CONTROL DEVICE THAT CONTROLS A VEHICLE AND VEHICLE CONTROL METHOD

专利摘要:
control device and vehicle control method. in the control of a vehicle that is provided with a steering torque feeding device that feeds a steering torque to a steering device coupled to a steering wheel, and to a steering ratio variation device that changes a ratio steering transmission, control includes: adjusting a target state amount to keep the vehicle (10) in a target lane; control of the steering ratio variation device (200, 600) so that a vehicle state quantity (10) becomes the target adjustment state quantity; control of the steering torque supply device (400) so that a steering reaction restriction torque that restricts a steering reaction torque generated in the steering device is fed with the steering device as the steering torque, when the vehicle is kept within the target range; and correction of the restriction torque to the steering reaction at the base of a steering input, when the steering input from a vehicle driver (10) is produced.
公开号:BR112012021764B1
申请号:R112012021764-0
申请日:2011-06-24
公开日:2020-12-15
发明作者:Theerawat Limpibunterng；Yoshiaki Tsuchiya；Shoji Asai
申请人:Toyota Jidosha Kabushiki Kaisha；
IPC主号:

专利说明:

BACKGROUND OF THE INVENTION 1. Technical Field of the Invention
[001] The invention relates to a technical field of control devices and control methods for vehicles that can perform driver-assisted control of various types, such as Lane Maintenance Assistance (LKA) in a vehicle equipped with various devices steering assist such as Electronic Controlled Force Steering (EPS), Variable Gear Ratio Direction (VGRS) and Active Rear Steering (ARS). 2. Description of the Related Art
[002] The device of such a type that causes the vehicle to move around keeping track by the use of an electric force steering device and a steering angle variation device has been suggested (see, for example, Publication of the Application for Japanese Patent No. 2007-160998 (JP-A-2007-160998)). With the steering control device for a vehicle reported in Japanese Patent -A- 2007-160998, the electric force steering device is controlled in order to obtain the target steering angle based on the radius of curvature during travel while keeping track and the change of vehicle position in the transverse direction with respect to the lane or the yaw angle is controlled by the steering angle variation device, thus making it possible to effectively keep the vehicle within the target lane.
[003] Adjusting a target steering angle Δδt on the basis of target steering angle Δδ1 to keep the vehicle within the target range and target steering angle Δδts to bring the vehicle's behavior close to the standard state is also conventional (see , for example, Japanese Patent Application Publication No. 2006-143101 (JP-A- 2006-143101)).
[004] When the vehicle is kept within the target range by controlling the steering angle of the turning wheels, the turning wheels, which are the steering angle control objects, can be steered wheels (wheels coupled to the steering device , preferably front wheels) or undirected wheels, and steering reaction torques of various types are generated in the steering device mechanically coupled to the driven wheels (this is a general concept of devices that transmit a steering input to the driven wheels, these devices including multiple steering input devices such as a steering transmission mechanism, multiple steering axles and a steering wheel).
[005] Since the steering reaction torque acts in the direction of interference with the variation of the desired steering angle, the behavior of the vehicle will be disturbed, for example, through steering with the steering input device in the direction of direction opposite, and keeping the vehicle within the target range can be difficult unless certain measures are taken against such steering reaction torque.
[006] In the device reported in Japanese Patent - A- 2007160998, although a plurality of steering devices, that is, an electric force steering device and a steering angle variation device are used, each device is merely responsible individually on the part of the control related to lane maintenance and, therefore, the effect of such steering reaction torque is difficult to eliminate. Therefore, in actual operation, the driver must provide the steering device with a steering maintenance torque that acts against such steering reaction torque, and the so-called hands-free operation is difficult to perform.
[007] In particular, the steering maintenance torque that is required when the driver maintains the direction of the steering input device changes in response to the steering reaction torque that varies regardless of the driver's intensities. Therefore, when the driver provides steering maintenance torque via the steering input device, it is almost impossible to eliminate the possibility of the driver feeling uncomfortable, and the reduction in actionable property is difficult to avoid.
[008] Thus, with the device reported in Japanese Patent -A- 2007-160998, the reduction in actionable property is difficult to avoid when the vehicle is kept within the target range. The same is true for Japanese Patent-A-2006-143101 which neither describes nor suggests the steering reaction torque. SUMMARY OF THE INVENTION
[009] The invention provides a control device and control method for a vehicle that can keep the vehicle within the target range, without reducing the actionable property.
