodiments described above, the control devices 100 and 200 are devices that control the operation of the electric motor 20 that applies an auxiliary force (assist force) to the steering of the driver's steering wheel 11. However, the present invention is not particularly limited to this aspect. The control devices 100 and 200 are of a reaction force motor that outputs a reaction force to the steering of the steering wheel 11 in a steer-by-wire system in which the steering wheel 11 and the front wheels 2 are not connected by a steering shaft 12 or the like and are mechanically separated. It may be a device that controls the operation. By controlling the operation of the reaction force motor of the steer-by-wire system by the control devices 100 and 200, it is possible to adjust the steering feeling received by the driver depending on the steering situation even in the steer-by-wire system.

1 ... Automobile, 5 ... Operation unit, 10 ... Steering device, 11 ... Steering wheel, 1920 ... Electric motor, 31 ... Torque sensor, 100, 200 ... Control device, 101, 201 ... Target setting unit, 105 ... Storage unit, 111 ... Filter, 112 ... Torque calculation unit, 113 ... Basic calculation unit, 120 ... Correction torque setting unit, 140, 240 ... Correction setting unit

Claims (9)

A storage unit that stores index values that adjust the steering sensation received by the driver who operates the steering member of the vehicle,
A correction torque setting unit that sets the correction torque using the index value stored in the storage unit, a torque calculation unit that calculates the corrected torque obtained by correcting the steering torque of the steering member with the correction torque, and the above. Using the corrected torque and the vehicle speed, the basic current that is the basis of the target current of the auxiliary motor that outputs the auxiliary force for the operation of the steering member or the reaction force motor that outputs the reaction force for the operation of the steering member is set. the basic unit, the basic current has a correction unit for setting a correction value for correcting the said base current and the correction value and the control value setting unit for setting the target current by using,
A control device comprising. The control device according to claim 1, wherein the index value can adjust at least one of a straight-ahead feeling, a slippery feeling, a stable feeling, a stickiness feeling, a reaction force feeling, and a stationary feeling. The correction torque setting unit of the control value setting unit is a value related to steering, a value related to steering, a value related to braking, a value related to suspension, an output value from GPS, and an output from a radar. The control device according to claim 1 or 2, wherein the correction torque is set by using a correlation with at least one of the values. The control device according to any one of claims 1 to 3, wherein the index value changed by the driver is acquired, and the index value stored in the storage unit is rewritten into the changed index value. The control device according to claim 1, wherein the correction unit sets the correction value using the index value. The torque calculation unit calculates the corrected torque using the steering torque detected by the torque sensor and subjected to the filtering process.
The control device according to claim 1. An auxiliary motor that outputs an auxiliary force for the operation of the steering member or a reaction force motor that outputs a reaction force for the operation of the steering member.
The control device according to any one of claims 1 to 6, which sets a target current of the auxiliary motor or the reaction force motor.
Steering device equipped with. The steering device according to claim 7, further comprising an operation unit capable of changing the index value by being operated by the driver. The steering device according to claim 8, wherein the operating unit is operated directly or remotely by the driver.

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