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WO2014097541A1 - Dispositif de commande de direction et procédé de commande de direction - Google Patents

Dispositif de commande de direction et procédé de commande de direction Download PDF

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Publication number
WO2014097541A1
WO2014097541A1 PCT/JP2013/006884 JP2013006884W WO2014097541A1 WO 2014097541 A1 WO2014097541 A1 WO 2014097541A1 JP 2013006884 W JP2013006884 W JP 2013006884W WO 2014097541 A1 WO2014097541 A1 WO 2014097541A1
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WIPO (PCT)
Prior art keywords
steering
torque
assist torque
assist
steering torque
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2013/006884
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English (en)
Japanese (ja)
Inventor
祐香 片平
山村　智弘
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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Filing date
Publication date
Application filed by Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Publication of WO2014097541A1 publication Critical patent/WO2014097541A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B62D6/008—Control of feed-back to the steering input member, e.g. simulating road feel in steer-by-wire applications

Definitions

  • the present invention relates to a steering control device and a steering control method.
  • Patent Document 1 describes that the control for preventing lane departure is stopped when the own vehicle greatly deviates from the traveling lane and the lateral deviation amount with respect to the traveling lane becomes larger than the threshold value.
  • the subject of this invention is adjusting the timing at the time of giving assist torque to a steering mechanism according to a road curvature, and improving an operation feeling.
  • the steering control device detects the road curvature ahead of the own vehicle course, and turns in the turning direction in accordance with the road curvature at a predetermined forward position in order to turn along the own car course. Assist torque is applied to the steering mechanism. Further, when detecting the steering torque of the driver and controlling the assist torque in the turning direction, the front position is changed according to the direction and magnitude of the steering torque.
  • the front position is changed according to the direction and magnitude of the steering torque. Therefore, the timing when the assist torque is applied is adjusted, and the operation feeling is adjusted. Can be improved.
  • FIG. 2 is a schematic configuration of the controller 20. It is a map used for calculation of the steering angle ratio R according to the vehicle speed V. It is a map used for calculation of the steering angle ratio R according to the steering angle ⁇ s.
  • 3 is a block diagram showing an operation side motor control unit 22.
  • FIG. It is a flowchart which shows a steering reaction force setting process. It is a flowchart which shows the assist torque setting process of 1st Embodiment. It is a graph which shows the relationship between steering angle (theta) s and steering torque Ts. It is a figure which shows the relationship between the steering angle (theta) s according to the vehicle speed V, and the steering torque Ts.
  • FIG. 1 is a schematic configuration diagram of a steering device using steering-by-wire.
  • the steering wheel 1 is connected to a steering shaft 2, and steered wheels (steering wheels) 3L and 3R are connected to a pinion shaft 7 through a knuckle arm 4, a tie rod 5, and a rack and pinion 6 in this order.
  • the steering shaft 2 and the pinion shaft 7 are connected via a clutch 10 so as to be able to be interrupted. Therefore, in a state where the clutch 10 is connected (fastened), when the steering wheel 1 is rotated, the steering shaft 2, the clutch 10, and the pinion shaft 7 are rotated.
  • the rotational movement of the pinion shaft 7 is a forward and backward movement of the tie rod 5 by the rack and pinion 6, and the steered wheels 3L and 3R are steered through the knuckle arm 4.
  • a steered side motor 9 is connected to the pinion shaft 7.
  • the pinion shaft 7 rotates, so that the steered wheels 3L and 3R are rotated.
  • the steering angle ⁇ w of the steered wheels 3L and 3R is controlled by detecting the steering angle ⁇ s of the steering wheel 1 and drivingly controlling the steered side motor 9 according to the detected steering angle ⁇ s.
  • An operation side motor 8 is connected to the steering shaft 2. When the operation side motor 8 is driven in a state where the clutch 10 is disconnected, a reaction torque is applied to the steering shaft 2.
  • the reaction force received from the road surface when the steered wheels 3L and 3R are steered is detected or estimated, and the operation side motor 8 is driven and controlled in accordance with the detected or estimated reaction force, so that the driver can perform the steering operation.
  • an operation reaction force is applied.
  • the steering side motor 9 is driven and controlled while the clutch 10 is disengaged, and the operation side motor 8 is driven and controlled to execute steer-by-wire to realize desired steering characteristics and turning behavior characteristics. In addition, a good operation feeling is realized.
  • the steer-by-wire is stopped and the clutch 10 is returned to the engaged state as fail-safe to ensure mechanical backup.
  • the steered side motor 9 and the operation side motor 8 are driven and controlled by a controller 20 constituted by, for example, a microcomputer.
  • the controller 20 inputs various signals detected by the steering angle sensor 11, the turning angle sensor 12, the hub sensor 13, the vehicle speed sensor 14, the yaw rate sensor 15, the torque sensor 31, and the lateral acceleration sensor 32. Further, the controller 20 inputs various data from the front camera 33 and the navigation system 34.
  • the steering angle sensor 11 detects the steering angle ⁇ s of the steering shaft 2.
  • the steering angle sensor 11 detects, for example, rotation of a magnet built in a detection gear that rotates in synchronization with the steering shaft 2 by two MR (ferro-Magneto Resistance) elements, and a magnetic field accompanying rotation of the steering shaft 2.
  • the direction vector change is converted into an electric signal and input to the controller 20.
  • the controller 20 determines the steering angle ⁇ s of the steering shaft 2 from the input electric signal.
  • the steering angle sensor 11 detects right turn as a positive value and detects left turn as a negative value.
  • the turning angle sensor 12 detects the turning angle ⁇ w of the pinion shaft 7.
  • the turning angle sensor 12 detects, for example, rotation of a magnet built in a detection gear that rotates in synchronization with the pinion shaft 7 with two MR (ferro-Magneto®Resistance) elements, and accompanies the rotation of the pinion shaft 7.
  • the vector change in the magnetic field direction is converted into an electrical signal and input to the controller 20.
  • the controller 20 determines the turning angle ⁇ w of the pinion shaft 7 from the input electrical signal.
  • the turning angle sensor 12 detects a right turn as a positive value and a left turn as a negative value.
  • the hub sensor 13 detects the tire lateral force Fy.
  • the hub sensor 13 is provided in each hub unit of the left and right wheels, and converts, for example, a change in displacement difference between the inner ring and the outer ring in a bearing in the hub unit into an electric signal using a hall element and a magnetized encoder. Input to the controller 20.
  • the controller 20 determines the tire lateral force from the input electrical signal.
  • the tire lateral force Fy is a total value of the tire lateral forces of the left and right wheels detected by the hub sensor 13.
  • the vehicle speed sensor 14 detects a vehicle body speed (hereinafter referred to as a vehicle speed) V.
  • This vehicle speed sensor 14 is provided, for example, in a driven gear on the output side of the transmission, detects the magnetic lines of force of the sensor rotor by a detection circuit, converts the change in the magnetic field accompanying the rotation of the sensor rotor into a pulse signal, and inputs it to the controller 20. To do.
  • the controller 20 determines the vehicle speed V from the input pulse signal.
  • the yaw rate sensor 15 detects the yaw rate ⁇ of the vehicle body.