[0010] The first aspect of the invention relates to a control device that controls a vehicle provided with a steering torque supply device that feeds a steering torque to a steering device coupled to a driven wheel and a device of variation of the transmission rate of direction that changes a transmission rate of direction. The control device includes: a regulation unit that adjusts a quantity of target state to keep the vehicle in a target range; a first control unit that controls the transmission rate variation device, so that a vehicle state quantity becomes the adjusted target state quantity; a second control unit that controls the steering torque supply device, so that a steering reaction restriction torque that restricts a steering reaction torque, generated in the steering device, is fed with the steering device. steering, such as steering torque when the vehicle is kept within the target range; and a correction unit that corrects the restriction torque to the steering reaction at the base of a steering input when the steering input, from a vehicle driver, is produced.
[0011] The vehicle, according to the first aspect of the invention, is provided with the steering torque feeding device and steering transmission ratio variation device.
[0012] The steering torque supply device, according to the first aspect of the invention, is a device that supplies a steering torque to a steering device, for example, an electronically controlled power steering device.
[0013] The "steering device", according to the first aspect of the invention, is a concept including a variety of steering input devices such as a steering wheel by which the driver provides a steering input and covering devices that can be physical or mechanically coupled to the driven wheels and which physically transmit the steering input to the driven wheels. The "steering torque", according to the first aspect of the invention, means a torque that causes variation in a steering angle of the driven wheels, which acts on the steering device according to such a concept.
[0014] When such a concept is considered, a steering device that is not in a physical coupling relationship with the steering input device is at least different from the steering device according to the first aspect of the invention. This is because no action that restricts the steering reaction torque described below transmitted to the driver via the steering device according to a first aspect of the invention is obtained, regardless of how the control is performed with respect to the torque that causes variation in an angle of direction of the driven wheels that are not in a coupling relationship with the steering input device.
[0015] Still, when such a concept is considered, a torque provided humanly by the driver via various steering input devices can also be a steering torque of some kind, however such a humanly provided steering torque is distinguished, at least in the application, as "input torque from the conductor".
[0016] The steering ratio variation device means a device that changes a direction transmission ratio in a binary, multistage or continuous manner, for example, a front wheel steering angle variation device such as VGRS or a rear wheel steering angle variation device such as ARS.
[0017] The "steering transmission ratio" as referred to here means a ratio of the steering wheel steering angle (the steering wheels in this case are not limited to the wheels for which the steering angle variation is provided by the steering torque above) and the steering angle (that is, it means the operating angle of the steering input device (to reach the point, the angle of rotation of the steering wheel)). Therefore, the steering ratio variation device can control the steering angle of the front wheels, rear wheels or both front wheels and rear wheels regardless of the operating state of the steering input device and can theoretically change the steering direction. vehicle advance, regardless of the driver's intention, for example, when the driver stops controlling the steering input device or, only, when the steering input device is operated.
[0018] From the point of view of the physical configuration, at least part of the steering torque feeding device and steering transmission ratio variation device may be common with, or twins, with the steering device of the concept described above.
[0019] The control device for a vehicle according to the invention can include several storage devices such as one. or a plurality of Central Processing Units (CPUs), Microprocessing Units (MPUs), other processors or controllers or Read-Only Memory (ROM), Random Access Memory (RAM), intermediate memory or instant memory, and may be in the form of various processing units, for example, an Electronic Control unit (ECU) or a plurality of such units, several controllers and various computer systems such as a microcomputer device.
[0020] With the control device for a vehicle according to the first embodiment of the invention, an amount of target state for keeping the vehicle within the target range is adjusted by the regulating unit when the device is operated.
[0021] The "target state amount" according to the first embodiment of the invention is a target value of the vehicle's state amount. In addition, the "vehicle state quantity" relative to the target state quantity is a state quantity that makes it possible to demonstrate an almost useful effect when performing such an aspect of keeping the vehicle within the target range. A preferred example of the vehicle's state amount may be a state amount that determines the vehicle's yaw behavior. Thus, the vehicle's state quantity includes values corresponding, for example, to a yaw rate, a sliding angle of the vehicle body (angle of the vehicle with respect to the tangent direction of rotation; represents an angle formed by the direction of the vehicle body vehicle and the instantaneous forward direction of the vehicle body) or a transverse acceleration.
