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WO2019167661A1 - Dispositif de direction de véhicule - Google Patents

Dispositif de direction de véhicule Download PDF

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Publication number
WO2019167661A1
WO2019167661A1 PCT/JP2019/005505 JP2019005505W WO2019167661A1 WO 2019167661 A1 WO2019167661 A1 WO 2019167661A1 JP 2019005505 W JP2019005505 W JP 2019005505W WO 2019167661 A1 WO2019167661 A1 WO 2019167661A1
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WO
WIPO (PCT)
Prior art keywords
unit
steering
torque
angle
target
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/JP2019/005505
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English (en)
Japanese (ja)
Inventor
貴弘 椿
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NSK Ltd
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NSK Ltd
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Priority to DE112019001018.2T priority Critical patent/DE112019001018T5/de
Priority to JP2020503386A priority patent/JPWO2019167661A1/ja
Publication of WO2019167661A1 publication Critical patent/WO2019167661A1/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 high-performance vehicle steering apparatus that achieves a desired steering torque based on a torsion angle of a torsion bar, etc., is not affected by road surface conditions, and is not affected by changes in mechanical system characteristics over time.
  • An electric power steering device which is one of vehicle steering devices, applies assist force (steering assisting force) to a vehicle steering system by the rotational force of a motor, and uses electric power supplied from an inverter.
  • the driving force of the motor to be controlled is applied as an assist force to the steering shaft or the rack shaft by a transmission mechanism including a speed reduction mechanism.
  • Such a conventional electric power steering apparatus performs feedback control of the motor current in order to generate the assist force accurately.
  • the motor applied voltage is adjusted so that the difference between the steering assist command value (current command value) and the motor current detection value is small.
  • the adjustment of the motor applied voltage is generally performed by PWM (pulse width). This is done by adjusting the duty of modulation) control.
  • a column shaft (steering shaft, handle shaft) 2 of the handle 1 is a reduction mechanism 3, universal joints 4a and 4b, a pinion rack mechanism 5, a tie rod 6a, 6b is further connected to the steering wheels 8L and 8R via hub units 7a and 7b.
  • the column shaft 2 having a torsion bar is provided with a torque sensor 10 for detecting the steering torque Ts of the handle 1 and a rudder angle sensor 14 for detecting the steering angle ⁇ h, and a motor for assisting the steering force of the handle 1. 20 is connected to the column shaft 2 via the speed reduction mechanism 3.
  • the control unit (ECU) 30 that controls the electric power steering apparatus is supplied with electric power from the battery 13 and also receives an ignition key signal via the ignition key 11.
  • the control unit 30 calculates a current command value of an assist (steering assist) command based on the steering torque Ts detected by the torque sensor 10 and the vehicle speed Vs detected by the vehicle speed sensor 12, and compensates the current command value.
  • the current supplied to the EPS motor 20 is controlled by the voltage control command value Vref subjected to.
  • the control unit 30 is connected to a CAN (Controller Area Network) 40 that exchanges various vehicle information, and the vehicle speed Vs can be received from the CAN 40.
  • the control unit 30 can be connected to a non-CAN 41 that transmits / receives communication other than the CAN 40, analog / digital signals, radio waves, and the like.
  • the control unit 30 is mainly composed of a CPU (including MCU, MPU, etc.), and general functions executed by programs in the CPU are as shown in FIG.
  • the function and operation of the control unit 30 will be described with reference to FIG. 2.
  • the steering torque Ts detected by the torque sensor 10 and the vehicle speed Vs detected by the vehicle speed sensor 12 (or from the CAN 40) are represented by a current command value calculation unit. 31.
  • the current command value calculation unit 31 calculates a current command value Iref1, which is a control target value of the current supplied to the motor 20, using an assist map or the like based on the input steering torque Ts and vehicle speed Vs.
  • the voltage control command value Vref whose characteristics are improved by the PI control unit 35 is input to the PWM control unit 36, and the motor 20 is PWM driven via an inverter 37 as a drive unit.
  • the current value Im of the motor 20 is detected by the motor current detector 38 and fed back to the subtraction unit 32B.
  • a compensation signal CM from the compensation signal generator 34 is added to the adder 32A, and the compensation of the steering system system is performed by adding the compensation signal CM to improve the convergence and inertia characteristics.
  • the compensation signal generation unit 34 adds the self-aligning torque (SAT) 343 and the inertia 342 by the addition unit 344, and further adds the convergence 341 to the addition result by the addition unit 345, and compensates the addition result of the addition unit 345.
  • the signal CM is used.
  • the steering torque applied by the driver's manual input is detected by the torque sensor as the torsion torque of the torsion bar, and the assist current mainly corresponding to the torque is detected.
  • the motor current is controlled.
  • the steering torque may vary depending on the steering angle due to the difference in the road surface state (for example, inclination). Steering torque may also be affected by variations in motor output characteristics over time.
  • Patent Document 1 an electric power steering device as shown in Japanese Patent No. 5208894 (Patent Document 1) has been proposed.
  • the electric power steering device of Patent Document 1 in order to give an appropriate steering torque based on the tactile characteristics of the driver, the steering angle or the steering torque determined based on the relationship between the steering torque and the response amount is determined. Based on the relationship (steering reaction force characteristic map), the target value of the steering torque is set.
  • the present invention has been made under the circumstances described above, and the object of the present invention is not influenced by the road surface condition, is not influenced by changes in the mechanical characteristics of the steering system over time, and is not affected by the steering angle or the like.
  • An object of the present invention is to provide a steering apparatus for a vehicle that can easily realize an equivalent steering torque.
  • the present invention relates to a steering apparatus for a vehicle that includes at least a torsion bar having an arbitrary spring constant and a sensor that detects a twist angle of the torsion bar, and controls the steering system by assisting drive control of the motor.
  • the object of the present invention is to provide a target steering torque generating unit that generates a target steering torque, a conversion unit that converts the target steering torque into a target twist angle, and a motor current that causes the twist angle to follow the target twist angle.
  • a torsion angle control unit that calculates a command value, and the target steering torque generation unit includes a SAT information correction unit that calculates a first torque signal based on a self-aligning torque value, and outputs the first torque signal.
  • the SAT information correction unit outputs the target steering torque based on the steering torque, the angle information, and the motor current command value.
  • a SAT estimation unit that estimates a running torque value, and a filter unit that performs a filter process on the self-aligning torque value to calculate the first torque signal, and the motor is controlled based on the motor current command value. This is achieved by controlling the drive.
  • the filter unit is configured by one or a plurality of filters connected in parallel, or the SAT information correction unit is configured to use the steering torque as the first torque signal.