  • the yaw rate sensor 15 is provided on a body on a spring, and vibrates a vibrator made of, for example, a crystal tuning fork with an alternating voltage, and converts the distortion amount of the vibrator caused by the Coriolis force at the time of angular velocity input into an electric signal. Input to the controller 20.
  • the controller 20 determines the yaw rate ⁇ of the vehicle from the input electric signal.
  • the yaw rate sensor 15 detects right turn as a positive value and detects left turn as a negative value.
  • the torque sensor 31 detects the torque Ts input to the steering shaft 2.
  • the torque sensor 31 detects the torsion angle of the torsion bar interposed between the input side and the output side of the steering shaft 2 with, for example, a Hall element, and generates magnetic flux as a relative angular displacement between the multipolar magnet and the yoke. The change in density is converted into an electrical signal and input to the controller 20.
  • the torque sensor 31 detects the right steering of the driver as a positive value and detects the left steering as a negative value.
  • the lateral acceleration sensor 32 detects the lateral acceleration of the vehicle.
  • the lateral acceleration sensor 9 detects, for example, the displacement of the movable electrode relative to the fixed electrode as a change in capacitance, and converts it into a voltage signal proportional to the lateral acceleration and inputs it to the controller 6.
  • the controller 6 determines the lateral acceleration from the input voltage signal.
  • the controller 20 inputs each detection signal directly from sensors, it is not limited to this.
  • the controller 20 is connected to another control unit, and receives various data via an in-vehicle communication network (in-vehicle LAN) such as CSMA / CA multiplex communication (CAN: Controller Area Network) or Flex Ray. May be.
  • the front camera 33 images the front of the vehicle body.
  • the front camera 33 is composed of, for example, a CCD wide-angle camera provided in the upper part of the front window in the vehicle interior, and inputs imaged image data in front of the vehicle body to the controller 20.
  • the navigation system 17 recognizes the current position of the host vehicle and road information at the current position.
  • This navigation system 17 has a GPS receiver, and recognizes the position (latitude, longitude, altitude) of the host vehicle and the traveling direction based on the time difference between radio waves arriving from four or more GPS satellites. Then, the road information including the road type, road alignment, lane width, vehicle traffic direction, etc. stored in the DVD-ROM drive or hard disk drive is referred to, and the road information at the current position of the host vehicle is recognized. input.
  • DSSS Driving Safety Support Systems
  • two-way wireless communication DSRC: Dedicated Short Range Communication
  • FIG. 2 is a schematic configuration of the controller 20.
  • the controller 20 includes a steered side motor control unit 21 that drives and controls the steered side motor 9, and an operation side motor control unit 22 that drives and controls the operation side motor 8.
  • the steering angle ratio R is determined, for example, in the following manner. For example, the steering angle ratio R is calculated according to the vehicle speed V with reference to the map of FIG. FIG.
  • the steering angle ratio R decreases as the vehicle speed V decreases. Therefore, at the time of stationary driving or low speed traveling, a large turning angle ⁇ w can be obtained with a small steering angle ⁇ s, so that the operation burden on the driver is reduced. On the other hand, during high speed traveling, the change in the steering angle ⁇ w with respect to the change in the steering angle ⁇ s is suppressed, so that sensitive vehicle behavior is suppressed and traveling stability is ensured.
  • the steering angle ratio R may be calculated according to the steering angle ⁇ s with reference to the map of FIG. FIG. 4 is a map used for calculating the steering angle ratio R according to the steering angle ⁇ s. According to this map, the steering angle ratio R increases as the steering angle ⁇ s decreases. Therefore, as the steering angle ⁇ s is further increased, a larger turning angle ⁇ w is obtained, so that the operation burden on the driver is reduced. On the other hand, in a scene such as when traveling substantially straight, the change in the turning angle ⁇ w with respect to the change in the steering angle ⁇ s is suppressed, so that a sensitive vehicle is suppressed and traveling stability is ensured.
  • the steering angle ratio R may be determined according to both the vehicle speed V and the steering angle ⁇ s.
  • the steering angle ratio Rv corresponding to the vehicle speed V and the steering angle ratio Rs corresponding to the steering angle ⁇ s are individually calculated, and an average of these is calculated or added after weighting each.
  • the final steering angle ratio R may be determined.
  • the target turning angle ⁇ w * is calculated according to the steering angle ⁇ s and the steering angle ratio R, and the turning angle ⁇ w is included in the target turning angle ⁇ w *.
  • the driving of the steered side motor 9 is controlled using a robust model matching method or the like.
  • FIG. 5 is a block diagram showing the operation side motor control unit 22.
  • the operation side motor control unit 22 includes a steering reaction force setting unit 23, an assist torque setting unit 24, an addition unit 25, and a drive control unit 26.
  • the steering reaction force setting unit 23 sets a steering reaction force TR for the driver's steering operation.
  • the assist torque setting unit 24 sets an assist torque TA for turning along the own vehicle path.
  • the adding unit 25 adds the steering reaction force TR and the assist torque TA to set the final drive torque TD.
  • the drive control unit 26 drives and controls the operation side motor 8 according to the drive torque TD.
  • FIG. 6 is a flowchart showing the steering reaction force setting process.
  • step S101 the steering speed d ⁇ s is calculated by differentiating the steering angle ⁇ s with respect to time.
  • the angular term torque TRa is calculated by multiplying the steering angle ⁇ s by the gain Ka.
  • TRa Ka ⁇ ⁇ s (1)
  • the speed term torque TRs is calculated by multiplying the steering speed d ⁇ s by the gain Ks as shown in the following equation (2).
  • TRs Ks ⁇ d ⁇ s (2)
  • the steering reaction force Tr is calculated by adding the angular torque TRa and the speed term torque TRs as shown in the following equation (3).
  • TR TRa + TRs (3)
  • the road surface friction coefficient ⁇ is calculated based on the vehicle speed V, the yaw rate ⁇ , and the lateral acceleration Yg, for example. Further, the road surface friction coefficient ⁇ may be estimated according to the relationship between the braking / driving force of each wheel and the slip ratio, and if the road surface friction coefficient ⁇ is available from the infrastructure, it may be used.
  • an upper limit value TL of the steering reaction force is calculated based on the vehicle speed V, the steering angle ⁇ s, and the road surface friction coefficient ⁇ .
  • the smaller one of the steering reaction force TR and the upper limit value TL is calculated as the final steering reaction force TR, and then the process returns to a predetermined main program. The above is the steering reaction force setting process.
  • FIG. 7 is a flowchart showing the assist torque setting process of the first embodiment.
  • first threshold values Te1 and Tt1 for the steering torque Ts when the assist torque TA is controlled are set.
  • the first threshold Te1 is a threshold for determining that the assist torque TA is too early, and is set to about ⁇ 1 Nm, for example.
  • the first threshold value Tt1 is a threshold value for determining that the assist torque TA is too slow, and is set to about ⁇ 1 Nm, for example.
  • These first threshold values Te1 and Tt1 may not be the same value.
  • FIG. 8 is a graph showing the relationship between the steering angle ⁇ s and the steering torque Ts.
  • the relationship between the steering angle ⁇ s and the steering torque Ts is expressed by coordinates with the steering angle ⁇ s as the horizontal axis and the steering torque Ts as the vertical axis, with the right turn being a positive value and the left turn being a negative value.
