Source: https://patents.google.com/patent/JP5533822B2/en
Timestamp: 2020-01-20 10:36:11
Document Index: 38084907

Matched Legal Cases: ['art 42', 'art 42', 'art 24', 'art, 12', 'art 30', 'art 23', 'art 30', 'art 31', 'art 42', 'art 50', 'art 51', 'art 52', 'art, 66']

JP5533822B2 - Electric power steering control device - Google Patents
Electric power steering control device Download PDF
JP5533822B2
JP5533822B2 JP2011192984A JP2011192984A JP5533822B2 JP 5533822 B2 JP5533822 B2 JP 5533822B2 JP 2011192984 A JP2011192984 A JP 2011192984A JP 2011192984 A JP2011192984 A JP 2011192984A JP 5533822 B2 JP5533822 B2 JP 5533822B2
JP2011192984A
JP2013052793A (en
資章 片岡
大治 渡部
2011-09-05 Application filed by 株式会社デンソー filed Critical 株式会社デンソー
2011-09-05 Priority to JP2011192984A priority Critical patent/JP5533822B2/en
2013-03-21 Publication of JP2013052793A publication Critical patent/JP2013052793A/en
2014-06-25 Publication of JP5533822B2 publication Critical patent/JP5533822B2/en
The present invention relates to an electric power steering control apparatus that controls a steering operation (steering) of a vehicle with an electric power steering system that assists the steering operation with a motor.
In an electric power steering system that assists the steering operation (steering) of a vehicle with a motor, a control unit (ECU) controls the steering wheel of the driver to generate an appropriate assist steering force in response to the steering operation of the driver. The assist steering force is calculated on the basis of various input signals such as the steering torque and the vehicle speed applied to the steering wheel shaft, and the motor is driven based on the calculation result.
The conventional electric power steering system is based on the control of driving the motor so that the assist steering force by the motor increases as the steering torque increases. By such basic control, when the driver turns the steering wheel, an assist steering force corresponding to the steering torque at that time is generated, so that the driver's steering operation becomes light.
However, the basic control of simply determining the assist steering force of the motor based on the steering torque realizes the characteristic of the steering reaction force according to the road surface reaction force, that is, the steering according to the road surface reaction force for the driver. It is difficult to transmit the reaction force linearly. In other words, in order to make the driver feel the steering wheel operation feeling according to the road load, the target steering torque is set according to the road load and the assist steering force according to the target steering force is generated (that is, the target steering torque according to the road load). Is difficult).
On the other hand, Patent Document 1 describes a technique for controlling a motor based on a deviation between a target steering torque and an actual steering torque. In the technique described in Patent Document 1, the force applied to the tire side (that is, the torque applied to the tire side) is obtained by obtaining the output side torque from the sum of the actual steering torque (torque applied by the driver) and the assist torque (torque applied by the motor). Road surface reaction force). Then, a target steering torque is set according to the obtained output side torque (road surface reaction force). Thereby, the target steering torque can be uniquely determined. For this reason, for example, when the steering torque overlaps with a viscous component or inertia component, such as when the steering wheel is cut, these effects are taken into account, or correction is made based on the vehicle behavior state. It is possible to set a target steering torque that compensates for fluctuations in side torque (that is, fluctuations in road reaction force).
However, although the technique described in Patent Document 1 sets the target steering torque in consideration of the road surface reaction force, the assist torque is basically generated based on the twisting amount of the shaft on the handle shaft called the steering torque. It is the structure to do. Therefore, although it is possible to suppress the twist of the shaft (that is, to reduce the handle operation), the twist is reduced as in the case where the handle is returned to the neutral position, or the driver's hand leaves the handle after the steering, and the twist is small. Under the situation where the steering wheel is restored to the neutral position as it is, the rotational speed of the motor (the rotational speed of the steering wheel shaft) cannot be properly controlled, and the convergence of the vehicle cannot be ensured.
For example, there is no particular problem when turning the steering wheel, but when the steering wheel is returned, the twisting of the shaft returns, which also reduces the assist torque, thereby speeding up the rotation in the returning direction, thereby improving the stability and convergence of the vehicle. Sexuality will be impaired. Even if it is good enough to operate with a handle firmly, the movement of the vehicle when it is loosened or the hand is released becomes sensitive and difficult to converge, so the higher the speed, the more anxious the driver is .
As described above, with the technique described in Patent Document 1, it is impossible to appropriately ensure the operational stability of the vehicle as a whole (to achieve appropriate vehicle motion characteristics). For this reason, the driver himself / herself must receive the vibrational force transmitted to the steering wheel when the behavior of the vehicle is unstable, which may hinder the driving operation. In order to ensure convergence, for example, if damping is applied, viscosity will be given when the handle is returned and the convergence will be improved, but conversely, viscosity will also be given when the handle is cut. The steering feel due to will be damaged. In order to avoid this, if an attempt is made to change the control operation at the time of cutting and returning, the control processing becomes very complicated and it may be difficult to adapt both.
On the other hand, as one of the technologies to ensure the operation stability appropriately, the abrupt return feeling is reduced when the steering wheel is returned while maintaining the operational feeling when turning the steering wheel, thereby improving the convergence of the vehicle. For example, a basic assist steering force (base assist torque) is calculated based on the steering torque and the vehicle speed, and the base assist torque is corrected based on the steering torque and the motor speed (rotational angular velocity). There is known a convergence control technique for calculating a correction torque for correcting a base assist torque based on the correction torque (see, for example, Patent Document 2).
That is, the steering torque is a physical quantity that reflects the operation state of the steering wheel by the driver, while the motor speed is a physical quantity that reflects the influence of the road reaction force in addition to the operation state of the steering wheel by the driver. Therefore, based on the steering torque and motor speed, a control mechanism that can realize convergence control that reduces the abrupt return feeling due to the road reaction force when the handle is returned so that the feeling of operation when turning the handle is not impaired Can be configured.
For this reason, in Patent Document 2, based on the steering torque and the motor speed, an assist compensation amount is generated for making the control characteristics different between when the handle is cut out and when the handle is returned, and the base assist torque is corrected based on the assist compensation amount. As a result, it is possible to prevent the driver's steering feel from being damaged both when the steering wheel is cut out and when the steering wheel is returned, and to realize appropriate operation stability (appropriate vehicle motion characteristics) for the entire vehicle.
Various other techniques for appropriately ensuring operational stability have been proposed. For example, Patent Document 3 discloses a vehicle behavior that matches a driver's intention to reduce the frequency of corrective operations and reduce driving load. A torque correction technique for the purpose is disclosed. In this technique, the vehicle motion state is estimated based on the sum of the base assist torque and the steering torque, and a torque correction amount for correcting the base assist torque so as to obtain a desired characteristic is generated.
JP 2004-203809 A JP 2010-264913 A JP 2007-22373 A
Therefore, in order to achieve both the realization of the steering reaction force characteristic according to the road surface reaction force and the realization of appropriate operation stability (appropriate vehicle motion characteristic) for the entire vehicle, It is conceivable to try a combination of the techniques described in 2.
Specifically, a control mechanism as shown in FIG. 14 can be constructed. In the control mechanism shown in FIG. 14, the current feedback (FB) unit 142 drives the motor 110 by applying a drive voltage Vd corresponding to the input assist torque command Ta to the motor 110, and thereby the assist torque command Ta. Assist steering force according to the is applied to the handle shaft. In the control target (steering system mechanism) 100 from the handle shaft to the wheel, the motor speed ω that is the rotational speed of the motor 110 and the steering torque Ts are detected. The current FB unit 142 detects a current (motor current Im) flowing through the motor 110 and performs current FB control so that the current value becomes a target current (a value corresponding to the assist torque command Ta).
Then, the load estimator 121 estimates the road load (road reaction force) based on the detected motor current Im and the steering torque Ts, and generates an estimated load Tx as an estimated value. Then, the base assist unit 120 generates a base assist command Tb * based on the estimated load Tx.
Specifically, the base assist unit 120 generates a target steering torque Ts * based on the estimated load Tx, and a deviation for calculating a difference (torque deviation) between the steering torque Ts and the target steering torque Ts *. And a controller 124 that generates a base assist command Tb * for controlling the motor 110 (that is, torque feedback control) so that the steering torque Ts matches the target steering torque Ts * based on the torque deviation. It has. By controlling the motor 110 with the base assist command Tb * thus obtained, it is possible to realize a steering reaction force characteristic corresponding to the road surface reaction force.
That is, the target generator 122 sets a target steering torque Ts * corresponding to the road load with respect to the road surface reaction force estimated by the load estimator 121. Then, the controller 124 performs torque feedback control so that the actual steering torque Ts becomes the target steering torque Ts * , so that the driver can feel a response according to the road load.
On the other hand, the correction unit 130 includes a torque correction unit 131 that generates a correction torque command Tr based on the steering torque Ts and the motor speed ω, and realizes convergence control. The specific configuration / function of the torque correction unit 131 is the same as that of the controller described in Patent Document 2 described above.
Therefore, the base assist command Tb * is corrected by the correction torque command Tr obtained by the correction unit 130 (here, both are added by the adder 141), and the correction result is used as the assist torque command Ta to the current FB unit 142. If given, it is possible to realize appropriate operation stability (appropriate vehicle motion characteristics) for the vehicle as a whole.