  • the SAT information correcting unit By further providing a steering torque sensitive gain unit that multiplies the sensitive gain, or by setting the steering torque sensitive gain to be large at the on-center, or the SAT information correcting unit
  • the SAT information correcting unit By further comprising a vehicle speed sensitive gain unit that multiplies the 1 torque signal by a vehicle speed sensitive gain, or when the vehicle speed sensitive gain is set to increase at high speed, or the SAT information correcting unit
  • a steering angle sensitivity gain unit that multiplies the first torque signal by a steering angle sensitivity gain, or
  • the AT information correction unit further includes a limiting unit that limits the upper and lower limit values of the first torque signal, or the target steering torque generation unit uses the basic map to calculate the second torque from the steering angle and the vehicle speed.
  • a basic map part for obtaining a signal a damper calculation part for obtaining a third torque signal based on angular velocity information using a damper gain map that is vehicle speed sensitive, and a hysteresis correction using a steering state and the steering angle to perform a fourth correction.
  • a hysteresis correction unit for obtaining a torque signal, and calculating the target steering torque from at least one of the second torque signal, the third torque signal, and the fourth torque signal, and the first torque signal.
  • the characteristics of the basic map and the hysteresis correction unit are vehicle speed sensitive, or the target steering torque is And a phase compensator for performing phase compensation at a front stage or a rear stage of the basic map section, and the second generation section determines the second angle based on the steering angle and the vehicle speed via the basic map section and the phase compensation section. This is achieved more effectively by determining the torque signal.
  • the twist angle follows the target twist angle by controlling the target twist angle obtained based on the target steering torque generated by the target steering torque generation unit.
  • a desired steering torque can be realized, and an appropriate steering torque based on the driver's sense of steering can be given.
  • the road surface information during traveling can be appropriately transmitted to the driver as a steering feeling.
  • SAT self-aligning torque
  • the present invention is a vehicle steering device for realizing an equivalent steering torque with respect to a steering angle or the like without being affected by the road surface condition, and a torsion angle of a torsion bar or the like is a value corresponding to the steering angle or the like.
  • the desired steering torque is realized by controlling to follow.
  • FIG. 3 is a diagram showing an installation example of the EPS steering system and various sensors.
  • the column shaft 2 is provided with a torsion bar 2A.
  • a road surface reaction force Rr and road surface information ⁇ act on the steering wheels 8L and 8R.
  • An upper angle sensor is provided on the handle side of the column shaft 2 across the torsion bar 2A, and a lower angle sensor is provided on the steering wheel side of the column shaft 2 across the torsion bar 2A. Detects the handle angle ⁇ 1 and the lower angle sensor detects the column angle ⁇ 2 .
  • the steering angle ⁇ h is detected by a steering angle sensor provided at the upper part of the column shaft 2, and the torsion bar twist angle ⁇ and the torsion bar torque are calculated from the deviations of the handle angle ⁇ 1 and the column angle ⁇ 2 according to the following equations 1 and 2.
  • Tt can be obtained.
  • Kt is a spring constant of the torsion bar 2A.
  • the torsion bar torque Tt can also be detected using a torque sensor disclosed in, for example, Japanese Patent Application Laid-Open No. 2008-216172.
  • the torsion bar torque Tt is also handled as the steering torque Ts.
  • FIG. 4 is a block diagram showing a configuration example (first embodiment) of the present invention, and steering control of the driver is assist-controlled by a motor in the EPS steering system / vehicle system 100.
  • the target steering torque generation unit 200 that outputs the target steering torque Tref has a steering torque Ts, a motor angle ⁇ m that is angle information, and a motor current command output from the torsion angle control unit 300.
  • the value Imc and the right or left turn steering state STs output from the right turn / left turn determination unit 400 are input.
  • the target steering torque Tref is converted into the target twist angle ⁇ ref by the converter 500, and the target twist angle ⁇ ref is input to the twist angle controller 300 together with the twist angle ⁇ of the torsion bar 2A and the motor angular velocity ⁇ m.
  • the twist angle controller 300 calculates a motor current command value Imc so that the twist angle ⁇ becomes the target twist angle ⁇ ref, and the EPS motor is driven by the motor current command value Imc.
  • the right turn / left turn determination unit 400 determines whether the steering is to the right or left based on the motor angular velocity ⁇ m, and outputs the determination result as the steering state STs. That is, when the motor angular velocity ⁇ m is a positive value, it is determined as “right turn”, and when it is negative, it is determined as “left turn”.
  • the steering angle [theta] h may be used an angular velocity that is calculated by performing the speed calculation with respect to the handle angle theta 1 or column angle theta 2.
  • FIG. 5 shows a configuration example of the target steering torque generation unit 200.
  • the target steering torque generation unit 200 includes a basic map unit 210, a differentiation unit 220, a damper gain unit 230, a hysteresis correction unit 240, a SAT information correction unit 250, and a multiplication.
  • Unit 260 and addition units 261, 262, and 263, and steering angle ⁇ h is input to basic map unit 210, differentiation unit 220, hysteresis correction unit 240, and SAT information correction unit 250, and output from right turn / left turn determination unit 400.
  • the steering state STs is input to the hysteresis correction unit 240, the steering torque Ts, the motor angle ⁇ m, and the motor current command value Imc are input to the SAT information correction unit 250, and the vehicle speed Vs is the basic map unit 210, the damper gain unit 230, and the SAT.
  • the information is input to the information correction unit 250.
  • the basic map unit 210 has a basic map, and outputs a torque signal (second torque signal) Tref_a having the vehicle speed Vs as shown in FIG. 6 as a parameter, using the basic map. That is, the torque signal Tref_a increases as the magnitude (absolute value)
  • the sign unit 211 outputs the sign (+1 or ⁇ 1) of the steering angle ⁇ h to the multiplier 212.
  • the magnitude of the torque signal Tref_a is obtained from the magnitude of the steering angle ⁇ h using a map, and this is multiplied by the sign of the steering angle ⁇ h to calculate the torque signal Tref_a.
  • a map the magnitude of the torque signal
  • ⁇ h is obtained from the magnitude of the steering angle ⁇ h using a map, and this is multiplied by the sign of the steering angle ⁇ h to calculate the torque signal Tref_a.
  • the basic map unit 210 is configured by the map, the sign unit, and the multiplication unit that refer to the magnitude
  • the map may be configured according to the positive / negative steering angle ⁇ h. In this case, the mode of change may be changed depending on whether the steering angle ⁇ h is positive or negative.
  • the basic map shown in FIG. 6 is vehicle speed sensitive, it may not be vehicle speed sensitive.
  • the differentiation unit 220 differentiates the steering angle ⁇ h to calculate the steering angular velocity ⁇ h, which is angular velocity information, and the steering angular velocity ⁇ h is input to the multiplication unit 260.