  • the characteristic line Ln shows the relationship between the steering angle ⁇ s and the steering torque Ts when a steering operation is performed with a conventional steering mechanism that does not apply the assist torque TA.
  • the steering angle ⁇ s is increased in the positive direction from 0 (initial steering angle), and when the steering torque Ts is decreased in the negative direction, the steering angle is increased. ⁇ s decreases from 0 in the negative direction.
  • the absolute value of the steering angle ⁇ s is increased, a relatively large steering torque Ts is required at the initial stage of the steering operation.
  • a steering angle ⁇ s for traveling along a curve is set as a required steering angle
  • a steering torque Ts for obtaining the required steering angle is set as a required torque
  • this required torque is set as an assist torque TA.
  • the required steering angle is achieved even when the steering torque Ts of the driver is zero.
  • a relationship between the steering angle ⁇ s and the steering torque Ts in a state where the assist torque TA is applied is indicated by a characteristic line La.
  • This characteristic line La is obtained by translating the characteristic line Ln in the positive direction along the horizontal axis by the required steering angle. According to this characteristic line La, when the steering torque Ts is increased from 0 to the positive direction, the steering angle ⁇ s is increased from the required steering angle to the positive direction, and when the steering torque Ts is decreased from 0 to the negative direction, the steering angle is increased. ⁇ s decreases in the negative direction from the required steering angle.
  • the characteristic line Ls shows the relationship between the steering angle ⁇ s and the steering torque Ts when the control of the assist torque TA in the positive direction and the steering operation of the driver are performed substantially simultaneously (synchronously).
  • the driver performs the steering operation himself in hope of increasing the steering angle ⁇ s in the positive direction.
  • the assist torque TA is controlled almost simultaneously with the steering angle Ts, the steering torque Ts becomes substantially 0, and the steering is performed as it is.
  • the angle ⁇ s increases in the positive direction and the required steering angle is achieved.
  • the assist torque TA in the turning direction is controlled substantially simultaneously with the driver's steering operation, the steering torque Ts becomes substantially zero.
  • the relationship between the steering angle ⁇ s and the steering torque Ts when the driver feels too early for the control of the assist torque TA in the positive direction is indicated by a characteristic line Le.
  • this characteristic line Le when the assist torque TA in the positive direction starts to be applied, the driver does not yet want to increase the steering angle ⁇ s in the positive direction, so the steering is held against the assist torque TA in the positive direction. Therefore, the direction of the steering torque Ts is generated in the negative direction.
  • the driver wants to increase the steering angle ⁇ s in the positive direction, so this time, the steering torque Ts in the negative direction is relaxed and the assist torque TA is followed (or left).
  • the steering torque Ts in the negative direction increases in the positive direction along the characteristic line La and eventually becomes 0, and at this time, the necessary steering angle is achieved.
  • the direction of the steering torque Ts is opposite to the turning direction. Therefore, in this embodiment, when the direction of the steering torque Ts is opposite to the turning direction and the absolute value of the steering torque Ts is equal to or greater than the first threshold value Te1, the driver is quicker than the control of the assist torque TA. Judge that you feel too much.
  • the relationship between the steering angle ⁇ s and the steering torque Ts when the driver feels that the driver is too slow with respect to the control of the assist torque TA in the forward direction is indicated by a characteristic line Lt.
  • the driver since the driver desires to increase the steering angle ⁇ s in the positive direction before the assist torque TA, the driver himself increases the steering torque Ts in the positive direction. At this time, the steering torque Ts increases in the positive direction along the characteristic line Ln.
  • the positive assist torque TA starts to be applied, so that the positive steering torque Ts is relaxed and the assist torque TA is followed (or left).
  • the steering angle ⁇ s tends to overshoot beyond the necessary steering angle. Accordingly, since the correction steering is performed to return the steering angle ⁇ s by the excessive amount, the forward steering torque Ts decreases along the characteristic line La and eventually becomes 0, and the necessary steering angle is achieved at this time. .
  • the direction of the steering torque Ts is the same as the turning direction. Therefore, in the present embodiment, when the direction of the steering torque Ts is the same as the turning direction and the absolute value of the steering torque Ts is equal to or greater than the first threshold value Tt1, the driver is delayed with respect to the control of the assist torque TA. Judge that you feel too much.
  • the above is the relationship between the assist torque TA and the steering torque Ts regarding the setting of the first thresholds Te1 and Tt1.
  • the vehicle speed V is read.
  • the threshold values Te1 and Tt1 are adjusted according to the vehicle speed V.
  • the absolute values of the thresholds Te1 and Tt1 are adjusted to a larger value as the vehicle speed V is higher, and the absolute values of the thresholds Te1 and Tt1 are adjusted to a smaller value as the vehicle speed V is lower. This is because in order to obtain the same steering angle ⁇ s while traveling, a larger steering torque Ts is required as the vehicle speed V is higher.
  • FIG. 9 is a diagram showing the relationship between the steering angle ⁇ s and the steering torque Ts according to the vehicle speed V.
  • the steering torque Ts is about 1.0 Nm when the vehicle speed V is about 100 km / h, but the steering torque Ts is about 1.3 Nm when the vehicle speed V is about 120 km / h.
  • the steering torque Ts is about 0.7 Nm. Therefore, the absolute values of the threshold values Te1 and Tt1 are adjusted to larger values as the vehicle speed V is higher, and the absolute values of the threshold values Te1 and Tt1 are adjusted to smaller values as the vehicle speed V is lower.
  • the road surface friction coefficient ⁇ is acquired.
  • the road surface friction coefficient ⁇ is calculated based on the vehicle speed V, the yaw rate ⁇ , and the lateral acceleration Yg. Further, the road surface friction coefficient ⁇ may be estimated according to the relationship between the braking / driving force of each wheel and the slip ratio, and if the road surface friction coefficient ⁇ is available from the infrastructure, it may be used.
  • the threshold values Te1 and Tt1 are adjusted according to the road surface friction coefficient ⁇ .
  • the absolute values of the threshold values Te1 and Tt1 are adjusted to smaller values as the road surface friction coefficient ⁇ is lower, and the absolute values of the threshold values Te1 and Tt1 are adjusted to larger values as the road surface friction coefficient ⁇ is higher. This is because, in order to obtain the same steering angle ⁇ s, a smaller steering torque Ts is required as the road surface friction coefficient ⁇ is lower.
  • FIG. 10 is a diagram showing the relationship between the steering angle ⁇ s and the steering torque Ts according to the road surface friction coefficient ⁇ .
  • the steering torque Ts is about 1.0 Nm on a normal road surface with a high road surface friction coefficient ⁇ such as a dry road, for example, a rainy road, a snowy road, a frozen road, etc.
  • the road surface is a slippery road surface having a low friction coefficient ⁇
  • the steering torque Ts is about 0.7 Nm.
  • the absolute values of the threshold values Te1 and Tt1 are adjusted to smaller values as the road surface friction coefficient ⁇ is lower, and the absolute values of the threshold values Te1 and Tt1 are adjusted to larger values as the road surface friction coefficient ⁇ is higher.
  • the road curvature ⁇ at the forward position X is detected.