However, the control mechanism shown in FIG. 14 has at least one major problem. That is, the base assist unit 120 cancels the correction operation by the correction unit 130.
That is, in the control mechanism shown in FIG. 14, the load estimation by the load estimator 121 is performed based on the motor current Im finally supplied to the motor. The motor current Im corresponds to the assist torque command Ta obtained by adding the correction by the correction torque command Tr generated by the correction unit 130 to the base assist command Tb * generated by the base assist unit 120. That is, the load estimator 121 estimates the road surface load using the motor current Im as a result of adding the correction by the correction unit 130.
That is, for example, when the steering wheel is cut, the correction unit 130 corrects the base assist command Tb * so that the assist steering force is reduced by the convergence control. Then, the motor current Im decreases by the corrected amount, and thereby the load estimated value (estimated load Tx) by the load estimator 121 also decreases. When the estimated load Tx is reduced, the target steering torque Ts * is also reduced, whereby the base assist command Tb * is increased, that is, the assist steering force is controlled to increase so that the steering torque becomes light.
That is, in the convergence control by the correction unit 130, the base assist unit 120 is controlled to increase the assist steering force in reverse, although the correction torque command Tr is generated to reduce the assist steering force. As a result, the convergence control by the correction unit 130 is not reflected (the convergence control is canceled by the base assist unit 120).
As described above, in the control configuration as shown in FIG. 14, the realization of the steering reaction force characteristic according to the road surface reaction force and the realization of appropriate operation stability (appropriate vehicle motion characteristic) as the entire vehicle are achieved. Cannot balance. For this reason, it is difficult to improve the driving performance of the vehicle, that is, the sensory property that the vehicle can be operated as intended by the driver and can be driven with confidence.
The present invention has been made in view of the above problems, and achieves both realization of the characteristics of the steering reaction force according to the road load and the realization of appropriate operation stability (appropriate vehicle motion characteristics) as the entire vehicle. An object of the present invention is to provide an electric power steering control device capable of performing the above.
In order to solve the above-mentioned problems, an invention according to claim 1 is directed to an input shaft that is coupled to a handle of a vehicle and rotates together with the handle, and transmits the rotation of the input shaft to a steering wheel of the vehicle for steering. An input transmission means for steering the wheel, a steering torque detection means for detecting a steering torque that is a torque in the axial rotation direction applied to the input shaft, and an assist for assisting the operation of the steering wheel when the steering wheel is steered by the operation of the steering wheel An electric power steering control device that is provided in an electric power steering system including a motor for applying a steering force to an input shaft or an input transmission means, and controls an assist steering force by controlling the motor, and a basic assist amount A generating unit, an assist compensation amount generating unit, an assist amount correcting unit, and a motor driving unit are provided.
The basic assist amount generating means is based on the steering torque detected by the steering torque detecting means, and is a basic assist for assisting the operation of the steering wheel so that the steering torque changes according to the road load applied to the steering wheel from the road surface. Generate quantity. The assist compensation amount generating means generates an assist compensation amount for correcting the basic assist amount calculated by the basic assist amount generating means so that the behavior of the steered wheel corresponds to a behavior characteristic set in advance. . The assist amount correcting unit generates the corrected assist amount by correcting the basic assist amount generated by the basic assist amount generating unit with the assist compensation amount generated by the assist compensation amount generating unit. The motor driving unit drives the motor based on the correction assist amount from the assist amount correcting unit.
Further, the basic assist amount generating means includes road surface load estimating means, target steering torque calculating means, and basic assist amount calculating means. The road surface load estimating means estimates the road load based on the basic assist amount, which is the generation result of the basic assist amount generating means itself, and the steering torque detected by the steering torque detecting means. The target steering torque calculating means calculates a target steering torque that is a target value of the steering torque based on the estimated load that is the road load estimated by the road load estimating means. The basic assist amount calculating means calculates the basic assist amount for controlling the motor so that the steering torque detected by the steering torque detecting means coincides with the target steering torque calculated by the target steering torque calculating means. .
According to the electric power steering control apparatus configured as described above, the function of estimating the road surface load and setting the target steering torque according to the estimated load is closed in one loop (basic assist amount calculation means). The assist compensation amount generating unit is separated from the assist compensation amount generating unit, and interference between both the basic assist amount calculating unit and the assist compensation amount generating unit can be minimized (or completely eliminated). Therefore, the realization of the steering reaction force characteristic according to the road load by the basic assist amount calculation means, and the realization of appropriate operation stability (appropriate vehicle motion characteristics) for the entire vehicle by the assist compensation amount generation means. Both can be achieved and the driving performance of the vehicle can be enhanced.
Next, the invention according to claim 2 is the electric power steering control device according to claim 1, wherein the road surface load estimating means has a preset frequency band based on the sum of the basic assist amount and the steering torque. A component is extracted, and the extracted frequency band component is output as an estimated load.
By obtaining the estimated load in this way, for example, unnecessary frequency components such as band components that the driver of the vehicle feels uncomfortable are removed, and the frequency components that are desired to be transmitted (to be transmitted) are narrowed down and transmitted. Can do.
In general, it is known that a driver mainly operates by relying on steering reaction force information (road load) of 10 Hz or less, and components higher than that are felt uncomfortable for the driver. Therefore, the frequency band of the extracted component is preferably 10 Hz or less as described in claim 3.
Next, an invention according to claim 4 is the electric power steering control device according to any one of claims 1 to 3, wherein the target steering torque calculation means is estimated by the road load estimation means. Based on the estimated load, the target steering torque is calculated so that the target steering torque increases as the estimated load increases.
By calculating the target steering torque in this way, the steering reaction force according to the road load can be appropriately transmitted to the steering wheel side (driver side).
More preferably, as described in claim 5, the target steering torque is calculated so that the target steering torque changes logarithmically with respect to the estimated load. It can be said that generating the target steering torque logarithmically with respect to the estimated load is based on a human sensory model indicating the amount of steering reaction force with respect to the road load. Therefore, a natural steering feeling can be given to the driver by calculating the target steering torque logarithmically with respect to the estimated load.
Next, an invention according to claim 6 is the electric power steering control device according to any one of claims 1 to 5, wherein the electric power steering system is configured to set a vehicle speed that is a traveling speed of the vehicle. Vehicle speed detecting means for detecting is provided. The target steering torque calculating means calculates the target steering torque based on the vehicle speed detected by the vehicle speed detecting means so that the target steering torque increases as the vehicle speed increases.
More specifically, as described in claim 7, the target steering torque may be calculated so that the target steering torque changes logarithmically with respect to the vehicle speed.
In this way, by generating the target steering torque so as to logarithmically change not only with the estimated load but also with respect to the vehicle speed, a natural steering feeling can be given to the driver even when the vehicle speed changes. Can be given.
Next, the invention according to claim 8 is the electric power steering control device according to any one of claims 1 to 7, wherein the basic assist amount calculating means is detected by the steering torque detecting means. Deviation calculating means for calculating a torque deviation which is a difference between the steering torque calculated and the target steering torque calculating means, and a basic assist amount so that the torque deviation calculated by the deviation calculating means becomes zero. It includes a basic command operation unit you calculating the basic command corresponding to.
The basic command calculation means is configured such that the transfer function of the basic command to be output with respect to the input torque deviation is equal to or higher than a predetermined level with a gain in a band of a predetermined frequency or lower.
As described above, the basic command is calculated using the basic command calculation means such that the gain is equal to or higher than a predetermined level higher than 1 (high gain) in the band of the predetermined frequency or lower (and the basic assist amount is calculated). As a result, the steering torque can easily follow the target steering torque.
In addition, if there are multiple basic command calculation means with different characteristics and each basic command is weighted and added to calculate the basic assist amount, the characteristics of each basic command calculation means and the weight of each basic command can be set appropriately. By doing so, it is possible to make the road load transmission feeling and hand feeling at the time of the steering wheel operation desired characteristics.
Further, by setting the predetermined frequency to 1 Hz as described in claim 12 and achieving a high gain in a low frequency band of 1 Hz or less, the followability to the target can be reliably improved. Furthermore, by making the predetermined level 10 times as described in claim 13 (that is, making the gain 10 times or more), the followability to the target can be improved more reliably.
The basic command calculating means includes an integrating means for integrating and outputting the input torque deviation as described in claim 9, and is configured to calculate the basic command so that the torque deviation becomes zero. Can do.
By providing the integration means in this manner, the transfer function of the gain of the basic command calculation means has a characteristic of increasing to the left in the low frequency band, that is, a characteristic of increasing the gain as the frequency approaches zero. Become. Therefore, as in the case of the eighth aspect, the steering torque can easily follow the target steering torque.
However, if the integration means is provided, if the follow-up of the actual steering torque continues to be delayed with respect to the target steering torque, the integrated value will increase further. If the integrated value becomes too large, for example, when the steering operation is turned back, the assist in the turned back direction is delayed due to the influence of the large integrated value.