  • Damper gain unit 230 outputs the damper gain D G is multiplied by the steering angular speed [omega] h.
  • Steering angular velocity ⁇ h which is multiplied by the damper gain D G at multiplying unit 260 is inputted to the torque signal addition section 262 as the (third torque signal) Tref_b.
  • Damper gain D G using the damper gain map of vehicle speed sensitive type having the damper gain unit 230 is determined according to the vehicle speed Vs. For example, as shown in FIG. 7, the damper gain map has a characteristic of gradually increasing as the vehicle speed Vs increases.
  • the damper gain map may be variable according to the steering angle ⁇ h.
  • the damper gain unit 230 and the multiplication unit 260 constitute a damper calculation unit.
  • the hysteresis correction unit 240 calculates a torque signal (fourth torque signal) Tref_c according to the following equation 3 based on the steering angle ⁇ h and the steering state STs.
  • x ⁇ h
  • y Tref_c
  • a> 1 c>
  • a hys is the hysteresis width.
  • Equation 4 the x1 to x in Formula 3, can be derived by substituting y1 to y R and y L.
  • Equation 3 and Equation 4 become Equation 5 and Equation 6 below.
  • a diagram example of the torque signal Tref_c thus obtained is shown in FIG. That is, the torque signal Tref_c from the hysteresis correction unit 240 has a hysteresis characteristic such as 0 origin ⁇ L1 (thin line) ⁇ L2 (dashed line) ⁇ L3 (thick line).
  • a hys which is a coefficient representing the output width of the hysteresis characteristic and c which is a coefficient representing the roundness may be variable according to the vehicle speed Vs and / or the steering angle ⁇ h.
  • the SAT information correction unit 250 estimates a self-aligning torque (SAT) based on the steering torque Ts, the motor angle ⁇ m, and the motor current command value Imc, and further performs a filter process, a gain multiplication, and a limit process to obtain a torque signal ( First torque signal) Tref_d is calculated.
  • SAT self-aligning torque
  • the SAT information correction unit 250 includes a SAT estimation unit 251, a filter unit 252, a steering torque sensitive gain unit 253, a vehicle speed sensitive gain unit 254, and a steering angle sensitive gain unit 255. And a limiting unit 256.
  • Equation 7 is solved for TSAT, the following Equation 8 is obtained.
  • the self-aligning torque value (SAT value) T SAT can be estimated.
  • the column axis converted inertia J may be a value converted into the column axis simply using a relational expression between the motor inertia and the reduction ratio.
  • the SAT estimation unit 251 receives the steering torque Ts, the motor angle ⁇ m, and the motor current command value Imc, and estimates the self-aligning torque value (SAT value) T SAT based on Equation 8.
  • the motor current command value Imc is input to the conversion unit 251A, and the assist torque Tm converted to the column axis is calculated by multiplying a predetermined gear ratio and torque constant.
  • Motor angle ⁇ m are input to the angular velocity calculation unit 251B, by division by differential processing and the gear ratio, the motor angular velocity omega M which is converted column shaft is calculated.
  • the motor angular acceleration ⁇ M converted to the column axis is calculated by differential processing using the motor angular velocity ⁇ M.
  • the SAT value T SAT is obtained by the configuration as shown in FIG. Is calculated.
  • block 251D functions as a sign function, and outputs the code of the input data
  • block 251E outputs multiplies the damper coefficient D M to the input data
  • block 251F multiplies the static friction Fr of the input data
  • the block 251G multiplies the input data by the column axis conversion inertia J and outputs the result.
  • the column angle may be used as angle information instead of the motor angle ⁇ m. In this case, column axis conversion is not necessary.
  • the motor angular .theta.m without receives a signal obtained by converting the column shaft of the motor angular speed ⁇ m from EPS steering system / vehicle system 100 as the motor angular speed omega M, may be omitted differential processing with respect to the motor angle .theta.m.
  • the SAT value TSAT may be estimated by a method other than the above, and a measured value may be used instead of the estimated value.
  • the filter unit 252 extracts information to be transmitted from the SAT value T SAT and outputs a steering torque sensitive gain unit. 253, the amount transmitted by the vehicle speed sensitive gain unit 254 and the rudder angle sensitive gain unit 255 is adjusted, and further, the upper and lower limit values are adjusted by the limiting unit 256.
  • the filter unit 252 performs a filtering process on the SAT value T SAT using, for example, a band bus filter, and outputs SAT information T ST 1.
  • the steering torque sensitivity gain is set so that the sensitivity is increased in the vicinity of the on-center in the straight traveling state. That is, the steering torque sensitivity gain is fixed at 1.0 when the steering torque Ts is equal to or less than Ts1 (for example, 2 Nm), and is fixed at a value smaller than 1.0 when the steering torque Ts is equal to or greater than Ts2 (> Ts1) (for example, 4 Nm).
  • the steering torque Ts is set to decrease at a constant rate between Ts1 and Ts2.
  • the vehicle speed sensitive gain unit 254 multiplies the SAT information T ST 2 by the vehicle speed sensitive gain set according to the vehicle speed Vs, and outputs the SAT information T ST 3.
  • the vehicle speed sensitivity gain is set as shown in FIG. 12 so that the sensitivity at high speed is increased. That is, the vehicle speed sensitivity gain is fixed at 1.0 when the vehicle speed Vs is Vs2 (for example, 70 km / h) or higher, and is fixed at a value smaller than 1.0 when the vehicle speed Vs is Vs1 ( ⁇ Vs2) (for example, 50 km / h) or lower. And the vehicle speed Vs is set to increase at a constant rate between Vs1 and Vs2.
  • the steering angle sensitive gain unit 255 multiplies the SAT information T ST 3 by a steering angle sensitive gain set according to the steering angle ⁇ h, and outputs a torque signal Tref_d0. For example, as shown in FIG.
  • the steering angle sensitive gain is set so that the sensitivity starts when the steering angle starts to increase and the sensitivity when the steering angle is large becomes high. That is, the steering angle sensitivity gain is fixed at a predetermined gain value G ⁇ when the steering angle ⁇ h is equal to or less than ⁇ h1 (eg, 10 deg), fixed at 1.0 when the steering angle ⁇ h is equal to or greater than ⁇ h2 (eg, 30 deg), and the steering angle ⁇ h is equal to ⁇ h1. It is set to increase at a constant rate during ⁇ h2. In order to increase the sensitivity when the steering angle is large, G ⁇ may be set in the range of 0 ⁇ G ⁇ ⁇ 1.
  • the limiter 256 presets an upper limit value and a lower limit value for the torque signal. When the input torque signal Tref_d0 is equal to or higher than the upper limit value, the upper limit value is set. Otherwise, the torque signal Tref_d0 is output as the torque signal Tref_d.