  • the forward position X is a distance from the host vehicle.
  • it is calculated from image data picked up by the front camera 33, or acquired based on the current position of the host vehicle recognized by the navigation system 17 and road information at the current position.
  • the assist torque TA is set according to the road curvature ⁇ at the forward position X.
  • the required steering angle corresponding to the road curvature ⁇ of the forward position X is calculated, for example, the required torque required to achieve the required steering angle is calculated according to the above-described characteristic line Ln, and this required torque amount is calculated.
  • the assist torque TA is output to the adding unit 25.
  • the drive control unit 26 drives and controls the operation side motor 8 according to the final drive torque TD obtained by adding the steering reaction force TR and the assist torque TA.
  • the steering torque Ts is read.
  • step S120 the signs of the steering torque Ts and the road curvature ⁇ are determined, and it is determined whether or not the direction of the steering torque Ts and the direction of the road curvature ⁇ are opposite.
  • the steering torque Ts and the road curvature ⁇ are in the opposite directions, it is determined that the application of the assist torque TA is earlier than the driver's steering operation, and the process proceeds to step S121.
  • the steering torque Ts and the road curvature ⁇ are in the same direction, it is determined that the application of the assist torque TA is later than the steering operation by the driver, and the process proceeds to step S123.
  • step S121 it is determined whether or not the absolute value of the steering torque Ts is greater than or equal to the absolute value of the first threshold Te1.
  • the determination result is “
  • the determination result is “
  • step S122 in order to delay the timing for applying the assist torque TA, the front position X at which the road curvature ⁇ is read is corrected to the front.
  • a position (X ⁇ X) that is closer to the front by a predetermined distance ⁇ X from the front position X is corrected to a new front position X and then returned to a predetermined main program.
  • the corrected road curvature ⁇ at the forward position X is read.
  • the forward position X is changed by a predetermined allowable amount per unit time.
  • step S123 it is determined whether or not the absolute value of the steering torque Ts is greater than or equal to the absolute value of the first threshold value Tt1 described above.
  • the determination result is “
  • the determination result is “
  • the driver does not feel that it is too late with respect to the timing of applying the assist torque TA, and the predetermined main program is directly executed.
  • step S124 the forward position X at which the road curvature ⁇ is read is corrected far away in order to advance the timing for applying the assist torque TA.
  • a position (X + ⁇ X) that is far away from the front position X by a predetermined distance ⁇ X is corrected to a new front position X and then returned to a predetermined main program.
  • the corrected road curvature ⁇ at the forward position X is read.
  • the forward position X is changed by a predetermined allowable amount per unit time.
  • a road curvature ⁇ at a predetermined forward position X is read (step S116), and an assist torque TA corresponding to the road curvature ⁇ is set (step S117). Since the assist torque TA corresponds to the necessary torque for obtaining the necessary steering angle according to the road curvature ⁇ , by outputting the assist torque TA (step S118), the driver's steering torque Ts is made substantially zero. Can also achieve the required steering angle. That is, it is possible to reduce the operation burden since the vehicle can turn along the own vehicle path while only putting a hand on the steering wheel 1.
  • the timing for applying the assist torque TA according to the road curvature ⁇ is optimized. That is, the timing of the assist torque TA is adjusted when the driver feels too early or too late with respect to the timing of applying the assist torque TA.
  • FIG. 11 is a time chart showing the assist torque TA and the steering torque Ts when the driver feels too early.
  • the driver does not yet want to increase the steering angle ⁇ s in the positive direction, so that the steering torque Ts is maintained in order to keep the steering against the positive assist torque TA.
  • the direction of is generated in the negative direction. That is, the direction of the steering torque Ts is opposite to the turning direction (the determination in step S120 is “Yes”).
  • the forward position X for reading the road curvature ⁇ is corrected to a position (X ⁇ X) closer to the front by ⁇ X (step S122).
  • the road curvature ⁇ at the forward position X after correction is read.
  • the assist torque TA decreases, and the steering torque Ts against the assist torque TA also decreases.
  • the corrected forward position X and the forward position of the driver's gaze substantially coincide, that is, when the timing of the assist torque TA substantially coincides with the driver's feeling, the steering torque Ts becomes substantially zero. Thereafter, even if the assist torque TA increases or decreases according to the road curvature ⁇ , the steering torque Ts remains substantially zero as long as the timing substantially matches the driver's feeling.
  • the timing when the assist torque TA is applied by correcting the forward position X for reading the road curvature ⁇ to the front. Can be delayed and optimized.
  • the assist torque TA is applied almost simultaneously with the driver's steering operation, so that the vehicle can turn along the vehicle's own course while the hand is touching the steering wheel 1. Therefore, the operation burden can be reduced and the operation feeling can be improved. Even if the forward position X is brought closer to the front by ⁇ X, when the absolute value of the steering torque Ts is still equal to or larger than the absolute value of the first threshold Te1, the front position X is further brought closer to the front by ⁇ X.
  • FIG. 12 is a time chart showing the assist torque TA and the steering torque Ts when the driver feels too late.
  • the driver himself increases the steering torque Ts in the positive direction before the assist torque TA. That is, the direction of the steering torque Ts is the same as the turning direction (determination in step S120 is “No”).
  • the steering torque Ts in the positive direction becomes equal to or greater than the first threshold value Tt1 (determination in step S123 is “Yes”), it is determined that the driver feels too late with respect to the application of the assist torque TA. .
  • the front position X where the road curvature ⁇ is read is corrected to a position (X + ⁇ X) far away by ⁇ X (step S124).
  • the road curvature ⁇ at the forward position X after correction is read.
  • the assist torque TA starts to be applied and increases, so that the driver follows (trusts) the assist torque TA and the steering torque Ts decreases.
  • the corrected forward position X substantially coincides with the forward position of the driver's gaze, that is, when the assist torque TA timing substantially coincides with the driver's feeling, the steering torque Ts becomes substantially zero. Thereafter, even if the assist torque TA increases or decreases according to the road curvature ⁇ , the steering torque Ts remains substantially zero as long as the timing substantially matches the driver's feeling.
  • the timing when the assist torque TA is applied by correcting the forward position X for reading the road curvature ⁇ in the distance. Can be optimized early.
  • the assist torque TA is applied almost simultaneously with the driver's steering operation, so that the vehicle can turn along the vehicle's own course while the hand is touching the steering wheel 1. Therefore, the operation burden can be reduced and the operation feeling can be improved.
  • the front position X is moved away by ⁇ X, when the absolute value of the steering torque Ts is still equal to or larger than the absolute value of the first threshold value Tt1, the front position X is further moved away by ⁇ X.
  • the distance is corrected by ⁇ X in the distance. Therefore, since the adjustment of the front position X is continuously performed until the absolute value of the steering torque Ts becomes less than the absolute value of the first threshold value Tt1, the timing when the assist torque TA is applied can be optimized. .
  • the configuration applied to steering-by-wire has been described.
  • the present invention is not limited to this, and may be applied to any other configuration as long as the assist torque TA can be applied to the steering mechanism.
  • the present embodiment may be applied to an electric power steering device.
  • the present invention can be applied even when electric power steering control is executed by at least one of the operation side motor 8 or the steered side motor 9 when the clutch 10 is connected in a fail-safe manner.