Therefore, as described in claim 10, the integration means may be configured such that the absolute value of the output integration value is limited to a predetermined integration upper limit value or less. That is, even if the follow-up to the target does not progress and the integral value continues to rise or fall, the upper limit of the absolute value is set to the integral upper limit value. By providing an upper limit on the absolute value of the integral value in this way, it is possible to prevent the accumulation of the integral value from hindering steering in the switching direction when the assist direction is switched.
Various methods for setting the integral upper limit value are conceivable. For example, as described in claim 11, the integral upper limit value includes the steering torque detected by the steering torque detecting means, the steering wheel rotation angle, and the motor rotation angle. Alternatively, the basic assist amount generated by the basic assist amount generation means may be set as a setting state amount so that the larger the setting state amount, the larger the value. In this way, it is possible to set an appropriate integral upper limit value according to the state of the vehicle.
Next, an invention according to claim 14 is the electric power steering control device according to any one of claims 8 to 13, wherein the basic assist amount calculation means includes a plurality of basics having different frequency characteristics. Command calculation means and first weight addition means for weighted addition of basic commands from a plurality of basic command calculation means in accordance with the input first weight setting command.
In this way, by adding each basic command from a plurality of basic command calculation means having different frequency characteristics, the road load transmission feeling and hand feeling at the time of the steering wheel operation can be set to desired characteristics more finely. .
Next, the invention according to claim 15 is the electric power steering control device according to any one of claims 1 to 14, wherein the information indicates the rotational speed of the motor directly or indirectly. Steering speed information acquisition means for acquiring steering speed information is provided. The assist compensation amount generation means is at least one of the steering speed information acquired by the steering speed information acquisition means, the steering torque detected by the steering torque detection means, and the road load estimated by the road load estimation means. Based on this, the assist compensation amount for converging the behavior of the vehicle is generated.
Steering torque is information on the steering wheel side, steering speed information is information on the steering wheel side and road surface side, and road load (estimated load) can be said to be information on the road surface side. Therefore, by generating the assist compensation amount based on at least one of these, it is possible to appropriately generate the assist compensation amount for converging and stabilizing the vehicle behavior, and based on this, the basic assist amount is determined. It can be corrected appropriately.
In this case, more specifically, the assist compensation amount generating means may be configured as described in claim 16. That is, the assist compensation amount generating means includes a plurality of basic compensation amount calculating means for calculating a basic compensation amount corresponding to the assist compensation amount for converging the behavior of the vehicle. Then , a weighted addition of each basic compensation amount calculated by each basic compensation amount calculating means is calculated as the assist compensation amount.
Thus, if the configuration of the basic compensation quantity of the basic compensation quantity calculation hand stage weighted addition to calculating the assist compensation amount, sets the weight of the characteristics and the basic compensation amount of each basic compensation amount calculating means as appropriate As a result, the transient characteristics when the behavior of the vehicle is converged and stabilized can be set as desired characteristics.
It is a block diagram showing schematic structure of the electric power steering system of embodiment. It is a block diagram showing schematic structure of the control mechanism of ECU. It is a block diagram showing the more specific structure of the control mechanism of FIG. It is a block diagram showing schematic structure of a load estimator. It is explanatory drawing for demonstrating the production | generation principle of target steering torque Ts * . It is explanatory drawing showing the map for target steering torque Ts * production | generation set to the target production | generation part. It is a block diagram showing the specific structure of a controller part. It is a characteristic view showing the frequency characteristic of the assist controller which comprises a controller part. It is a characteristic view showing the frequency characteristic of each correction filter which comprises a controller part. It is a characteristic view showing the input / output transfer characteristic (frequency characteristic) of the entire controller unit. It is a characteristic view showing the transmission characteristic (frequency characteristic) of the steering torque with respect to the steering wheel torque. It is explanatory drawing for demonstrating the structural example of the assist controller containing an integrator. It is explanatory drawing for demonstrating the effect of the control mechanism of this embodiment. It is a block diagram which shows an example of the control mechanism considered from the combination of the conventional control mechanism.
FIG. 1 is a configuration diagram illustrating a schematic configuration of an electric power steering system 1 of the present embodiment. The electric power steering system 1 according to the present embodiment assists the operation of the handle 2 by a driver with a motor 6. The handle 2 is fixed to one end of a steering shaft 3, and a torque sensor 4 is connected to the other end of the steering shaft 3, and an intermediate shaft 5 is connected to the other end of the torque sensor 4. In the following description, the entire shaft body from the steering shaft 3 through the torque sensor 4 to the intermediate shaft 5 is also collectively referred to as a handle shaft.
The torque sensor 4 is a sensor for detecting the steering torque Ts. Specifically, a torsion bar that connects the steering shaft 3 and the intermediate shaft 5 is provided, and a torque applied to the torsion bar is detected based on a twist angle of the torsion bar.
The motor 6 assists the steering force of the handle 2 and its rotation is transmitted to the intermediate shaft 5 via the speed reduction mechanism 6a. That is, the speed reduction mechanism 6a is constituted by a worm gear provided at the tip of the rotating shaft of the motor 6 and a worm wheel provided coaxially with the intermediate shaft 5 in mesh with the worm gear. The rotation of the motor 6 is transmitted to the intermediate shaft 5. Conversely, when the intermediate shaft 5 is rotated by an operation of the handle 2 or a reaction force from the road surface (road surface reaction force), the rotation is transmitted to the motor 6 via the speed reduction mechanism 6a, and the motor 6 is also rotated. It will be.
The motor 6 is a brushless motor in the present embodiment, and includes a rotation sensor such as a resolver, and is configured to output the rotation state of the motor 6. The motor 6 of the present embodiment is configured to be capable of outputting at least the motor speed ω (information indicating the rotational angular speed) as the rotational state from the rotation sensor.
The other end of the intermediate shaft 5 opposite to the end to which the torque sensor 4 is connected is connected to the steering gear box 7. The steering gear box 7 is configured by a gear mechanism including a rack and a pinion gear, and the rack teeth mesh with a pinion gear provided at the other end of the intermediate shaft 5. Therefore, when the driver turns the handle 2, the intermediate shaft 5 rotates (that is, the pinion gear rotates), thereby moving the rack to the left and right. Tie rods 8 are attached to both ends of the rack, and the tie rods 8 reciprocate left and right together with the rack. Accordingly, the tie rod 8 pulls or pushes the knuckle arm 9 ahead, thereby changing the direction of each tire 10 that is a steered wheel.
A vehicle speed sensor 11 for detecting the vehicle speed V is provided at a predetermined part of the vehicle.
With this configuration, when the driver rotates (steers) the handle 2, the rotation is transmitted to the steering gear box 7 via the steering shaft 3, the torque sensor 4, and the intermediate shaft 5. Then, in the steering gear box 7, the rotation of the intermediate shaft 5 is converted into the left-right movement of the tie rod 8, and the left and right tires 10 are steered by the movement of the tie rod 8.
The ECU 15 operates with electric power from a vehicle battery (not shown), and assists based on the steering torque Ts detected by the torque sensor 4, the motor speed ω of the motor 6, and the vehicle speed V detected by the vehicle speed sensor 11. Torque command Ta is calculated. Then, by applying a drive voltage Vd according to the calculation result to the motor 6, the assist amount of the force for the driver to turn the steering wheel 2 (and the force to steer both tires 10) is controlled.
In this embodiment, since the motor 6 is a brushless motor, the drive voltage Vd output (applied) from the ECU 15 to the motor 6 is specifically the three-phase (U, V, W) drive voltages Vdu, Vdv, Vdw. is there. The rotation of the motor 6 is controlled by applying the drive voltages Vdu, Vdv, Vdw of each phase from the ECU 15 to the motor 6 (energizing the drive current of each phase). Since a method for driving a brushless motor with a three-phase drive voltage (for example, PWM drive) and a drive circuit for generating the three-phase drive voltage (for example, a three-phase bipolar drive circuit) are well known, the details are described here. Description is omitted.
The ECU 15 controls the motor 6 by directly controlling the drive voltage Vd applied to the motor 6, but the steering system mechanism 100 driven by the motor 6 as a result by controlling the motor 6. Therefore, the control object of the ECU 15 can be said to be the steering system mechanism 100. The steering system mechanism 100 indicates the entire mechanism excluding the ECU 15 in the system configuration diagram shown in FIG. 1, that is, the entire mechanism that transmits the steering force of the handle 2 from the handle 2 to each tire 10.
Next, a schematic configuration (control mechanism) of the ECU 15 will be described with reference to the block diagrams of FIGS. 2 and 3, each part except the current feedback (FB) part 42 and a part of the function of the current FB part 42 are actually CPUs (not shown) provided in the ECU 15. Is realized by executing a predetermined control program. That is, FIG. 2 and FIG. 3 show various functions realized by the CPU separately for each functional block. However, it is only an example that the control mechanism shown in each figure is realized by software, and the whole or a part of the control mechanism shown in FIG. 2 or the like is realized by hardware such as a logic circuit. Needless to say, it may be.
ECU15, as shown in FIG. 2, the base assist unit 20 that generates a base assist command Tb *, a correction unit 30 for generating a correction torque command Tr, adding the base assist command Tb * and the correction torque command Tr And an adder 41 for generating an assist torque command Ta, and a current feedback (FB) unit 42 for energizing and driving the motor 6 by applying a drive voltage Vd to the motor 6 based on the assist torque command Ta. .