  • the steering torque sensitivity gain, the vehicle speed sensitivity gain, and the steering angle sensitivity gain are not linear characteristics as shown in FIGS. 11, 12, and 13, but may be curvilinear characteristics, depending on the steering feeling.
  • each gain may be adjusted as appropriate.
  • the limiter 256 may be deleted when there is no possibility that the magnitude of the torque signal is increased or when the torque signal is suppressed by other means.
  • the steering torque sensitive gain unit 253, the vehicle speed sensitive gain unit 254, and the steering angle sensitive gain unit 255 may be omitted as appropriate, and the installation positions may be switched.
  • a configuration in which the gains are obtained in parallel and the SAT information T ST 1 is multiplied at one place may be employed.
  • the torque signals Tref_d, Tref_c, Tref_b, and Tref_a obtained as described above are sequentially added by the adding units 263, 262, and 261, and the final addition result is output as the target steering torque Tref.
  • the steering angular velocity ⁇ h is obtained by differential calculation with respect to the steering angle ⁇ h, but a low-pass filter (LPF) process is appropriately performed in order to reduce the influence of high-frequency noise. Further, differential calculation and LPF processing may be performed using a high-pass filter (HPF) and a gain. Further, the steering angular velocity ⁇ h the steering angle rather than [theta] h, is calculated by performing the processing of differential operation and LPF respect to the column angle theta 2 wheel angle theta 1 or the lower angle sensor upper angle sensor detects detects Also good.
  • the motor angular velocity ⁇ m may be used as the angular velocity information instead of the steering angular velocity ⁇ h. In this case, the differentiating unit 220 is not necessary.
  • the conversion unit 500 has a characteristic of -1 / Kt obtained by inverting the sign of the reciprocal of the spring constant Kt of the torsion bar 2A, and converts the target steering torque Tref into a target twist angle ⁇ ref.
  • the twist angle control unit 300 calculates the motor current command value Imc based on the target twist angle ⁇ ref, the twist angle ⁇ , and the motor angular velocity ⁇ m.
  • FIG. 15 is a block diagram illustrating a configuration example of the torsion angle control unit 300.
  • the torsion angle control unit 300 includes a torsion angle feedback (FB) compensation unit 310, a torsion angular velocity calculation unit 320, a speed control unit 330, and a stabilization compensation unit. 340, an output limiting unit 350, a subtraction unit 361, and an addition unit 362.
  • the target twist angle ⁇ ref output from the conversion unit 500 is added to the subtraction unit 361, and the twist angle ⁇ is input to the subtraction unit 361.
  • the torsional angular velocity calculation unit 320 is input, and the motor angular velocity ⁇ m is input to the stabilization compensator 340.
  • the torsion angle FB compensation unit 310 multiplies the target torsion angle ⁇ ref by the compensation value C FB (transfer function) by the deviation ⁇ 0 between the target torsion angle ⁇ ref and the torsion angle ⁇ calculated by the subtraction unit 361, and the target torsion angle ⁇ ref is multiplied by the torsion angle ⁇ ref. Outputs a target torsional angular velocity ⁇ ref that follows.
  • the compensation value C FB may be a simple gain Kpp or a commonly used compensation value such as a PI control compensation value.
  • the target torsional angular velocity ⁇ ref is input to the speed control unit 330.
  • the torsion angle FB compensation unit 310 and the speed control unit 330 allow the torsion angle ⁇ to follow the target torsion angle ⁇ ref, thereby realizing a desired steering torque.
  • the torsional angular velocity calculation unit 320 calculates the torsional angular velocity ⁇ t by differential calculation with respect to the torsional angle ⁇ , and the torsional angular velocity ⁇ t is input to the speed control unit 330.
  • the differentiation operation pseudo differentiation by HPF and gain may be performed.
  • the torsional angular velocity ⁇ t may be calculated from other means or other than the torsional angle ⁇ and input to the speed control unit 330.
  • the speed control unit 330 calculates a motor current command value Imca1 such that the torsional angular velocity ⁇ t follows the target torsional angular velocity ⁇ ref by IP control (proportional advance type PI control).
  • the subtraction unit 333 calculates the difference ( ⁇ ref ⁇ t) between the target torsional angular velocity ⁇ ref and the torsional angular velocity ⁇ t, integrates the difference by the integration unit 331 having the gain Kvi, and the integration result is added to the subtraction unit 334.
  • the torsional angular velocity ⁇ t is also input to the proportional unit 332, subjected to proportional processing by the gain Kvp, and subtracted to the subtracting unit 334.
  • the subtraction result in subtraction unit 334 is output as motor current command value Imca1.
  • the speed control unit 330 is not IP control, but PI control, P (proportional) control, PID (proportional integral derivative) control, PI-D control (differential preceding type PID control), model matching control, model reference
  • the motor current command value Imca1 may be calculated by a commonly used control method such as control.
  • the stabilization compensator 340 has a compensation value Cs (transfer function), and calculates a motor current command value Imca2 from the motor angular velocity ⁇ m. If the gains of the torsion angle FB compensation unit 310 and the speed control unit 330 are increased in order to improve followability and disturbance characteristics, a controllable oscillation phenomenon in a high frequency region occurs. As a countermeasure, a transfer function (Cs) necessary for stabilization with respect to the motor angular velocity ⁇ m is set in the stabilization compensator 340. Thereby, stabilization of the whole EPS control system is realizable.
  • the transfer function (Cs) of the stabilization compensator 340 for example, a first order filter represented by the following formula 9 is used which is set by a pseudo differentiation and gain using a first order HPF structure.
  • K sta is a gain
  • fc is a cut-off frequency
  • 150 [Hz] is set as fc.
  • a second-order filter, a fourth-order filter, or the like may be used as the transfer function.
  • the motor current command value Imca1 from the speed controller 330 and the motor current command value Imca2 from the stabilization compensator 340 are added by the adder 362 and output as the motor current command value Imcb.
  • the output limiting unit 350 limits the upper and lower limit values of the motor current command value Imcb and outputs the motor current command value Imc. Similar to the limiting unit 256 in the SAT information correcting unit 250, an upper limit value and a lower limit value for the motor current command value Imcb are set in advance and limited.
  • the right turn / left turn determination unit 400 receives the motor angular velocity ⁇ m, determines whether the steering is right turn or left turn based on the sign of the motor angular velocity ⁇ m, and sets the determination result as the steering state STs. It outputs to the target steering torque production
  • the target steering torque generation unit 200 inputs the steering angle ⁇ h, the vehicle speed Vs, the steering torque Ts, the motor angle ⁇ m, and the motor current command value Imc together with the steering state STs, and generates the target steering torque Tref (step S20).