  • the configuration in which the steering reaction force TR and the assist torque TA are added to set the final drive torque TD has been described, but the present invention is not limited to this.
  • the driver may select one of the steering reaction force TR set by the steering reaction force setting unit 23 and the assist torque TA set by the assist torque setting unit 24 by a switch operation. According to this, the driver can arbitrarily select whether to execute normal steering-by-wire control or to perform assist control that applies assist torque TA along the curve.
  • the front position X is changed according to the direction and magnitude of the steering torque Ts, but is not limited to this. That is, according to the direction and magnitude of the steering torque Ts, either the road curvature ⁇ or the assist torque TA may be directly changed so as to be the same as when the front position X is changed. According to this, the same effect as the case where the front position X is changed according to the direction and magnitude of the steering torque Ts can be obtained.
  • the processing in step S116 corresponds to the “curvature detection unit”
  • step S119 corresponds to the “torque detection unit”
  • the processing in steps S117, S118, and S120 to S124 corresponds to the “assist control unit”.
  • the process of step S112 corresponds to the “vehicle speed detection unit”
  • the process of step S114 corresponds to the “friction coefficient acquisition unit”.
  • the assist torque TA in the turning direction is applied to the steering mechanism
  • the front position X from which the road curvature ⁇ is read is changed according to the direction and magnitude of the steering torque Ts, so the assist torque TA is applied. Timing can be optimized and operational feeling can be improved.
  • the steering torque Ts when shifting from straight traveling to curve traveling, the steering torque Ts is opposite to the turning direction, and the absolute value of the steering torque Ts is greater than or equal to a predetermined first threshold value Te1.
  • the front position X is changed to a position close to the host vehicle.
  • the driver feels that the driver is too early with respect to the timing for applying the assist torque TA. Can be judged. Therefore, by changing the front position X to a position close to the host vehicle and delaying the timing for applying the assist torque TA, the timing for applying the assist torque TA can be optimized and the operation feeling can be improved. .
  • the steering torque Ts when shifting from straight traveling to curve traveling, the steering torque Ts is the same as the turning direction, and the absolute value of the steering torque Ts is greater than or equal to a predetermined first threshold value Tt1.
  • the front position X is changed to a position far from the host vehicle.
  • the driver feels that the driver is too late with respect to the timing for applying the assist torque TA. Can be judged. Therefore, by changing the front position X to a position far from the host vehicle and accelerating the timing for applying the assist torque TA, the timing for applying the assist torque TA can be optimized and the operation feeling can be improved. .
  • the front position X is changed by a predetermined allowable amount per unit time.
  • a sudden change of the front position X can be suppressed by changing the unit time value by a predetermined allowable amount. Therefore, since the sudden change in the assist torque TA can be suppressed, the driver does not feel uncomfortable.
  • the front position X is changed by a predetermined distance ⁇ X. As described above, when the front position X is changed, the front position X is changed by the predetermined distance ⁇ X, so that the front position X can be prevented from being changed unnecessarily. That is, when the timing for applying the assist torque TA is delayed, the excessive response of the front position X being too close to the front or the front position X being too far away when the timing for applying the assist torque TA is advanced is suppressed. it can.
  • the first threshold values Te1 and Tt1 are set to larger values as the vehicle speed V is higher.
  • the first threshold values Te1 and Tt1 that are optimal for the traveling scene can be set by setting the first threshold values Te1 and Tt1 to larger values as the vehicle speed V increases.
  • the first threshold values Te1 and Tt1 are set to smaller values as the road surface friction coefficient ⁇ is lower.
  • the first threshold values Te1 and Tt1 that are optimal for the traveling scene can be set by setting the first threshold values Te1 and Tt1 to smaller values as the road surface friction coefficient ⁇ is lower.
  • FIG. 13 is a flowchart illustrating assist torque setting processing according to the second embodiment.
  • step S122 in the first embodiment described above is changed to a process in new step S201, and the processes in other steps S111 to S121, S123, and S124 are the same as those in the first embodiment described above. Since it is the same, detailed description is omitted about a common part.
  • step S201 the assist torque TA at that time is maintained for a predetermined time ⁇ t. Thereafter, in order to delay the timing of applying the assist torque TA, the front position X at which the road curvature ⁇ is read is corrected to the front. That is, as shown below, a position (X ⁇ X) that is closer to the front by a predetermined distance ⁇ X from the front position X is corrected to a new front position X and then returned to a predetermined main program. In the subsequent calculation, the corrected road curvature ⁇ at the forward position X is read. In order to avoid a sudden change in the forward position X, the forward position X is changed by a predetermined allowable amount per unit time. X ⁇ X- ⁇ X The above is the assist torque setting process of the second embodiment.
  • FIG. 14 is a time chart showing the assist torque TA and the steering torque Ts when the driver feels too early in the second embodiment.
  • the assist torque TA in the positive direction starts to be applied, the driver does not yet want to increase the steering angle ⁇ s in the positive direction, so that the steering torque Ts is maintained in order to keep the steering against the positive assist torque TA.
  • the direction of is generated in the negative direction. That is, the direction of the steering torque Ts is opposite to the turning direction (the determination in step S120 is “Yes”).
  • the assist torque TA at that time is first maintained for ⁇ t. Thereafter, in order to delay the timing of applying the assist torque TA, the forward position X at which the road curvature ⁇ is read is corrected to a position closer to the front by ⁇ X (X ⁇ X) (step S201).
  • the road curvature ⁇ at the forward position X after correction is read.
  • the assist torque TA is fixed, the increase / decrease in the assist torque TA before and after ⁇ t is suppressed, and the influence on the operation feeling is reduced.
  • the assist torque TA decreases, so the steering torque Ts against it also decreases.
  • the corrected forward position X substantially coincides with the forward position of the driver's gaze, that is, when the assist torque TA timing substantially coincides with the driver's feeling
  • the steering torque Ts becomes substantially zero. Thereafter, even if the assist torque TA increases or decreases according to the road curvature ⁇ , the steering torque Ts remains substantially zero as long as the timing substantially matches the driver's feeling.
  • the assist torque TA at that time is first maintained for a certain time ⁇ t, and then the forward position X from which the road curvature ⁇ is read is set in front.
  • the assist torque TA is applied almost simultaneously with the driver's steering operation, so that the vehicle can turn along the vehicle's own course while the hand is touching the steering wheel 1. Therefore, the operation burden can be reduced and the operation feeling can be improved.
  • the assist torque TA at the time when the absolute value of the steering torque Ts becomes equal to or greater than the first threshold Te1 is determined in advance.
  • the front position X is changed to a position close to the host vehicle.
  • the assist torque TA at the time when the absolute value of the steering torque Ts becomes equal to or greater than the first threshold Te1 is maintained for a predetermined time ⁇ t, and then the front position X is corrected forward, thereby assist torque. While suppressing increase / decrease of TA, the timing which gives it can be delayed and optimized, and operation feeling can be improved.
  • FIG. 15 is a flowchart illustrating assist torque setting processing according to the third embodiment.
  • the processing in steps S121 to S124 in the first embodiment described above is changed to the processing in new steps S301 to S312.