The base assist unit 20 realizes the characteristic of the steering reaction force (steering torque) according to the road surface reaction force (road surface load), that is, the reaction (reaction force) corresponding to the road surface load is transmitted quasi-steadily to the driver. Is a block for realizing that the driver can easily understand the state of the vehicle and the state of the road surface. The load estimator 21, the target generator 22, the deviation calculator 23, the controller Part 24. That is, the base assist unit 20 is based on the steering torque Ts, and assists the operation of the steering wheel 2 so that the steering torque Ts changes according to the road surface load applied to each wheel 10 from the road surface. Tb * is generated.
The load estimator 21 estimates a road surface load based on the base assist command Tb * and the steering torque Ts. The target generator 22 generates a target steering torque Ts * , which is a target value of the steering torque, based on the road surface load (estimated load Tx) estimated by the load estimator 21. Deviation calculator 2
3 calculates a torque deviation which is a difference between the steering torque Ts and the target steering torque Ts * . Then, based on the torque deviation, the controller unit 24 generates an assist steering force for generating an assist steering force (also referred to as an assist torque or an assist amount) corresponding to the road load so that the torque deviation becomes zero. A base assist command Tb * shown is generated.
The base assist command Tb * generated in this way is a torque command for generating an assist steering force according to the road load. Therefore, even if the base assist command Tb * is input to the current FB unit 42, It is possible to realize a characteristic of the steering reaction force according to at least the road surface load.
On the other hand, the correction unit 30 realizes operation stability (vehicle motion characteristics) as a whole vehicle, that is, suppresses unstable behavior (vibrational behavior, etc.) transmitted to the steering wheel when the behavior of the vehicle becomes unstable. Thus, this is a block for adjusting the behavior of the vehicle (behavior during steering of each wheel 10) to a desired behavior characteristic (specifically, so that the vehicle converges properly), and the torque correction unit 31. It has. The torque correction unit 31 generates a correction torque command Tr for suppressing (converging) the above-described unstable behavior based on the steering torque Ts and the motor speed ω.
The base assist command Tb * generated by the base assist unit 20 and the correction torque command Tr generated by the correction unit 30 are added by the adder 41, thereby generating an assist torque command Ta.
Then, based on the assist torque command Ta, the electric current FB unit 42 applies a torque (assist steering force) corresponding to the assist torque command Ta to the handle shaft (particularly on the tire 10 side with respect to the torque sensor 4). A drive voltage Vd is applied to 6. Specifically, a target current (target current for each phase) to be energized to each phase of the motor 6 is set based on the assist torque command Ta. Then, by detecting and feeding back the energization current value Im of each phase and controlling the drive voltage Vd (controlling the energization current) so that the detected value (the energization current Im of each phase) matches the target current. A desired assist steering force is generated with respect to the handle shaft.
As apparent from the comparison with the control mechanism shown in FIG. 14, in the control mechanism of this embodiment, the calculation of the estimated load Tx by the load estimator 21 is performed based on the base assist command Tb * instead of the motor current Im. Is called. That is, the function of the base assist unit 20 that generates the base assist command Tb * is closed in the base assist unit 20, and is independent (separated) from the various functions of the other correction unit 30 and the current FB unit 42. Yes. Therefore, the interference / influence by the correction calculation value of the correction unit 30 on the base assist command Tb * is extremely small.
Note that the control mechanism of the ECU 15 of the present embodiment shown in FIG. 2 is illustrated slightly simplified in order to explain the main configuration / function of the control mechanism of the present embodiment, and the vehicle speed V is also omitted. . The control mechanism of the present embodiment is actually a functional block (transmission system characteristic setting unit 51) that sets a transient characteristic (transmission system characteristic) with respect to the road surface reaction force in the base assist unit 20 according to the vehicle speed V. 3), and a base assist command Tb * corresponding to the transmission system characteristic is generated by the controller unit 24. Further, the correction unit 30 is also actually provided with a functional block (a vehicle motion characteristic setting unit 52; see FIG. 3) for setting a transient characteristic (vehicle motion characteristic) with respect to the vehicle behavior according to the vehicle speed V. A correction torque command Tr corresponding to the vehicle motion characteristic is generated by the torque correction unit 31.
Therefore, a more detailed control mechanism of the ECU 15 is shown in FIG. The control mechanism shown in FIG. 3 is a more detailed version of the control mechanism shown in FIG. 2. Specifically, the function blocks (the transmission system characteristic setting unit 51 and the vehicle motion characteristic setting unit 52) are changed to a basis. The HMI (Human Interface) unit 50 is grouped together with the target generation unit 22 in the assist unit 20, and the components other than the target generation unit 22 in the base assist unit 20 are grouped together. 30 is referred to as a vehicle control calculation unit 70, and the configurations of the controller unit 24 in the transmission control calculation unit 60 and the torque correction unit 31 in the vehicle control calculation unit 70 are further specified. Hereinafter, the configuration of the control mechanism of the present embodiment will be described in more detail with reference to FIG.
As shown in FIG. 4, the load estimator 21 includes an adder 21a that adds the base assist command Tb * and the steering torque Ts, and a low-pass filter (LPF) that extracts a component in a band equal to or lower than a predetermined frequency from the addition result. ) 21b, and the frequency component extracted by the LPF 21b is output as the estimated load Tx.
Normally, the driver is driving mainly by relying on steering reaction force information of 10 Hz or less, and higher frequency components, for example, vibrations in the band of dozens of Hz to 20 Hz under the spring (around the wheel and suspension), It is known to feel uncomfortable for the driver. Therefore, in this embodiment, in order to prevent such unpleasant vibrations from being transmitted to the driver, the cutoff frequency of the LPF 21b is set to 10 Hz, and a frequency component of approximately 10 Hz or less is passed (extracted) so that a frequency component higher than 10 Hz is blocked. I have to.
Next, the target generator 22 can make the driver feel that the steering operation is heavy or light according to the road surface reaction force, or the degree of increase in the steering reaction force (or steering torque) of the driver with respect to the increase in the road surface reaction force ( The target steering torque Ts * for realizing (gradient) is generated.
In the target generation unit 22 of the present embodiment, the target steering torque Ts * is actually mapped as shown in FIG. 6 according to the estimated load Tx and the vehicle speed V, and the target steering torque is based on the map. Generate Ts * . Accordingly, the map generation derivation process (target steering torque Ts * generation derivation principle) in FIG. 6 will be described.
As is clear from the configuration of the load estimator 21 shown in FIG. 4, the main component of the estimated load Tx is based on the sum of the steering torque Ts and the base assist command Tb * . That is, the estimated load Tx is a load applied to the intermediate shaft 5 from the tire 10 through the rack and pinion gear, and corresponds to a reaction force received from the road surface during steering. If this estimated load Tx is approximately defined as a road surface reaction force, the road surface reaction force increases as the driver turns the steering wheel. The road surface reaction force during cornering is statically proportional to the steering angle in the vehicle linear region (a sufficient linear region where the tire grip force does not reach saturation).
Here, if it is possible to assist the steering torque in proportion to the road surface reaction force, the steering torque increases in proportion to the steering angle of the steering wheel. The driver then feels heavier as he cuts, although it is light near neutrality.
According to Weber-Fechner's law, it is known that a human sense is expressed logarithmically with respect to a physical stimulus, such that a sense amount = A · log (stimulus amount) + B.
When a person senses the turning behavior of a vehicle, the stimulus is a reaction force transmitted to the hand such as steering torque, and a force and speed acting on the human body such as lateral acceleration and yaw rate. This suggests that in order to feel a linear change in the sensation obtained by such a stimulus, the stimulus needs to exhibit a greater change as the intensity of the stimulus increases.
When turning at a constant steering speed and the time change of the stimulus is the same, the greater the degree of turning (the stronger the stimulus), the less sensuously it will bend, and the reaction force will feel too much compared to the feeling of turning. This is thought to be the above-mentioned reasoning that “feels abruptly heavy as you cut”.
Therefore, let us consider changing the force transmitted to the hand in the same way as the sensory amount with respect to the behavior actually occurring in the vehicle.
The lateral acceleration and yaw rate are statically proportional to the steering angle of the steering wheel in the vehicle linear region, like the road surface reaction force. Therefore, in order to sensuously associate the vehicle behavior and response related to turning, the steering torque having a logarithmic relationship with the road surface reaction force may be used. That is, the target steering torque Ts * may be defined with respect to the estimated load Tx by a logarithmic function (so as to change logarithmically).
Specifically, for example, when | Tx |> 0, the target steering torque Ts * can be defined by the following equation (1).
Ts * = sgn (Tx) · (A · log (| Tx |) + B) (1)
In the above formula (1), when A = 0.8 and B = 0.5 as an example and Ts * = 0 when Tx = 0, the target steering torque Ts * with respect to the estimated load Tx is shown in FIG. ) Is obtained. The characteristic shown in FIG. 5A can be said to be a human sense model indicating the amount of steering reaction force with respect to the road load.