  • An example of the operation of the target steering torque generation unit 200 will be described with reference to the flowchart of FIG.
  • the steering angle ⁇ h input to the target steering torque generation unit 200 is transmitted to the basic map unit 210, the differentiation unit 220, the hysteresis correction unit 240, and the SAT information correction unit 250, the steering state STs is transferred to the hysteresis correction unit 240, and the vehicle speed Vs is transferred to the basic map.
  • the steering torque Ts, the motor angle ⁇ m, and the motor current command value Imc are input to the SAT information correction unit 250 to the unit 210, the damper gain unit 230, and the SAT information correction unit 250, respectively (step S21).
  • the basic map unit 210 generates a torque signal Tref_a corresponding to the steering angle ⁇ h and the vehicle speed Vs using the basic map shown in FIG. 6, and outputs the torque signal Tref_a to the adding unit 261 (step S22).
  • Differentiating section 220 differentiates the steering angle ⁇ h outputs steering angular velocity [omega] h (step S23), damper gain unit 230 outputs the damper gain D G corresponding to the vehicle speed Vs by using the damper gain map shown in FIG 7 (step S24), the multiplication unit 260 calculates a torque signal Tref_b by multiplying the steering angular velocity ⁇ h and damper gain D G, and outputs the result to adding section 262 (step S25).
  • the hysteresis correction unit 240 performs hysteresis correction for the steering angle ⁇ h by switching the calculation according to Equations 5 and 6 according to the steering state STs (Step S26), generates a torque signal Tref_c, and adds it to the addition unit 263. Output (step S27).
  • the hysteresis widths A hys , c, x1 and y1 in Equations 5 and 6 are set and held in advance, but b and b ′ are calculated in advance from Equation 6, and b and b ′ are substituted for x1 and y1. May be held.
  • the SAT information correction unit 250 inputs the input motor current command value Imc and the motor angle ⁇ m to the SAT estimation unit 251, the steering torque Ts to the SAT estimation unit 251 and the steering torque sensitive gain unit 253, and the vehicle speed Vs to the vehicle speed sensitive gain unit 254.
  • the steering angle ⁇ h is input to the steering angle sensitive gain unit 255, respectively.
  • SAT estimating unit 251 calculates the assist torque Tm from the motor current command value Imc at conversion section 251A, a motor angular velocity omega M from the motor angle ⁇ m at the angular velocity calculation unit 251B, via the further angular acceleration calculator 251C motor
  • the angular acceleration ⁇ M is calculated, and using them and the steering torque Ts, the SAT value T SAT is calculated based on Equation 8 (step S28).
  • the calculated SAT value T SAT is filtered by the filter unit 252, and is output to the steering torque sensitive gain unit 253 as SAT information T ST 1 (step S29).
  • the steering torque sensitive gain unit 253 determines the steering torque sensitive gain according to the input steering torque Ts using the characteristics as shown in FIG.
  • the vehicle speed sensitive gain unit 254 determines the vehicle speed sensitive gain according to the input vehicle speed Vs using the characteristics as shown in FIG. 12, multiplies it by the SAT information T ST 2, and steers the angle as SAT information T ST 3. It outputs to the sensitive gain part 255 (step S31). Steering angle sensitive gain unit 255, by using the characteristics shown in FIG. 13, determines a steering angle sensitive gain according to the steering angle ⁇ h inputted, multiplies the SAT information T ST 3, limited as a torque signal Tref_d0 The data is output to the unit 256 (step S32).
  • the limiting unit 256 limits the upper and lower limit values of the torque signal Tref_d0 based on the preset upper limit value and lower limit value, and outputs the upper limit value to the adding unit 263 as the torque signal Tref_d (step S33).
  • the target steering torque Tref generated by the target steering torque generation unit 200 is input to the conversion unit 500, and is converted into the target twist angle ⁇ ref by the conversion unit 500 (step S40).
  • the target twist angle ⁇ ref is input to the twist angle control unit 300.
  • the torsion angle control unit 300 inputs the torsion angle ⁇ and the motor angular velocity ⁇ m together with the target torsion angle ⁇ ref, and calculates the motor current command value Imc (step S50).
  • An example of the operation of the twist angle control unit 300 will be described with reference to the flowchart of FIG.
  • the target torsion angle ⁇ ref input to the torsion angle control unit 300 is input to the subtraction unit 361, the torsion angle ⁇ is input to the subtraction unit 361 and the torsion angular velocity calculation unit 320, and the motor angular velocity ⁇ m is input to the stabilization compensation unit 340 (step). S51).
  • the subtraction unit 361 calculates the deviation ⁇ 0 by subtracting the twist angle ⁇ from the target twist angle ⁇ ref (step S52).
  • Deviation [Delta] [theta] 0 is input to the helix angle FB compensation unit 310, the twist angle FB compensation unit 310 compensates the deviation [Delta] [theta] 0 is multiplied by the compensation value C FB on the deviation [Delta] [theta] 0 (step S53), the target torsion angular velocity ⁇ ref Is output to the speed controller 330.
  • the torsional angular velocity calculation unit 320 having input the torsional angle ⁇ calculates the torsional angular velocity ⁇ t by differential calculation with respect to the torsional angle ⁇ (step S54), and outputs it to the speed control unit 330.
  • the difference between the target torsional angular velocity ⁇ ref and the torsional angular velocity ⁇ t is calculated by the subtracting unit 333, and the difference is integrated (Kvi / s) by the integrating unit 331 and added to the subtracting unit 334 (step S55).
  • the torsional angular velocity ⁇ t is proportionally processed (Kvp) by the proportional unit 332, the proportional result is subtracted and input to the subtracting unit 334 (step S55), and the motor current command value Imca1 that is the subtraction result of the subtracting unit 334 is output and added. Input to the unit 362.
  • the stabilization compensator 340 performs stabilization compensation on the input motor angular velocity ⁇ m using the transfer function Cs expressed by Equation 9 (step S56), and the motor current command value Imca2 from the stabilization compensator 340 is obtained. Is input to the adder 362.
  • the addition unit 362 adds the motor current command values Imca1 and Imca2 (step S57), and the motor current command value Imcb as the addition result is input to the output limiting unit 350.
  • the output limiting unit 350 limits the upper and lower limit values of the motor current command value Imcb with preset upper and lower limit values (step S58), and outputs the motor current command value Imc (step S59).
  • the motor is driven based on the motor current command value Imc output from the torsion angle control unit 300, and current control is performed (step S60).
  • FIG. 19A changes in the target steering torque and the actual steering torque when the SAT value is vibrated sinusoidally with an amplitude of 1 Nm for 10 seconds at a frequency from 1 Hz to 10 Hz.