  • the processing in other steps S111 to S120 is the same as that in the first embodiment described above. Since it is the same, detailed description is omitted about a common part.
  • step S301 it is determined whether or not the absolute value of the steering torque Ts is greater than or equal to the absolute value of the first threshold Te1.
  • the determination result is “
  • the determination result is “
  • step S302 in order to delay the timing at which the assist torque TA is applied, the forward position X at which the road curvature ⁇ is read is corrected so as to be gradually closer to the front.
  • the amount is changed by a predetermined allowable amount per unit time, and after returning to the predetermined main program, a new forward position X is set.
  • the correction flag fc is a flag indicating whether or not the correction is performed on the front position X.
  • step S305 it is determined whether or not the absolute value of the steering torque Ts is greater than or equal to a predetermined second threshold Te2 within a range smaller than the absolute value of the first threshold Te1.
  • the second threshold value Te2 is a value that does not cause hunting even when the adjustment of the assist torque TA is stopped at that value, and is, for example, about ⁇ 0.6 Nm.
  • the determination result is “
  • the process proceeds to step S302.
  • step S307 it is determined whether or not the absolute value of the steering torque Ts is greater than or equal to the absolute value of the first threshold value Tt1.
  • the determination result is “
  • the determination result is “
  • step S308 in order to delay the timing at which the assist torque TA is applied, the forward position X at which the road curvature ⁇ is read is increased and corrected so as to gradually move away.
  • the amount is changed by a predetermined allowable amount per unit time, and after returning to the predetermined main program, a new forward position X is set.
  • the correction flag fc is a flag indicating whether or not the correction is performed on the front position X.
  • step S311 it is determined whether or not the absolute value of the steering torque Ts is greater than or equal to a predetermined second threshold value Tt2 within a range smaller than the absolute value of the first threshold value Tt1.
  • the second threshold value Tt2 is a value that does not cause hunting even if adjustment of the assist torque TA is stopped at that value, and is, for example, about ⁇ 0.6 Nm.
  • the determination result is “
  • the process proceeds to step S308.
  • FIG. 16 is a time chart showing the assist torque TA and the steering torque Ts when the driver feels too early in the third embodiment.
  • the assist torque TA in the positive direction starts to be applied, the driver does not yet want to increase the steering angle ⁇ s in the positive direction, so that the steering torque Ts is maintained in order to keep the steering against the positive assist torque TA.
  • the direction of is generated in the negative direction. That is, the direction of the steering torque Ts is opposite to the turning direction (the determination in step S120 is “Yes”).
  • the forward position X for reading the road curvature ⁇ is corrected to decrease so as to gradually approach the front (step S302).
  • the assist torque TA decreases, and the steering torque Ts against the assist torque TA also decreases.
  • the reduction correction of the forward position X is executed until the absolute value of the steering torque Ts becomes less than the second threshold value Te2.
  • the steering torque Ts becomes substantially zero when the forward position X after the decrease correction substantially coincides with the forward position at which the driver gazes, that is, when the timing of the assist torque TA and the driver's feeling substantially coincide. Thereafter, even if the assist torque TA increases or decreases according to the road curvature ⁇ , the steering torque Ts remains substantially zero as long as the timing substantially matches the driver's feeling.
  • the timing when the assist torque TA is applied by correcting the forward position X for reading the road curvature ⁇ to the front. Can be delayed and optimized.
  • the assist torque TA is applied almost simultaneously with the driver's steering operation, so that the vehicle can turn along the vehicle's own course while the hand is touching the steering wheel 1. Therefore, the operation burden can be reduced and the operation feeling can be improved.
  • the front position X is gradually corrected toward the front until the absolute value of the steering torque Ts becomes less than the absolute value of the second threshold value Te2. Thereby, the timing at the time of providing the assist torque TA can be optimized while suppressing hunting.
  • FIG. 17 is a time chart showing the assist torque TA and the steering torque Ts when the driver feels too late in the third embodiment.
  • the driver himself increases the steering torque Ts in the positive direction before the assist torque TA. That is, the direction of the steering torque Ts is the same as the turning direction (determination in step S120 is “No”).
  • the steering torque Ts in the positive direction becomes equal to or greater than the first threshold value Tt1 (the determination in step S307 is “Yes”), it is determined that the driver feels too late with respect to the application of the assist torque TA. .
  • the forward position X at which the road curvature ⁇ is read is increased and corrected so as to gradually move away (step S308).
  • the assist torque TA starts to be applied and increases, so that the driver follows (trusts) the assist torque TA and the steering torque Ts decreases.
  • the increase correction of the forward position X is executed until the absolute value of the steering torque Ts becomes less than the second threshold value Tt2.
  • the steering torque Ts becomes substantially zero. Thereafter, even if the assist torque TA increases or decreases according to the road curvature ⁇ , the steering torque Ts remains substantially zero as long as the timing substantially matches the driver's feeling.
  • the timing when the assist torque TA is applied by correcting the forward position X for reading the road curvature ⁇ in the distance. can be optimized early.
  • the assist torque TA is applied almost simultaneously with the driver's steering operation, so that the vehicle can turn along the vehicle's own course while the hand is touching the steering wheel 1. Therefore, the operation burden can be reduced and the operation feeling can be improved.
  • the forward position X is gradually corrected toward the front until the absolute value of the steering torque Ts becomes less than the absolute value of the second threshold value Tt2. Thereby, the timing at the time of providing the assist torque TA can be optimized while suppressing hunting.
  • Other parts common to the first embodiment described above are assumed to have the same operational effects and will not be described in detail.
  • the processes in steps S117, S118, S120, and S301 to S312 correspond to the “assist control unit”.
  • FIG. 18 is a flowchart illustrating assist torque setting processing according to the fourth embodiment.
  • step S302 in the third embodiment described above is changed to a process in new step S401, and the processes in other steps S111 to S120, S301, and S303 to S312 are described in the third embodiment described above. Since the configuration is the same as that of the embodiment, detailed description of common portions is omitted.
  • step S401 thereafter, the assist torque TA at the time when the absolute value of the steering torque Ts becomes equal to or greater than the first threshold Te1 is maintained.
  • the above is the assist torque setting process of the fourth embodiment.
  • FIG. 19 is a time chart showing the assist torque TA and the steering torque Ts when the driver feels too early in the fourth embodiment.
  • the assist torque TA in the positive direction starts to be applied, the driver does not yet want to increase the steering angle ⁇ s in the positive direction, so that the steering torque Ts is maintained in order to keep the steering against the positive assist torque TA.
  • the direction of is generated in the negative direction. That is, the direction of the steering torque Ts is opposite to the turning direction (the determination in step S120 is “Yes”).
  • the assist torque TA at that time is maintained.
  • at least the increase in the assist torque TA is suppressed, so that the increase in the steering torque Ts can be suppressed.
  • the assist torque TA is fixed, the increase / decrease in the assist torque TA before and after ⁇ t is suppressed, and the influence on the operation feeling is reduced.
  • the assist torque TA is maintained until the absolute value of the steering torque Ts becomes less than the second threshold value Te2.
  • the timing of the assist torque TA substantially matches the driver's feeling, and the steering torque Ts is substantially zero. It becomes.