[0022] In the first aspect of the invention, the target state quantity is adjusted on the basis of a difference in the position state as a physical quantity that can have a reference value to keep the vehicle within the target range (i.e., the difference which determines the relative positional relationship between the vehicle and the target lane in which the vehicle is to be maintained, more specifically, as a preferred example, a positional difference of the side vehicle with respect to the target lane or a difference in yaw angle) or basis of the difference in position status and with reference to travel conditions, such as vehicle speed. In this case, the target state quantity can be mapped in association with a variety of parameter values and previously stored on the appropriate storage device, or it can be derived as needed by an appropriate computational algorithm or computational formulas.
[0023] In the control device for a vehicle, according to the invention, when the target state amount is thus adjusted, the steering ratio variation device is controlled by the first control unit so that the amount of vehicle status becomes the preset target state quantity.
[0024] As long as the steering angle control of the driven wheels, performed by the steering ratio variation device, can function significantly, when keeping the vehicle within the target range, it is not necessary for the first control unit to move the vehicle state quantity to the target state quantity, just by the action of the steering transmission ratio variation device. Thus, since at least part of the steering angle variation of the driven wheels that is necessary when the vehicle is kept within the target range is ensured by the steering transmission ratio variation device, the ratio of the variation angle of the steering wheel steering, provided by the control performed by the first control unit of the amount of steering angle variation required, is not particularly limited.
[0025] More specifically, an optimal and advantageous steering angle is not determined only when the vehicle is kept within the target range and the steering transmission ratio variation device does not have a function of switching the steering input device to the direction of the desired direction (the reaction torque of the direction described below is a torque that acts in the direction of the undesirable direction). Therefore, when a constant or variable angle value that is not equal to zero is suitable as a steering angle, from a practical point of view, a cooperative control mode will also be sufficiently advantageous. In this modality, the amount of variation of the steering angle is appropriately loaded by the steering transmission ratio variation device, while feeding the steering torque, for example, via the appropriate steering torque feeding device and providing the steering variation. desired steering angle and the steering angle variation of the wheel resulting, therefore, by steering torque.
[0026] When the vehicle's yawing behavior is controlled by controlling the quantity of the vehicle's condition and the vehicle is kept within the target range by automatic steering of some kind, a reaction torque caused by a variety of factors can act on the device steering. Examples of those factors include various physical characteristics such as concepts that may appropriately include resistance to inertia, resistance to viscosity and resistance to friction of the steering device itself, various physical characteristics of similar types in the steering torque feeding device or an auto torque alignment of the driven wheels. The steering reaction torque is a reaction torque that acts to rotate the steering input device in the opposite direction to the original yaw direction and therefore can affect vehicle operation control by turning the steering input device. steering in the opposite direction of the so-called freehand travel mode in which the driver does not provide a force to maintain the steering.
[0027] In order to solve such a problem, in the control device for a vehicle according to the first aspect of the invention, a steering reaction torque restriction torque is fed as at least part of the aforementioned steering torque by the second control unit via the steering torque supply device. The steering reaction restraint torque is a torque that restricts the steering reaction torque, preferably a torque that cancels the steering reaction torque or reduces the steering reaction torque to a level that does not cause problems for control vehicle displacement even when the driver does not provide the steering maintenance torque. When the steering reaction restraint torque and the steering reaction torque thus cancel each other out, the vehicle can be kept unimpeded within the target range even when a steering maintenance torque acting against at least the steering reaction torque it is not provided and, ideally, hands are removed from the steering input device.
[0028] However, an operation of the steering input device based on the driver's intention, that is, an overtaking operation, can occur in the process of keeping the vehicle within the target range implemented by the first and second control units. Overtaking operations can be at least two types: a relatively large scale overtaking operation that should stop the control aimed at maintaining the vehicle within the target range and a relatively small scale overtaking operation, which reflects the intentions driver in the control aimed at maintaining the vehicle within the target range.