  • the horizontal axis represents time [sec]
  • the vertical axis represents SAT value [Nm] in FIG. 19A and steering torque [Nm] in FIG.
  • the SAT value is a value converted into the column axis, and the steering angle ⁇ h is constant at 0 [deg].
  • the target steering torque is indicated by a thin line and the steering torque is indicated by a thick line, but both are substantially overlapped.
  • the target steering torque is approximately 0 Nm, and the follow-up control is performed by the torsion angle control unit based on the target steering torque.
  • the steering torque is also approximately 0 Nm.
  • FIG. 20A A torque signal Tref_d obtained by multiplying the steering torque sensitivity gain, the vehicle speed sensitivity gain, and the steering angle sensitivity gain is shown in FIG. 20A together with the SAT value (the thick line is the torque signal Tref_d and the thin line is the SAT value).
  • FIG. 20B shows how the target steering torque and the actual steering torque change in this case.
  • the parameters on the horizontal axis and the vertical axis in FIG. 20 are the same as those in FIG.
  • the target steering torque is indicated by a thin line and the steering torque is indicated by a thick line, but both are substantially overlapped. Comparing the SAT value (thin line) in FIG. 20A and the steering torque in FIG. 20B, it can be seen that the steering torque follows the target SAT value. That is, a SAT value near 5 Hz (around 4 to 5 seconds in time) can be realized as the steering torque.
  • a second-order bandpass filter is used as the filter of the filter unit.
  • the order is not limited to the second order, and filters of other orders may be used.
  • the filter processing is performed by one filter, but there are a plurality of pieces of information to be transmitted to the driver, and the bands where the information exists are different. Then, the filter processing may be performed by connecting a plurality of filters having each band as a pass band in parallel. For example, when there are three pieces of information to be transmitted, a filter unit may be configured by connecting three filters in parallel as in the configuration example (second embodiment) shown in FIG. In this case, the SAT value T SAT is input to the filters 652A, 652B, and 652C in the filter unit 652, the outputs from the filters are added by the adding unit 652D, and output as SAT information T ST 1. Note that the number of filters to be connected can be arbitrarily selected according to the number of pieces of information to be transmitted.
  • the target steering torque generation unit 200 in the first embodiment includes a basic map unit 210, a damper calculation unit (a damper gain unit 230 and a multiplication unit 260), a hysteresis correction unit 240, and a SAT information correction unit 250. It is good also as a structure provided only with the SAT information correction
  • a configuration example (third embodiment) of the target steering torque generation unit in this case is shown in FIG.
  • the torque signal Tref_d output from the SAT information correction unit 250 is output as the target steering torque Tref.
  • the target steering torque generation unit may be configured by combining the SAT information correction unit 250 with at least one of the basic map unit 210, the damper calculation unit, and the hysteresis correction unit 240.
  • a current command value (hereinafter referred to as “assist current command value”) calculated based on the steering torque in the conventional EPS is added to the motor current command value Imc output from the torsion angle control unit in the first to third embodiments.
  • the current command value Iref1 output from the current command value calculation unit 31 shown in FIG. 2 or the current command value Iref2 obtained by adding the compensation signal CM to the current command value Iref1 may be added.
  • FIG. 23 shows a configuration example (fourth embodiment) in which the above contents are applied to the first embodiment.
  • the assist control unit 800 includes a current command value calculation unit 31, or a current command value calculation unit 31, a compensation signal generation unit 34, and an addition unit 32A.
  • the assist current command value Iac output from the assist control unit 800 (corresponding to the current command value Iref1 or Iref2 in FIG. 2) and the motor current command value Imc output from the torsion angle control unit 300 are added by the adding unit 810.
  • the current command value Ic which is the addition result, is input to the current limiting unit 820, and the motor is driven based on the current command value Icm whose maximum current is limited, and current control is performed.
  • the target steering torque generation unit 200 receives the current command value Icm instead of the motor current command value Imc, and is used for the estimation of the SAT value T SAT in the SAT estimation unit 251 in the SAT information correction unit 250.
  • a motor current detection value may be used instead of the current command value Icm.
  • a phase compensation unit 270 that performs phase compensation may be inserted before or after the basic map unit 210. That is, the configuration of the region R surrounded by the broken line in FIG. 5 may be configured as shown in FIG. 24 (A) or (B).
  • the phase compensation unit 270 when phase advance compensation is set as phase compensation, for example, when phase advance compensation is performed with a primary filter having a numerator cutoff frequency of 1.0 Hz and a denominator cutoff frequency of 1.3 Hz, A refreshing feel can be achieved.
  • the target steering torque generation unit is not limited to the above-described configuration as long as the configuration is based on the steering angle.
  • the stabilization compensator may be omitted.
  • the output restriction unit can also be omitted.
  • the present invention is applied to a column type EPS, but the present invention is not limited to an upstream type such as a column type, and can also be applied to a downstream type EPS such as a rack and pinion.
  • the feedback control based on the target torsion angle is applicable to a steer-by-wire (SBW) reaction force device including at least a torsion bar (arbitrary spring constant) and a torsion angle detection sensor.
  • SBW steer-by-wire
  • FIG. 25 is a diagram showing a configuration example of the SBW system in correspondence with the general configuration of the electric power steering apparatus shown in FIG.
  • symbol is attached
  • the SBW system is a system that does not have an intermediate shaft that is mechanically coupled to the column shaft 2 by the universal joint 4a, and transmits the operation of the handle 1 to the steering mechanism including the steered wheels 8L and 8R by an electric signal.
  • the SBW system includes a reaction force device 60 and a drive device 70, and a control unit (ECU) 50 controls both devices.
  • the reaction force device 60 detects the steering angle ⁇ h by the rudder angle sensor 14 and simultaneously transmits the motion state of the vehicle transmitted from the steered wheels 8L and 8R to the driver as a reaction force torque.
  • the reaction force torque is generated by the reaction force motor 61.
  • the SBW system to which the present invention is applied is a type having a torsion bar, and the torque sensor 10 detects the steering torque Ts.
  • the angle sensor 74 detects the motor angle ⁇ m of the reaction force motor 61.
  • the driving device 70 drives the driving motor 71 in accordance with the steering of the handle 1 by the driver, applies the driving force to the pinion rack mechanism 5 through the gear 72, and operates it through the tie rods 6a and 6b.
  • Steering wheels 8L and 8R are steered.
  • An angle sensor 73 is disposed in the vicinity of the pinion rack mechanism 5, and detects the turning angle ⁇ t of the steered wheels 8L and 8R.