  • the forward position X at the time when the absolute value of the steering torque Ts becomes less than the second threshold Te2 is used. Even if the assist torque TA increases or decreases, the steering torque Ts is maintained in a substantially zero state as long as the timing substantially matches the driver's feeling.
  • the assist torque TA is applied while suppressing the variation of the assist torque TA.
  • the assist torque TA is applied almost simultaneously with the driver's steering operation, so that the vehicle can turn along the vehicle's own course while the hand is touching the steering wheel 1. Therefore, the operation burden can be reduced and the operation feeling can be improved.
  • the front position X is gradually corrected toward the front until the absolute value of the steering torque Ts becomes less than the absolute value of the second threshold value Te2. Thereby, the timing at the time of providing the assist torque TA can be optimized while suppressing hunting.
  • FIG. 20 is a flowchart illustrating assist torque setting processing according to the fifth embodiment.
  • the processing in steps S120 to S124 in the first embodiment described above is changed to new processing in steps S501 to S505, and the processing in other steps S111 to S119 is the same as that in the first embodiment described above. Since it is the same, detailed description is omitted about a common part.
  • step S501 the signs of the steering torque Ts and the road curvature ⁇ are determined, and it is determined whether the direction of the steering torque Ts and the direction of the road curvature ⁇ are the same direction.
  • the process proceeds to step S502.
  • the steering torque Ts and the road curvature ⁇ are in the opposite directions, it is determined that the application of the assist torque TA is later than the steering operation by the driver, and the process proceeds to step S504.
  • step S502 it is determined whether or not the absolute value of the steering torque Ts is greater than or equal to the absolute value of the first threshold Te1.
  • the determination result is “
  • the determination result is “
  • step S503 in order to delay the timing for applying the assist torque TA, the front position X at which the road curvature ⁇ is read is corrected to the front.
  • a position (X ⁇ X) that is closer to the front by a predetermined distance ⁇ X from the front position X is corrected to a new front position X and then returned to a predetermined main program.
  • the corrected road curvature ⁇ at the forward position X is read.
  • the forward position X is changed by a predetermined allowable amount per unit time.
  • step S504 it is determined whether or not the absolute value of the steering torque Ts is greater than or equal to the absolute value of the first threshold value Tt1 described above.
  • the determination result is “
  • the determination result is “
  • the driver does not feel that it is too late with respect to the timing of applying the assist torque TA, and the predetermined main program is directly executed.
  • step S505 the forward position X at which the road curvature ⁇ is read is corrected far away in order to advance the timing for applying the assist torque TA.
  • a position (X + ⁇ X) that is far away from the front position X by a predetermined distance ⁇ X is corrected to a new front position X and then returned to a predetermined main program.
  • the corrected road curvature ⁇ at the forward position X is read.
  • the forward position X is changed by a predetermined allowable amount per unit time.
  • FIG. 21 is a graph showing the relationship between the steering angle ⁇ s and the steering torque Ts in the fifth embodiment.
  • the relationship between the steering angle ⁇ s and the steering torque Ts is expressed by coordinates with the steering angle ⁇ s as the horizontal axis and the steering torque Ts as the vertical axis, with the right turn being a positive value and the left turn being a negative value.
  • the state in which the steering wheel 1 is turned off is the initial steering angle
  • the characteristic line Ls shows the relationship between the steering angle ⁇ s and the steering torque Ts when the positive assist torque TA is applied and the driver's steering operation is performed substantially simultaneously.
  • the driver performs the steering operation by himself in hopes of decreasing the steering angle ⁇ s, but the assist torque TA is released almost simultaneously with it, so the steering torque Ts becomes substantially 0 and the steering angle ⁇ s decreases as it is.
  • the required steering angle is achieved.
  • the steering torque Ts becomes substantially zero.
  • the relationship between the steering angle ⁇ s and the steering torque Ts when the driver feels too early with respect to the decrease in the assist torque TA is indicated by a characteristic line Le.
  • this characteristic line Le when the assist torque TA in the positive direction starts to decrease, the driver does not yet want to decrease the steering angle ⁇ s. Therefore, the steering torque is maintained to resist the decrease in the assist torque TA.
  • the direction of Ts occurs in the positive direction.
  • the driver wants to decrease the steering angle ⁇ s, so this time, the steering torque Ts is relaxed and the assist torque TA is decreased (subjected). Accordingly, the steering torque Ts in the positive direction decreases along the characteristic line Ln and eventually becomes 0, and at this time, the necessary steering angle is achieved.
  • the direction of the steering torque Ts is the same as the turning direction. Therefore, in the present embodiment, when the direction of the steering torque Ts is the same as the turning direction (the determination in step S501 is “Yes”), and the absolute value of the steering torque Ts is greater than or equal to the first threshold Te1 (in step S502) If the determination is “Yes”), it is determined that the driver feels that the assist torque TA is decreased too early.
  • the front position X for reading the road curvature ⁇ is corrected to a position (X ⁇ X) that is closer to the front by ⁇ X (step S503), In the calculation, the road curvature ⁇ at the forward position X after correction is read.
  • the steering torque Ts resisting it also reduces.
  • the corrected forward position X substantially coincides with the forward position of the driver's gazing, that is, when the decrease timing of the assist torque TA substantially coincides with the driver's feeling, the steering torque Ts becomes substantially zero. Thereafter, even if the assist torque TA increases or decreases according to the road curvature ⁇ , the steering torque Ts remains substantially zero as long as the timing substantially matches the driver's feeling.
  • the driver torque TA is decreased.
  • the assist torque TA is decreased substantially simultaneously with the driver's steering operation, so that the vehicle can turn along the own vehicle path with the hand just touching the steering wheel 1. Therefore, the operation burden can be reduced and the operation feeling can be improved. Even if the forward position X is brought closer to the front by ⁇ X, when the absolute value of the steering torque Ts is still equal to or larger than the absolute value of the first threshold Te1, the front position X is further brought closer to the front by ⁇ X.
  • the relationship between the steering angle ⁇ s and the steering torque Ts when the driver feels that the assist torque TA is too slow is indicated by a characteristic line Lt.
  • the driver desires to decrease the steering angle ⁇ s prior to the assist torque TA, so the driver himself decreases the steering torque Ts in the negative direction.
  • the steering torque Ts decreases in the negative direction along the characteristic line La.
  • the assist torque TA starts to decrease, so this time, the steering torque Ts in the negative direction is relaxed and the decrease in the assist torque TA is followed (or left).
  • the steering torque Ts in the negative direction eventually becomes 0 so as to increase, and at this time, the necessary steering angle is achieved.
  • step S501 when the driver feels that the decrease in the assist torque TA is too slow, the direction of the steering torque Ts is opposite to the turning direction. Therefore, in the present embodiment, when the direction of the steering torque Ts is opposite to the turning direction (the determination in step S501 is “No”) and the absolute value of the steering torque Ts is equal to or greater than the first threshold value Tt1 (in step S504). If the determination is “Yes”), it is determined that the driver feels that the assist torque TA is decreased too late.
  • the forward position X at which the road curvature ⁇ is read is corrected to a position (X + ⁇ X) farther away by ⁇ X (step S505).
  • the road curvature ⁇ at the forward position X after correction is read.