Further, in generating the target steering torque Ts * , the human sense is also taken into consideration for the vehicle speed V. The steady yaw rate γ is expressed by the following equation (2) with respect to the vehicle speed V and the steering angle θs.
γ = V / (1 + Ks · V 2 ) × (θs / N / L) (2)
However, N is a steering gear ratio, L is a wheel base, and Ks is a stability factor.
The steady lateral acceleration Gy is approximately obtained by multiplying γ by V as shown in the following equation (3) (see FIG. 5D).
Gy = V 2 / (1 + Ks · V 2 ) × (θs / N / L) (3)
FIG. 5B shows a characteristic example of the steady yaw rate γ and the steady lateral acceleration Gy with respect to the vehicle speed V when the steering wheel is steered by 1 rad. The characteristic example in FIG. 5B shows that the vehicle behavior increases as the vehicle speed V increases even at the same steering angle. The steady yaw rate γ is attenuated from a certain speed, but when the lateral movement amount per unit time is obtained, a component of γ · V appears, so that it is the same as the above-mentioned steady lateral acceleration Gy, and the vehicle speed V Monotonous increase.
When a driver feels a stimulus such as lateral acceleration or lateral movement relative to the unit steering angle as steering torque (steering reaction force), the vehicle speed is not too heavy and not too light even if the vehicle speed V increases. The magnitude of the target steering torque Ts * may be determined by a logarithmic function with respect to V. That is, for example, a gain (target steering torque gain) Kg as shown in the following equation (4) is set, and this target steering torque gain Kg is multiplied by the target steering torque Ts * of the above equation (1) to obtain a final result. The target steering torque Ts * may be generated.
Kg = C · log (V 2 / (1 + Ks · V 2 ) × (1 / N / L)) + D (4)
In the above formula (4), when C = 0.25 and D = 1.5 as an example, the target steering torque gain Kg corresponding to the vehicle speed V is obtained as shown in FIG. However, since the logarithmic operation cannot be performed when the vehicle is stopped (when the vehicle speed V = 0), as shown in FIG. 5C, the value is gradually approached to a fixed value such as “1”.
By such calculation, the target steering torque Ts * that changes logarithmically with the estimated load Tx and the vehicle speed V can be generated. However, when the ECU 15 actually calculates the target steering torque Ts * , it is given as a map as shown in FIG. 6 so that fine adjustment is possible.
FIG. 6 is a map that expresses the relationship between the estimated load Tx and the target steering torque Ts * when matched with an actual vehicle every 20 km / h. As shown in FIG. 6, the target steering torque Ts * tends to increase logarithmically with an increase in the estimated load Tx and saturate (that is, logarithmically increase with respect to the vehicle speed V) as the vehicle speed V increases. It has become. Thus, the driver can feel a linear response by making the change in the target steering torque Ts * a logarithmic function with respect to the change in the estimated load Tx. Note that specific numerical values, inclinations, and the like of the map in FIG. 6 are finely adjusted as appropriate according to the vehicle.
The target generator 22 obtains the target steering torque Ts * for the input estimated load Tx and vehicle speed V by linear interpolation based on this map. The map for Tx <0 is a map of the shape of the origin object with respect to the map of FIG.
Next, the controller unit 24 is a means for adjusting the transmission feeling or the hand feeling (sensory hardness from the steering wheel to the tire) at the time of operating the steering wheel. As shown in FIG. 3, the assisting controller 61 and three correction filters are used. 62, 63, 64, a transmission system scheduler 65, and a weighting unit 66. A more specific configuration of the controller unit 24 is shown in FIG.
As shown in FIG. 7, the torque deviation calculated by the deviation calculator 23 is input to the assist controller 61 and the three correction filters 62, 63, 64. The assist controller 61 generates a basic command that is a base of the base assist command Tb * that is finally generated and output by the controller unit 24. The assist controller 61 may or may not include an integrator.
FIG. 8 shows the frequency characteristics of the assist controller 61 that does not include an integrator. As shown in FIG. 8, the gain characteristic of the assist controller 61 is a low frequency (approximately 1 Hz or less) and a high gain (10 times or more), and in order to ensure the stability of the steering system mechanism 100, The gain is gradually reduced from about 10 Hz to about 100 Hz and gradually increased by providing a differential element.
In particular, the region of 1 to 20 Hz is a portion that affects the hand feeling when the handle is operated. For example, if 6 Hz is made to be a locally depressed shape, the connection from the handle to the tire will be hard, and conversely if 6 Hz is made locally convex, a soft impression will be given. Also, it has been experimentally confirmed that depending on the frequency, the hardness is the hardness near the hand or the hardness near the tire.
In this example, only the assist controller 61 is used as a basic controller, and the assist controller 61 generates a basic command as a base. In addition to the assist controller 61, a plurality of filters for correcting the basic command are prepared, and the correction amounts from the respective filters are weighted and added to obtain a total correction amount. The basic correction is performed based on the total correction amount. Correct the command.
Specifically, as shown in FIG. 7, as a plurality of filters, a first correction filter 62 for correcting (locally increasing) a gain in the 4 Hz band (4 Hz and its vicinity), a 6 Hz band (6 Hz and A second correction filter 63 for correcting (locally increasing) a gain in the vicinity thereof, and a third correction filter 64 for correcting (locally increasing) a gain in the 12 Hz band (12 Hz and its vicinity); It has. An example of the frequency characteristics of each filter 62, 63, 64 is shown in FIG. As is clear from FIG. 9, the gain characteristics of the filters 62, 63, and 64 are locally increased (having a maximum value) in the corresponding frequency band.
On the other hand, as shown in FIG. 7, the transmission system characteristic setting unit 51 includes a map that calculates a transmission characteristic setting value P1 (within a range of P1 = 0 to 1) with respect to the vehicle speed V using the vehicle speed V as an argument. As a whole, this map has a tendency that the transmission system characteristic set value P1 decreases as the vehicle speed V increases. The transmission system characteristic set value P1 is used to determine the weighting of correction by the three correction filters 62, 63, 64 according to the vehicle speed V. The transmission system characteristic setting unit 51 calculates a transmission characteristic setting value P1 based on this map for the input vehicle speed V, and inputs it to the transmission system scheduler 65 in the controller unit 24.
The transmission system scheduler 65 sets transmission system correction gains K1, K2, and K3 indicating the weights of the correction amounts from the filters 62, 63, and 64 in accordance with the transmission system characteristic setting value P1 (that is, in accordance with the vehicle speed V). Set. Specifically, the first scheduler 65a for setting the first transmission system correction gain K1 indicating the weight of the first correction amount from the first correction filter (4 Hz band correction) 62, and the second correction filter (6 Hz band). Correction) The weight of the third correction amount from the second scheduler 65b for setting the second transmission system correction gain K2 indicating the weight of the second correction amount from 63 and the third correction filter (12 Hz band correction) 64 is set. And a third scheduler 65c for setting a third transmission system correction gain K3. Each of these schedulers 65a, 65b, 65c is provided as a map in this example, and each transmission system correction gain K1, K2, K3 using a map corresponding to the input transmission system characteristic setting value P1. Is calculated.
As shown in FIG. 7, the first scheduler 65a has a characteristic that the first transmission system correction gain K1 increases from −1 to +1 as the transmission system characteristic setting value P1 increases from 0 to 1. That is, the first transmission system correction gain K1 increases as the vehicle speed V decreases, and the first transmission system correction gain K1 decreases as the vehicle speed V increases.
As shown in FIG. 7, when the transmission system characteristic setting value P1 increases from 0 to 1, the second scheduler 65b reaches the second transmission system correction gain K2 from −1 to +1 with a predetermined slope. Then, after that, +1 is maintained, and the characteristic gradually decreases from +1 to −1 with a predetermined inclination (trapezoidal characteristic). That is, when the vehicle speed V is low or high, the second transmission system correction gain K2 decreases as the vehicle speed V becomes low or high, and when the vehicle speed V is medium, the second transmission system correction gain K2 is Takes a large value (+1).
As shown in FIG. 7, the third scheduler 65c has a characteristic that the third transmission system correction gain K3 decreases from +1 to −1 as the transmission system characteristic setting value P1 increases from 0 to 1. That is, the third transmission system correction gain K3 decreases as the vehicle speed V decreases, and conversely, the third transmission system correction gain K3 increases as the vehicle speed V increases.
The first correction amount from the first correction filter 62 is integrated with the first transmission system correction gain K1 from the first scheduler 65a in the first integrator 66a, and the second correction from the second correction filter 63 is added. The second accumulator 66b accumulates the second transmission system correction gain K2 from the second scheduler 65b, and the third accumulator 66c obtains the third correction amount from the third accumulator 66c. The third transmission system correction gain K3 from the 3 scheduler 65c is integrated. Then, the transmission system total correction amount is obtained by adding these integrated values by the adder 66d. That is, the respective correction amounts from the respective correction filters 62, 63, 64 are weighted and added. Then, the transmission system total correction amount obtained by such weighted addition is added to the basic command from the assist controller 61 by the adder 66e, whereby the basic command is corrected. This correction result is output as the base assist command Tb * .