  • the ECU 50 is based on the vehicle speed Vs from the vehicle speed sensor 12 in addition to information such as the steering angle ⁇ h and the turning angle ⁇ t output from both devices.
  • a voltage control command value Vref1 for driving and controlling the reaction force motor 61 and a voltage control command value Vref2 for driving and controlling the driving motor 71 are generated.
  • FIG. 26 is a block diagram showing the configuration of the fifth embodiment.
  • control on the twist angle ⁇ hereinafter referred to as “twist angle control”
  • control on the steering angle ⁇ t hereinafter referred to as “steer angle control”
  • Control is performed by angle control
  • the drive device is controlled by turning angle control.
  • the drive device may be controlled by other control methods.
  • the torsion angle ⁇ follows the target torsion angle ⁇ ref calculated through the target steering torque generation unit 200 and the conversion unit 500 using the steering angle ⁇ h and the like by the same configuration and operation as in the first embodiment.
  • the target steering torque generation unit 200 receives not the motor current command value Imc calculated by the torsion angle control unit 300 but the motor current command value Imct calculated by the turning angle control unit 920.
  • the turning angle ⁇ t is input instead of the motor angle ⁇ m.
  • the motor angle ⁇ m is detected by the angle sensor 74, and the motor angular velocity ⁇ m is calculated by differentiating the motor angle ⁇ m by the angular velocity calculation unit 951.
  • the turning angle ⁇ t is detected by the angle sensor 73.
  • the SAT information correction unit 250 in the target steering torque generation unit 200 can estimate the SAT by regarding the drive device as one inertia (or mass). That is, by using the steered angle ⁇ t instead of the motor angular .theta.m, column shaft in terms of inertia J, the static friction Fr and the damper coefficient D M as parameters to match the drive, since the drive is not present the torsion bar
  • the SAT is estimated by setting the steering torque Ts to zero. Further, in the first embodiment, a detailed description is not given as processing in the EPS steering system / vehicle system 100, but the current control unit 130 includes the subtraction unit 32B, the PI control unit 35, and the PWM control shown in FIG.
  • the reaction force motor 61 is driven to perform current control.
  • the target turning angle generation unit 910 In the turning angle control, the target turning angle generation unit 910 generates a target turning angle ⁇ tref based on the steering angle ⁇ h, and the target turning angle ⁇ tref is input to the turning angle control unit 920 together with the turning angle ⁇ t.
  • the turning angle control unit 920 calculates the motor current command value Imct so that the turning angle ⁇ t becomes the target turning angle ⁇ tref. Then, based on the motor current command value Imct and the current value Imd of the driving motor 71 detected by the motor current detector 940, the current control unit 930 has the same configuration and operation as the current control unit 130, so that the driving motor 71 is driven and current control is performed.
  • the target turning angle generation unit 910 includes a limiting unit 931, a rate limiting unit 932, and a correction unit 933.
  • the limiting unit 931 limits the upper and lower limit values of the steering angle ⁇ h and outputs the steering angle ⁇ h1. Similar to the limiting unit 256 in the SAT information correcting unit 250 and the output limiting unit 350 in the torsion angle control unit 300, the upper limit value and the lower limit value for the steering angle ⁇ h are set in advance and limited.
  • the rate limiting unit 932 sets a limit value for the amount of change in the steering angle ⁇ h1 to limit the amount of change in the steering angle ⁇ h2 and outputs the steering angle ⁇ h2 in order to avoid a sudden change in the steering angle. For example, when the difference from the steering angle ⁇ h1 of the previous sample is the amount of change, and the absolute value of the amount of change is larger than a predetermined value (limit value), the steering angle is set so that the absolute value of the amount of change becomes the limit value. ⁇ h1 is added or subtracted and output as the steering angle ⁇ h2, and if it is equal to or less than the limit value, the steering angle ⁇ h1 is output as it is as the steering angle ⁇ h2. Note that instead of setting a limit value for the absolute value of the change amount, an upper limit value and a lower limit value may be set for the change amount to limit the change amount. You may make it limit with respect to a rate.
  • the correction unit 933 corrects the steering angle ⁇ h2 and outputs the target turning angle ⁇ tref.
  • of the steering angle ⁇ h2 is used to make the target turning from the steering angle ⁇ h2.
  • the angle ⁇ tref is obtained.
  • the target turning angle ⁇ tref may be obtained simply by multiplying the steering angle ⁇ h2 by a predetermined gain.
  • FIG. 9 A configuration example of the turning angle control unit 920 is shown in FIG.
  • the turning angle control unit 920 has the same configuration as that of the configuration example of the torsion angle control unit 300 shown in FIG. 15 except the stabilization compensation unit 340 and the addition unit 362, and the target torsion angle ⁇ ref and torsion Instead of the angle ⁇ , a target turning angle ⁇ tref and a turning angle ⁇ t are input, and a turning angle feedback (FB) compensation unit 921, a turning angular speed calculation unit 922, a speed control unit 923, an output limiting unit 926, and a subtraction unit 927 are input.
  • FB turning angle feedback
  • the same operation is performed with the same configuration as the twist angle FB compensation unit 310, the twist angular velocity calculation unit 320, the speed control unit 330, the output limiting unit 350, and the subtraction unit 361, respectively.
  • the angle sensor 73 detects the turning angle ⁇ t
  • the angle sensor 74 detects the motor angle ⁇ m (step S110)
  • the turning angle ⁇ t is determined by the target steering torque generation unit 200 and the turning angle control unit 920.
  • the motor angle ⁇ m is input to the angular velocity calculation unit 951.
  • the angular velocity calculation unit 951 differentiates the motor angle ⁇ m to calculate the motor angular velocity ⁇ m, and outputs the motor angular velocity ⁇ m to the right turn / left turn determination unit 400 and the twist angle control unit 300 (step S120).
  • the target steering torque generator 200 uses the motor current command value Imct instead of the motor current command value Imc, and uses the turning angle ⁇ t instead of the motor angle ⁇ m, as in steps S10 to S60 shown in FIG. Then, the reaction force motor 61 is driven, and current control is performed (steps S130 to S170).
  • the target turning angle generation unit 910 inputs the steering angle ⁇ h, and the steering angle ⁇ h is input to the restriction unit 931.
  • the limiting unit 931 limits the upper and lower limit values of the steering angle ⁇ h based on preset upper and lower limit values (step S180), and outputs the upper limit value to the rate limiting unit 932 as the steering angle ⁇ h1.
  • the rate limiting unit 932 limits the amount of change in the steering angle ⁇ h1 with a preset limit value (step S190), and outputs it to the correction unit 933 as the steering angle ⁇ h2.
  • the correction unit 933 corrects the steering angle ⁇ h2 to obtain the target turning angle ⁇ tref (step S200), and outputs it to the turning angle control unit 920.