  • the assist torque TA starts to decrease, so that the driver follows (trusts) the decrease in the assist torque TA, and the steering torque Ts decreases.
  • the corrected forward position X substantially coincides with the forward position of the driver's gazing, that is, when the decrease timing of the assist torque TA substantially coincides with the driver's feeling
  • the steering torque Ts becomes substantially zero. Thereafter, even if the assist torque TA increases or decreases according to the road curvature ⁇ , the steering torque Ts remains substantially zero as long as the timing substantially matches the driver's feeling.
  • the forward position X for reading the road curvature ⁇ is corrected to a far distance so that the decrease timing of the assist torque TA is adjusted. It can be optimized early. As a result, the assist torque TA is decreased substantially simultaneously with the driver's steering operation, so that the vehicle can turn along the own vehicle path with the hand just touching the steering wheel 1. Therefore, the operation burden can be reduced and the operation feeling can be improved.
  • the steering torque Ts when the vehicle travels from the curve traveling to the straight traveling, the steering torque Ts is opposite to the turning direction, and the absolute value of the steering torque Ts is equal to or greater than a predetermined first threshold value Tt1.
  • the front position X is changed to a position far from the host vehicle.
  • the driver feels that the driver is too late with respect to the timing of decreasing the assist torque TA. Can be judged. Therefore, by changing the front position X to a position far from the host vehicle and accelerating the timing at which the assist torque TA is decreased, the timing at which the assist torque TA is decreased can be optimized and the operation feeling can be improved.
  • FIG. 22 is a flowchart illustrating assist torque setting processing according to the sixth embodiment.
  • the process in step S503 in the fifth embodiment described above is changed to a process in new step S601.
  • the processes in other steps S111 to S119, S501, S502, S504, and S505 are described above. Since it is the same as that of 5 embodiment, detailed description is abbreviate
  • step S601 the assist torque TA at that time is maintained for a predetermined time ⁇ t. Thereafter, in order to delay the timing of decreasing the assist torque TA, the front position X at which the road curvature ⁇ is read is corrected to the front. That is, as shown below, a position (X ⁇ X) that is closer to the front by a predetermined distance ⁇ X from the front position X is corrected to a new front position X and then returned to a predetermined main program. In the subsequent calculation, the corrected road curvature ⁇ at the forward position X is read. In order to avoid a sudden change in the forward position X, the forward position X is changed by a predetermined allowable amount per unit time. X ⁇ X- ⁇ X The above is the assist torque setting process of the sixth embodiment.
  • the assist torque TA at the time when the absolute value of the steering torque Ts becomes equal to or greater than the first threshold Te1 is maintained for a predetermined time ⁇ t, and then the front position X
  • FIG. 23 is a flowchart illustrating assist torque setting processing according to the seventh embodiment.
  • steps S502 to S505 in the fifth embodiment described above are changed to the processes in new steps S701 to S712, and the processes in other steps S111 to S119 and S501 are described in the fifth embodiment described above. Since the configuration is the same as that of the embodiment, detailed description of common portions is omitted.
  • step S701 it is determined whether or not the absolute value of the steering torque Ts is greater than or equal to the absolute value of the first threshold Te1.
  • the determination result is “
  • the determination result is “
  • step S702 in order to delay the timing at which the assist torque TA is decreased, the forward position X at which the road curvature ⁇ is read is corrected so as to be gradually closer to the front.
  • the amount is changed by a predetermined allowable amount per unit time, and after returning to the predetermined main program, a new forward position X is set.
  • the correction flag fc is a flag indicating whether or not the correction is performed on the front position X.
  • step S705 it is determined whether or not the absolute value of the steering torque Ts is equal to or greater than a predetermined second threshold Te2 within a range smaller than the absolute value of the first threshold Te1.
  • the second threshold value Te2 is a value that does not cause hunting even when the adjustment of the assist torque TA is stopped at that value, and is, for example, about ⁇ 0.6 Nm.
  • the determination result is “
  • the process proceeds to step S702.
  • the determination result is “
  • step S707 it is determined whether or not the absolute value of the steering torque Ts is greater than or equal to the absolute value of the first threshold value Tt1.
  • the determination result is “
  • the determination result is “
  • step S708 in order to delay the timing at which the assist torque TA is decreased, the forward position X at which the road curvature ⁇ is read is corrected to increase gradually so that it is farther away.
  • the amount is changed by a predetermined allowable amount per unit time, and after returning to the predetermined main program, a new forward position X is set.
  • step S710 it is determined whether the correction flag fc is set to 1.
  • the process proceeds to S711.
  • step S711 it is determined whether or not the absolute value of the steering torque Ts is equal to or greater than a second threshold value Tt2 that is predetermined within a range smaller than the absolute value of the first threshold value Tt1.
  • the second threshold value Tt2 is a value that does not cause hunting even if adjustment of the assist torque TA is stopped at that value, and is, for example, about ⁇ 0.6 Nm.
  • the determination result is “
  • the process proceeds to step S708.
  • the determination result is “
  • the above is the assist torque setting process of the seventh embodiment.
  • the forward position X is gradually corrected toward the front until the absolute value of the steering torque Ts becomes less than the absolute values of the second threshold values Te2 and Tt2.
  • Te2 and Tt2 the absolute values of the second threshold values
  • FIG. 24 is a flowchart illustrating assist torque setting processing according to the eighth embodiment.
  • the process of step S702 in the seventh embodiment described above is changed to a new process of step S801, and the processes of other steps S111 to S119, S501, S701, and S703 to S712 are described above. Since it is the same as that of 7 embodiment, detailed description is abbreviate
  • step S801 thereafter, the assist torque TA at the time when the absolute value of the steering torque Ts becomes equal to or greater than the first threshold Te1 is maintained.
  • the above is the assist torque setting process of the eighth embodiment.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)

Abstract

La présente invention améliore le confort du conducteur par le réglage de la synchronisation lors de la communication d'un couple d'assistance à un mécanisme de direction selon la courbure de la route. Afin de permettre les virages et la conduite le long d'un itinéraire du véhicule, un couple d'assistance (TA) dans la direction de virage est communiqué selon la courbure (ρ) de la route au niveau d'une position avant (X). Lors de la communication du couple d'assistance (TA) dans la direction de virage, la position avant (X) change selon l'orientation et la taille du couple de direction (Ts). Par exemple, lors de la transition d'une conduite en ligne droite à une conduite en courbe, la position avant (X) devient une position proche du véhicule lorsque le couple de direction (Ts) est opposé à la direction de virage et la valeur absolue du couple de direction (Ts) atteint ou dépasse un premier seuil prédéterminé (Te1). En outre, lors de la transition d'une conduite en ligne droite à une conduite en courbe, la position avant (X) devient une position éloignée du véhicule lorsque le couple de direction (Ts) est similaire à la direction de virage et la valeur absolue du couple de direction (Ts) atteint ou dépasse un premier seuil prédéterminé (Tt1).
PCT/JP2013/006884 2012-12-19 2013-11-22 Dispositif de commande de direction et procédé de commande de direction Ceased WO2014097541A1 (fr)

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JP2012276887 2012-12-19

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Cited By (1)

* Cited by examiner, † Cited by third party
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