Here, for example, assuming that the transmission system correction gains K1, K2, and K3 are all −1 (in this example, such a case does not occur), the input / output transmission characteristics of the entire controller unit 24 are as follows. As shown in FIG. 10, the gain decreases in the respective bands of 4, 6, and 12 Hz.
When such correction is performed, the response of the steering torque Ts to the steering torque (torque applied by the driver) has a characteristic as shown in FIG. That is, the gain is increased in a specific frequency band by the correction by the correction filters 62, 63, and 64.
In the present embodiment, an example has been given in which the basic command is corrected in each of three bands of 4, 6, 12 Hz. However, the higher the frequency component to be corrected, the earlier the steering torque signal rises. In other words, when the driver steers, the timing returned to the driver as a steering reaction force changes depending on the frequency of interest and the gain on the transfer characteristic shown in FIG.
In terms of steering feeling, the earlier the timing of the steering reaction force and the larger the amplitude of the steering reaction force, the higher the stiffness in the vicinity of the hand in the steering system mechanism related to the transmission of force from the steering wheel to the vehicle body. The slower the timing of the reaction force, the more the parts are twisted and are finally transmitted to the car body after steering.
When sensory evaluation is shown in a specific part, 12 Hz gives the impression that the link mechanism from the steering wheel to the tire is hard, 6 Hz gives the impression that the shock absorber is hard, and 4 Hz gives the impression that the response on the body spring is improved. . The band that contributes to such a sensation is approximately 1 to 20 Hz. Therefore, correction may be made in one or a plurality of appropriately distributed frequency bands (three in this example) within the band of 1 to 20 Hz. By doing so, it is possible to arbitrarily characterize the vehicle such as in which part from the steering wheel to the tire and the vehicle body a hard impression is received.
In addition, what impression is received in which frequency band differs depending on the vehicle, and the above examples of 4, 6, and 12 Hz are merely examples.
In the present embodiment, the transmission system correction coefficients K1, K2, and K3 are individually set by the schedulers 65a, 65b, and 65c in accordance with the transmission system characteristic setting value P1 input to the transmission system scheduler 65.
That is, when the transmission system characteristic setting value P1 is 0, the transmission system characteristic setting value P1 is set so that the hardness of the link mechanism close to the hand is increased by mainly correcting the 12 Hz band. When 1, the correction of the 4 Hz band is mainly applied so that the response of the vehicle body relatively far from the hand is raised, and when the transmission system characteristic setting value P1 is an intermediate value of 0 to 1, The schedulers 65a, 65b, and 65c are mapped so that the hardness of the shock absorber is increased by mainly correcting the 6 Hz band.
Further, the transmission system characteristic setting unit 51 gives priority to the response of the vehicle body when the vehicle speed V is low, and produces a firm feeling by producing mechanical hardness at high speed, that is, when the vehicle speed V is low, the transmission system. A map is prepared in which the vehicle speed V and the transmission system characteristic setting value P1 are in one-to-one correspondence so that the transmission system characteristic setting value P1 decreases when the characteristic setting value P1 is large and high. The transmission system characteristic setting unit 51 calculates and outputs a transmission system characteristic setting value P1 for the vehicle speed V based on this map.
Since each map of the transmission system characteristic setting unit 51 and the transmission system scheduler 65 can be said to be a part that gives out the character of the vehicle, it may be appropriately adjusted according to the vehicle concept and the like.
By the way, although the assist controller 61 has been described as having no integrator so far, it may be configured to include an integrator that integrates the input torque deviation. FIGS. 12A to 12C show a configuration example of an assist controller including an integrator.
The assist controller 81 shown in FIG. 12A is the assist controller 61 shown in FIG.
In contrast, it includes an integrator. Therefore, the frequency characteristic of the assist controller 81 is such that the gain increases as the frequency decreases in a region of approximately 10 Hz or less, as indicated by a solid line in FIG.
The assist controller 81 includes an integral element, and generates a base assist command Tb * for controlling the motor 6 so that the input (deviation between the target steering torque Ts * and the steering torque Ts) becomes zero. Since the integration element is provided, it has a low frequency characteristic as shown in FIG. 12D, and by using this assist controller 81, the steering torque Ts can follow the target steering torque Ts * without a steady deviation. it can. However, by providing an integral element, if the reverse assist is required for turning back the steering, the integration accumulation up to that time acts in a direction that inhibits the reverse steering.
Therefore, in order to solve such a problem, an assist controller in which an integrator and a controller are separated may be configured. Specifically, an integrator 82a and a controller 82b can be connected in series as in the assist controller 82 shown in FIG. The controller 82b is an integrator (transfer function) obtained by extracting the integrator 82a from the assist controller 81 shown in FIG.
Further, like the assist controller 83 shown in FIG. 12C, the gain K83a is further extracted from the controller 82b shown in FIG. 12B and arranged before the integrator 82a, and the gain K83a, integrator 82a, controller A 83b serial structure is preferable. Since the controller 83b does not include the gain K83a and the integrator 82a, the frequency characteristics thereof are shown by a broken line in FIG. Further, the frequency characteristic of the series structure (that is, K / s) of the gain K83a and the integrator 82a is shown by a one-dot chain line in FIG.
The integrator 82a may be configured to apply an upper limit to the absolute value of the integral output. Specifically, as shown in FIGS. 12B and 12C, the steering torque Ts is input to the integrator 82a. The integrator 82a has a function as a so-called limiter for limiting the absolute value of its own integral output so as not to exceed a predetermined multiple of the absolute value of the steering torque Ts (corresponding to the integral upper limit value of the present invention). Make it.
Note that how to set the upper limit of the absolute value of the output of the integrator 82a can be determined as appropriate. In addition to the steering torque Ts, for example, the rotation angle of the steering wheel, the rotation angle of the motor 6, or the base assist command Tb Based on the state quantity such as * , the upper limit value may be set to increase as the state quantity increases.
In this way, by setting an upper limit on the absolute value of the integral output, it is possible to eliminate the accumulation of the integral value more than necessary due to the return of steering. Therefore, the steering hindrance in the turn-back direction due to integration value accumulation can be suppressed.
Returning to FIG. 3, the torque correction unit 31 in the vehicle control calculation unit 70 (correction unit 30) will be described. The torque correction unit 31 is means for realizing appropriate operation stability (appropriate vehicle motion characteristics) for the entire vehicle, and includes a first vehicle motion controller 71, a second vehicle motion controller 72, a vehicle system scheduler 73, and the like. The weighting unit 74 is provided.
The first vehicle motion controller 71 is for inputting two signals of the steering torque Ts and the motor speed ω to improve the convergence. Specifically, the convergence control mechanism described in Patent Document 2 is used. Can be applied. In other words, it is a technique for improving the convergence of the vehicle by reducing the abrupt return feeling when returning the steering wheel while maintaining the operational feeling when turning the steering wheel, and is based on the steering torque Ts and the motor speed ω. A compensation amount of 1 is generated. Since a specific method of generating the first compensation amount based on the steering torque Ts and the motor speed ω is disclosed in Patent Document 2, detailed description thereof is omitted here.
The second vehicle motion controller 72 is a controller for adjusting the motion characteristics on the spring. Specifically, the torque correction technique in the control mechanism described in Patent Document 3 can be applied. That is, based on the estimated load Tx indicating the sum of the base assist command Tb * and the steering torque Ts, a torque correction amount (second compensation) for correcting the base assist command Tb * to change the yaw response characteristic at the initial stage of steering. Amount). Since a specific method for generating the second compensation amount based on the estimated load Tx is disclosed in Patent Document 3, detailed description thereof is omitted here.
The compensation torque command Tr is obtained by weighting and adding the compensation amounts from the vehicle motion controllers 71 and 72 by the weighting unit 74. In this weighted addition, how to set the weight of each compensation amount is set by the vehicle system scheduler 73. The vehicle system scheduler 73 sets the weight of each compensation amount according to various vehicle motion characteristic setting values input from the vehicle motion characteristic setting unit 52.
The vehicle motion characteristic setting unit 52 uses the vehicle speed V as an argument to determine a vehicle motion characteristic set value (for example, yaw attenuation amount ζ and response speed (settling time) R) with respect to the vehicle speed V by map calculation, and to the vehicle system scheduler 73. Tell.
In the vehicle system scheduler 73, a map indicating weight distribution for realizing the yaw attenuation amount ζ and the settling time R is set in advance based on the result of sensory evaluation. Therefore, the vehicle system scheduler 73 calculates a first gain for increasing or decreasing the yaw rate attenuation by map calculation according to the vehicle motion characteristic setting value from the vehicle motion characteristic setting unit 52. This first gain indicates the weight of the first compensation amount.
The steady yaw rate corresponding to the vehicle speed V has been described using the formula (2) in the function description of the target generation unit 22 described above. However, if it is included up to the transient, the resonance frequency tends to increase or decrease in attenuation as the vehicle speed V increases. It is known to show. Since the decrease in attenuation feels uneasy when driving, the desired attenuation is realized by the convergence control by the first vehicle motion controller 71 so that the attenuation does not decrease. If it matches the driver's feeling, it will be adjusted so that the amount of attenuation will be the same even if the vehicle speed V changes, or so that the settling time when the hand is released from the state where the predetermined lateral acceleration is released will be the same. As a result, the response to the operation becomes uniform, and the vehicle can be made familiar.