  • the turning angle control unit 920 that has input the turning angle ⁇ t and the target turning angle ⁇ tref calculates the deviation ⁇ t 0 by subtracting the turning angle ⁇ t from the target turning angle ⁇ tref by the subtracting unit 927 (step). S210). Deviation Derutashitati 0 is input to the turning angle FB compensation unit 921, the turning angle FB compensation unit 921 compensates the deviation Derutashitati 0 by multiplying the compensation value to the deviation ⁇ t 0 (step S220), the target turning angular velocity ⁇ tref is output to the speed controller 923.
  • the turning angular velocity calculation unit 922 receives the turning angle ⁇ t, calculates the turning angular velocity ⁇ tt by differential calculation with respect to the turning angle ⁇ t (step S230), and outputs it to the speed control unit 923.
  • the speed control unit 923 calculates the motor current command value Imcta by the IP control similarly to the speed control unit 330 (step S240), and outputs it to the output limiting unit 926.
  • the output limiting unit 926 limits the upper and lower limit values of the motor current command value Imcta with preset upper and lower limit values (step S250), and outputs the motor current command value Imct (step S260).
  • the motor current command value Imct is input to the target steering torque generation unit 200 and also to the current control unit 930, and the current control unit 930 detects the motor motor for driving detected by the motor current command value Imct and the motor current detector 940. Based on the current value Imd of 71, the drive motor 71 is driven to carry out current control (step S270).
  • the speed control unit 923 in the turning angle control unit 920 is not the IP control, but the PI control, P control, PID control, PI-D, similarly to the speed control unit 330 in the torsion angle control unit 300. It is only necessary to use any one of P, I, and D controls, and the tracking control in the turning angle control unit 920 and the torsion angle control unit 300 is generally used. The control structure may be used.
  • the reaction force device 60 and the drive device 70 are controlled by one ECU 50, but the ECU for the reaction force device 60 and the ECU for the drive device 70 are respectively set. It may be provided. In this case, the ECUs transmit and receive data by communication.
  • the SBW system shown in FIG. 25 does not have a mechanical coupling between the reaction force device 60 and the drive device 70, but when an abnormality occurs in the system, the column shaft 2 and the steering mechanism are connected to a clutch or the like.
  • the present invention can also be applied to an SBW system including a mechanical torque transmission mechanism that is mechanically coupled with each other. In such an SBW system, when the system is normal, the clutch is turned off and mechanical torque transmission is released, and when the system is abnormal, the clutch is turned on to enable mechanical torque transmission.
  • the torsion angle control unit 300 in the first to fifth embodiments and the assist control unit 800 in the fourth embodiment directly calculate the motor current command value Imc and the assist current command value Iac. Before calculating them, the motor torque (target torque) to be output may be calculated first, and then the motor current command value and the assist current command value may be calculated. In this case, in order to obtain the motor current command value and the assist current command value from the motor torque, a generally used relationship between the motor current and the motor torque is used.

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Abstract

Le problème décrit par la présente invention consiste à fournir un dispositif de direction de véhicule capable d'obtenir facilement un couple de direction équivalent à un angle de direction etc. sans être affecté par l'état d'une surface de route et sans être affecté par un changement des caractéristiques de mécanisme d'un système de commande de direction en raison du vieillissement. La solution selon l'invention porte sur un dispositif de direction de véhicule permettant de réaliser une commande d'assistance sur un système de direction comprenant une unité de génération de couple de direction cible qui génère un couple de direction cible ; une unité de conversion qui convertit le couple de direction cible en un angle de torsion cible ; et une unité de commande d'angle de torsion qui calcule une valeur d'instruction de courant de moteur de sorte qu'un angle de torsion suive l'angle de torsion cible. L'unité de génération de couple de direction cible comprend une unité de correction d'informations SAT permettant de calculer un premier signal de couple sur la base d'une valeur de couple d'auto-alignement et délivre le premier signal de couple en tant que couple de direction cible. L'unité de correction d'informations SAT comprend une unité d'estimation SAT permettant d'estimer la valeur de couple d'auto-alignement sur la base d'un couple de direction, d'informations d'angle et de la valeur d'instruction de courant de moteur et une unité de filtre permettant de calculer le premier signal de couple en réalisant un filtrage sur la valeur de couple d'auto-alignement, et commande par entraînement un moteur sur la base de la valeur d'instruction de courant de moteur.
PCT/JP2019/005505 2018-02-27 2019-02-15 Dispositif de direction de véhicule Ceased WO2019167661A1 (fr)

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JP2022056320A (ja) * 2020-09-29 2022-04-08 日本精工株式会社 車両用操向システムの制御装置
JP2022147727A (ja) * 2021-03-23 2022-10-06 日本精工株式会社 車両用操向システムの制御装置
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WO2023203812A1 (fr) 2022-04-20 2023-10-26 日本精工株式会社 Dispositif de commande pour système de direction de véhicule
WO2023228454A1 (fr) 2022-05-24 2023-11-30 日本精工株式会社 Dispositif de commande de système de direction de véhicule

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KR20220021235A (ko) * 2020-08-13 2022-02-22 현대모비스 주식회사 전동식 동력 조향장치의 마찰감 보상장치 및 그 방법
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JP2022056320A (ja) * 2020-09-29 2022-04-08 日本精工株式会社 車両用操向システムの制御装置
JP7649029B2 (ja) 2020-09-29 2025-03-19 Ｎｓｋステアリング＆コントロール株式会社 車両用操向システムの制御装置
JP2022147727A (ja) * 2021-03-23 2022-10-06 日本精工株式会社 車両用操向システムの制御装置
JP7672684B2 (ja) 2021-03-23 2025-05-08 Ｎｓｋステアリング＆コントロール株式会社 車両用操向システムの制御装置
KR102605279B1 (ko) * 2021-10-20 2023-11-23 주식회사 에스더블유엠 전자식 동력조향장치의 토오크 제어방법
KR20230056200A (ko) * 2021-10-20 2023-04-27 주식회사 에스더블유엠 전자식 동력조향장치의 토오크 제어방법
WO2023203812A1 (fr) 2022-04-20 2023-10-26 日本精工株式会社 Dispositif de commande pour système de direction de véhicule
WO2023228454A1 (fr) 2022-05-24 2023-11-30 日本精工株式会社 Dispositif de commande de système de direction de véhicule
JP2023172631A (ja) * 2022-05-24 2023-12-06 日本精工株式会社 車両用操向システムの制御装置
JP7750794B2 (ja) 2022-05-24 2025-10-07 Ｎｓｋステアリング＆コントロール株式会社 車両用操向システムの制御装置

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