In addition, the vehicle system scheduler 73 calculates a gain or responsiveness index corresponding to the vehicle speed V by map calculation according to the vehicle motion characteristic setting value from the vehicle motion characteristic setting unit 52, and uses this as a second value. Gain. This second gain indicates the weight of the second compensation amount.
The weighting unit 74 adds the first gain from the vehicle scheduler 73 to the first compensation amount from the first vehicle motion controller 71, and the second compensation from the second vehicle motion controller 72. By adding the second gain from the vehicle system scheduler 73 to the amount and adding each integration result, a correction torque command Tr is obtained as a result of weighted addition of each compensation amount.
As an operation example of the electric power steering system 1 of this embodiment configured as described above, FIG. 13 shows a state of convergence when the steering wheel is steered about 90 degrees from the neutral state and the hand is released. In FIG. 13, (a) shows the change in the steering wheel angle θs, (b) shows the change in the correction torque command Tr, and (c) shows the change in the steering torque Ts.
In each waveform of FIGS. 13A to 13C, the wavy line indicates a case where the base assist command Tb * from the base assist unit 20 is directly controlled as the assist torque command Ta (that is, without correction by the correction unit 30). Shows changes. In addition, the alternate long and short dash line indicates a change when the control is performed using the control configuration illustrated in FIG. That is, it is a control result in a control configuration that uses the steering torque Ts and the motor current Im corresponding to the final command value to estimate the road load while adding torque correction. A solid line indicates a change when controlled by the ECU 15 of the present embodiment.
As is apparent from FIG. 13, in the case of only the base assist (without correction), the correction for stabilizing the vehicle behavior is not performed, so that the vibration does not stop immediately and it takes time to converge. On the other hand, when the control configuration shown in FIG. 14 is used, the time required for convergence is shortened as compared with the case without correction. However, as described above, the control configuration of FIG. 14 uses the control output as a result of correction by the correction unit 130 when the base assist unit 120 generates the base assist command Tb *. 120 cancels the correction operation by the correction unit 130. That is, the base assist and the torque correction interfere with each other and sufficient convergence is not performed.
On the other hand, in the control mechanism (ECU 15) of the present embodiment, the base assist and the torque correction exist independently, and a two-degree-of-freedom system in which mutual command values are added is constructed. There is almost no influence of interference with torque correction, so that rapid convergence and convergence are realized.
As described above, according to the electric power steering system 1 (especially the ECU 15) of the present embodiment, the base assist unit 20 generates the base assist command Tb * corresponding to the road load, thereby receiving the reaction from the road surface during steering. Assist according to the force is performed, whereby a reaction force corresponding to the force applied to the tire side appears quasi-steadily on the steering wheel. Therefore, it becomes easy to grasp the state of the vehicle and the state of the road surface. Moreover, the correction | amendment part 30 can make an unstable behavior of a vehicle converge appropriately by producing | generating the correction | amendment torque instruction | command Tr for making a vehicle converge stably.
In this embodiment, the function of estimating the road surface load and setting the target steering torque Ts * according to the estimated load Tx is closed in one loop (base assist unit 20). It is separated. Therefore, the interference between the two can be minimized (or completely eliminated).
Thereby, the realization of the characteristic of the steering reaction force according to the road surface load by the base assist unit 20 and the realization of the appropriate operation stability (appropriate vehicle motion characteristic) as the entire vehicle by the correction unit 30 are made compatible. And the driving performance of the vehicle can be improved.
In this embodiment, the steering shaft 3 corresponds to the input shaft of the present invention, and the entire mechanism downstream of the steering shaft 3 (wheel 10 side) in the steering system mechanism 100 corresponds to the input transmission means of the present invention. The rotation sensor in the motor 6 corresponds to the steering speed information acquisition unit of the present invention, the base assist unit 20 corresponds to the basic assist amount generation unit of the present invention, and the correction unit 30 corresponds to the assist compensation amount generation unit of the present invention. The adder 41 corresponds to the assist amount correcting means of the present invention, the current FB section 42 corresponds to the motor driving means of the present invention, the load estimator 21 corresponds to the road load estimating means of the present invention, and the target The generator 22 corresponds to the target steering torque calculator of the present invention, and the basic assist amount calculator of the present invention is realized by the deviation calculator 23 and the controller unit 24. 61 corresponds to the basic command calculation means of the present invention, the weighting unit 66 in the controller unit 24 corresponds to the first weighting addition means of the present invention, and the first vehicle motion controller 71 and the second vehicle motion controller 72 are either Corresponds to the basic compensation amount calculation means of the present invention. The base assist command Tb * corresponds to the basic assist amount of the present invention, the correction torque command Tr corresponds to the assist compensation amount of the present invention, and the assist torque command Ta corresponds to the correction assist amount of the present invention. The output from 61 corresponds to the basic command of the present invention, the output from each vehicle motion controller 71, 72 corresponds to the basic compensation amount of the present invention, and each of the gains K1, K2 output from the transmission system scheduler 65. , K3 correspond to the first weighting setting command of the present invention.
For example, in the load estimator 21 shown in FIG. 4, the cutoff frequency of the LPF 21b is set to 10 Hz. However, this is merely an example, and which band is allowed to pass (which band is cut) can be appropriately determined. it can. The use of the LPF itself is not essential, and the configuration of the filter and the pass frequency band (cut-off frequency band) can be appropriately determined as long as desired frequency components can be passed (unnecessary components are cut off).
In the controller unit 24 shown in FIG. 7, the number of correction filters is set to three (each correction filter 62, 63, 64), and the number of schedulers constituting the transmission system scheduler 65 is set to three (each scheduler). 65a, 65b, 65c), the range of each gain K1, K2, K3 is set to −1 to +1, and the range of the transmission system characteristic setting value P1 is set to 0 to 1. Only.
Further, it is not essential to set the weights by the schedulers 65 and 73 according to the vehicle speed V. For example, the weight setting may be fixed in advance, or may be set according to a physical quantity / state quantity other than the vehicle speed V. It is also possible to appropriately determine what output characteristic each scheduler 65, 73 has to have with respect to the input characteristic setting value (that is, what characteristic map to have). In addition, the output characteristics of the characteristic setting sections 51 and 52 with respect to the vehicle speed V can be appropriately determined.
Further, it is not essential for the controller unit 24 to include the correction filters 62, 63, and 64, and the output from the assist controller 61 may be output as it is as the base assist command Tb *.
In addition, in the torque correction unit 31 shown in FIG. 3, it is not essential to provide a plurality of vehicle motion controllers (two in this example), and three or more controllers having different characteristics may be provided. You may make it provide only. When only one vehicle motion controller is provided, the output from the one vehicle motion controller may be output as the correction torque Tr as it is.
Further, as shown in FIG. 7, the controller unit 24 of the above embodiment is provided with one assist controller 61 as a base, and its output is corrected by each correction amount from the three correction filters 62, 63, 64. However, such a configuration is merely an example. For example, a plurality of assist controllers having different frequency characteristics may be provided, and their outputs may be weighted and added. As described above, a controller having the same performance as the controller unit 24 of the above embodiment can be realized by providing a plurality of assist controllers themselves without providing a correction filter. Of course, a plurality of assist controllers may be provided, and one or more correction filters may be provided.
Also, the configuration of the torque correction unit 31 shown in FIG. 3 is one example, and various other configurations can be adopted. For example, it is possible to adopt a configuration including a vehicle motion controller for convergence control designed with a slow settling time and a vehicle motion controller for convergence control designed with a fast settling time. In this case, the final settling time R [sec] according to the vehicle speed V is calculated based on a map in which the vehicle speed and the settling time are associated with each other, and what kind of distribution is made to the settling time R. Then, a map calculation is performed by the scheduler to determine whether the outputs of the two vehicle motion controllers should be added, and one gain Ka for weighting is obtained. Assuming that the output obtained by weighting for adjusting the settling time R is Sb, this Sb is obtained, for example, by the following equation (5) when the outputs of the two vehicle motion controllers are S1 and S2, respectively.
Sb = Ka · S1 + (1−Ka) × S2 (5)
In addition, an attenuation level ζ indicating how much the yaw resonance of the vehicle is suppressed by the vehicle speed V (how much damping is increased) is calculated based on a map in which the vehicle speed and the attenuation level are associated, and the attenuation level ζ is calculated. One gain Kb for weighting is obtained by performing map calculation by a scheduler that can be achieved. By multiplying this gain Kb by the aforementioned Sb, the final output Sx of the vehicle motion controller (here, convergence control) can be obtained.
In this example, the final settling time R is, for example, a shorter settling time R for faster convergence when the vehicle speed V is low, and a longer settling time R when the vehicle speed V is high. Good. By doing so, the steering wheel is returned quickly at a low speed, and at a high speed, the gentle convergence behavior contributes to the reduction of the rolling of the vehicle body in the roll direction. The damping level may be set to a larger value in order to cope with the increase in vehicle yaw vibration as the speed increases.
Moreover, in the said embodiment, although the brushless DC motor was used as the motor 6, using a brushless DC motor is an example to the last, for example, a DC motor with a brush may be used, and other various motors. Also good. When a brushed DC motor is used, the motor speed ω can be detected by using, for example, a rotation sensor such as an encoder, or by detecting a terminal voltage and a motor current of the motor and performing an estimation calculation from these detection results.
In the above embodiment, the motor 6 is provided with a rotation sensor, and the motor speed is detected by the rotation sensor. However, this is only an example, and where the rotation sensor is provided, which is necessary information. How to detect (rotational state of the motor 6 such as motor speed and motor rotation angle) can be determined as appropriate. Therefore, for example, when a brushed DC motor is used as the motor 6, the rotational state may be obtained by using a method for estimating the rotational state based on the current flowing through the motor 6.
In the above embodiment, the electric power steering system 1 has been described by taking as an example a so-called shaft assist type configuration in which the rotation of the intermediate shaft 5 is assisted by the motor 6, but this is also an example only. For example, the present invention can be applied to a so-called rack assist type which assists the reciprocating motion of the tie rod 8 (that is, the reciprocating motion of the rack in the steering gear box 7) with a motor. The present invention can be applied.
DESCRIPTION OF SYMBOLS 1 ... Electric power steering system, 2 ... Steering wheel, 3 ... Steering shaft, 4 ... Torque sensor, 5 ... Intermediate shaft, 6 ... Motor, 6a ... Deceleration mechanism, 7 ...
Steering gear box, 8 ... tie rod, 9 ... knuckle arm, 10 ... tire, 11 ... vehicle speed sensor, 20 ... base assist unit, 21 ... load estimator, 21a, 41, 66d, 66e ... adder, 21b ... LPF, 22 DESCRIPTION OF SYMBOLS ... Target generation part 23 ... Deviation calculator 24 ... Controller part 30 ... Correction part 31 ... Torque correction part 42 ... Current FB part 50 ... HMI part 51 ... Transmission system characteristic setting part 52 ... Vehicle motion Characteristic setting unit 60 ... Transmission control calculation unit 61,81,82,83 ... Assist controller 62 ... First correction filter 63 ... Second correction filter 64 ... Third correction filter 65 ... Transmission system scheduler 65a ... 1st scheduler, 65b ... 2nd scheduler, 65c ... 3rd scheduler, 66, 74 ... Weighting part, 66a ... 1st integrator, 66b ... 2nd Arithmetic unit 66c Third accumulator 70 Vehicle control operation unit 71 First vehicle motion controller 72 Second vehicle motion controller 73 Vehicle scheduler 82a Integrator 82b Controller 83a Gain K, 83b ... Controller, 100 ... Steering system mechanism
An input shaft coupled to the vehicle handle and rotating with the handle;
Input transmission means for steering the steering wheel by transmitting rotation of the input shaft to the steering wheel of the vehicle;
Steering torque detection means for detecting a steering torque that is a torque in a shaft rotation direction applied to the input shaft;
A motor for applying an assist steering force to assist the operation of the steering wheel when the steering wheel is steered by the operation of the steering wheel to the input shaft or the input transmission means;
An electric power steering control device that controls the assist steering force by controlling the motor,
Based on the steering torque detected by the steering torque detecting means, a basic assist amount for assisting the operation of the steering wheel is generated so that the steering torque changes according to a road load applied from the road surface to the steering wheel. Basic assist amount generating means for
Assist compensation amount generation for generating an assist compensation amount for correcting the basic assist amount calculated by the basic assist amount generation means so that the behavior of the steered wheel corresponds to a behavior characteristic set in advance. Means,
An assist amount correction unit that generates a correction assist amount by correcting the basic assist amount generated by the basic assist amount generation unit with the assist compensation amount generated by the assist compensation amount generation unit;
Motor drive means for driving the motor based on the correction assist amount from the assist amount correction means;
The basic assist amount generation means includes:
Road load estimation means for estimating the road load on the basis of the basic assist amount which is a generation result of the basic assist amount generation means itself and the steering torque detected by the steering torque detection means;
Target steering torque calculating means for calculating a target steering torque which is a target value of the steering torque based on the estimated load which is the road load estimated by the road load estimating means;
Basic assist amount calculation for calculating the basic assist amount for controlling the motor so that the steering torque detected by the steering torque detection means coincides with the target steering torque calculated by the target steering torque calculation means. Means,
The electric power steering control device according to claim 1,
The road surface load estimating means extracts a frequency band component set in advance from the sum of the basic assist amount and the steering torque, and outputs the extracted frequency band component as the estimated load. Electric power steering control device.
The electric power steering control device according to claim 2,
The electric power steering control device, wherein the frequency band is 10 Hz or less.
The electric power steering control device according to any one of claims 1 to 3,
The target steering torque calculating means calculates the target steering torque based on the estimated load estimated by the road load estimating means so that the target steering torque increases as the estimated load increases. Electric power steering control device.
The electric power steering control device according to claim 4,
The electric power steering control device, wherein the target steering torque calculating means calculates the target steering torque so that the target steering torque changes logarithmically with respect to the estimated load.
The electric power steering control device according to any one of claims 1 to 5,
The electric power steering system includes vehicle speed detecting means for detecting a vehicle speed that is a traveling speed of the vehicle,
The target steering torque calculating means calculates the target steering torque based on the vehicle speed detected by the vehicle speed detecting means so that the target steering torque increases as the vehicle speed increases. Control device.
The electric power steering control device according to claim 6,
The electric power steering control device, wherein the target steering torque calculating means calculates the target steering torque so that the target steering torque changes logarithmically with respect to the vehicle speed.
The electric power steering control device according to any one of claims 1 to 7,
The basic assist amount calculating means includes:
Deviation calculating means for calculating a torque deviation which is a difference between the steering torque detected by the steering torque detecting means and the target steering torque calculated by the target steering torque calculating means;
A basic command operation unit you calculating a basic command of the torque deviation corresponds to the basic assist amount such that 0 is calculated by the deviation calculation means,
Before Stories basic command computing means for said torque deviation inputted, the transfer function of the basic command output by the gain in the band below the predetermined frequency is configured to be larger than a predetermined level than 1 An electric power steering control device.
The electric power steering control device according to claim 8,
The basic command calculation means includes integration means for integrating and outputting the input torque deviation, and is configured to calculate the basic command so that the torque deviation becomes zero. Power steering control device.
The electric power steering control device according to claim 9,
The electric power steering control device, wherein the integration means is configured such that an absolute value of an output integration value is limited to a predetermined integration upper limit value or less.
The electric power steering control device according to claim 10,
The integral upper limit value is a state variable for setting the steering torque detected by the steering torque detection means, the rotation angle of the steering wheel, the rotation angle of the motor, or the basic assist amount generated by the basic assist amount generation means. As described above, the electric power steering control device is set such that the larger the setting state quantity is, the larger the value is.
The electric power steering control device according to any one of claims 8 to 11,
The electric power steering control device, wherein the predetermined frequency is 1 Hz.
The electric power steering control device according to any one of claims 8 to 12,
The electric power steering control device according to claim 1, wherein the predetermined level is 10 times.
The electric power steering control device according to any one of claims 8 to 13,
A plurality of the basic command calculation means having different frequency characteristics;
First weighting addition means for weighted addition of the basic commands from the plurality of basic command calculation means according to an input first weighting setting command;
The electric power steering control device according to any one of claims 1 to 14,
Steering speed information acquisition means for acquiring steering speed information which is information indicating the rotational speed of the motor directly or indirectly,
The assist compensation amount generation means includes the steering speed information acquired by the steering speed information acquisition means, the steering torque detected by the steering torque detection means, and the road load estimated by the road load estimation means. The electric power steering control device characterized in that the assist compensation amount for converging the behavior of the vehicle is generated based on at least one of them.
The electric power steering control device according to claim 15,
The assist compensation amount generating means calculates the basic compensation amount corresponding to the assist compensation amount for causing the converging behavior of the vehicle, comprising a plurality of basic compensation amount calculating means, calculating by the respective basic compensation amount calculating means An electric power steering control device configured to calculate a value obtained by weighting and adding each of the basic compensation amounts as the assist compensation amount.
JP2011192984A 2011-09-05 2011-09-05 Electric power steering control device Active JP5533822B2 (en)
JP2011192984A JP5533822B2 (en) 2011-09-05 2011-09-05 Electric power steering control device
US13/597,700 US8996251B2 (en) 2011-09-05 2012-08-29 Electric power-steering control device
DE201210215424 DE102012215424A1 (en) 2011-09-05 2012-08-30 Control device for an electric power steering
FR1258135A FR2979606B1 (en) 2011-09-05 2012-08-31 Device for controlling an electrical servo-direction
JP2013052793A JP2013052793A (en) 2013-03-21
JP5533822B2 true JP5533822B2 (en) 2014-06-25
ID=47710942
JP2011192984A Active JP5533822B2 (en) 2011-09-05 2011-09-05 Electric power steering control device
US (1) US8996251B2 (en)
JP (1) JP5533822B2 (en)
DE (1) DE102012215424A1 (en)
FR (1) FR2979606B1 (en)
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