[0029] In the latter case, by contrast with the first case, the vehicle is continuously maintained within the target range. As a result, a case may occur in which the overrun operation performed by the driver and the supply of the torque restriction to the steering reaction described above, via the steering torque supply device, will mutually interfere within a period that cannot be ignored from the practical point of view. Since the steering reaction restriction torque is a torque fed independently of the driver's intentions and corresponding to the automatic steering that persistently tries to keep the vehicle within the target range, in which such interference occurs, the steering torque generated in the steering device direction input changes and a sense of direction is degraded, regardless of whether the driver provides constant direction input.
[0030] Consequently, in the control device for a vehicle. According to a first aspect of the invention, such degradation of sense of direction is restricted in the manner described below. Thus, the control device for a vehicle, according to the first aspect of the invention, is configured to include a correction unit that corrects the restriction torque to the steering reaction at the steering input base, when such steering input is produced by the driver.
[0031] The "direction input from the driver", as referred to here, means a physical input that reflects an intention of the driver's direction which is provided via the direction input device. From a practical point of view, the direction entry can be in the form of various physical quantities and control quantities that can determine the entry. For example, the direction entry may include, as appropriate; an equivalent value of conductor input torque; an equivalent steering angle value; an equivalent steering angle speed value and an equivalent steering angle acceleration value. Also, a direction direction provided by the driver can also be manipulated as a steering input of this type.
[0032] The steering reaction restriction torque makes it possible to restrict the steering reaction torque including the steering input from the driver, and to restrict the degradation of the steering sensation by correcting the steering reaction restriction torque in the base of the steering input from the driver, which can be in these various forms.
[0033] Thus, a new problem discovered when the overtaking operation is performed by the driver, while the control that keeps the vehicle within the target range is being maintained, is that not only the steering reaction torque caused by keeping the vehicle within of the target range, but also the steering reaction restriction torque, designed to restrict this steering reaction torque, can become a steering load that brings discomfort to the driver, and the control device for a vehicle, according With the first aspect of the invention, the degradation of the sense of direction is restricted based on a technical idea of incorporating a direction input corresponding to the override operation in the process of controlling the restriction torque to the steering reaction. Therefore, a significant practical advantage is clearly achieved over any technical idea that does not take this problem into account.
[0034] The correction mode to be performed by the correction unit is not restricted in any way, except that the driver's sense of direction is improved compared to that in the case of without any correction. In addition, the operation of the correction unit can be performed within a region outside the scope of operation that is generally suggested by the word "correction". For example, the operations of the correction unit and the second control unit can proceed in full with each other, at least partially, in the control process. Alternatively, the operation for the correction unit of this type can be performed as an operation for the second control unit.
[0035] In addition, the correction unit can ensure the desired direction sensation for the overtaking operation by maintaining the total sum of the restriction torque to the steering reaction and steering reaction torque (these torques have mutually different signals) in the value or converging the total sum or bringing it close to the desired value. Thus, the steering reaction restraint torque can be controlled so that the overtaking operation can be carried out substantially free of charge and the steering reaction restraint torque can also be controlled so that a constant steering load (corresponds to the so-called response sensation) is applied.
[0036] In the control device for a vehicle, according to a first aspect of the invention, the correction unit can correct the restriction torque to the steering reaction based on the direction of the direction relative to the steering input.
[0037] The frictional resistance of the steering device or steering torque supply device, which can determine the steering reaction torque, is different from the inertia resistance or viscosity resistance, and changes between two values in response to the signal in the direction of the direction (signifies the angular speed of the direction). Therefore, it may also be necessary to change the steering reaction restriction torque between two values in response to the signal in the direction of direction. Therefore, when the direction of generation of the restriction torque to the steering reaction, which restricts the steering reaction torque generated because the vehicle is kept within the target range, is different from the direction of overtaking (that is, direction input from the driver), the steering load on the driver can change rapidly in the process of overtaking.
[0038] With such a configuration, once the steering reaction restriction torque is corrected based on the direction direction, the effect of the steering reaction restriction torque, in particular, on the frictional resistance of this type on the sensation of direction, can be moderated and the deterioration of the sense of direction can be advantageously restricted.
[0039] In the control device for a vehicle, according to the first aspect of the invention, the steering input can be an input torque coming from the driver, and the correction unit can correct the restriction torque to the steering reaction in the input torque base.
[0040] With such a configuration, once the steering reaction restriction torque is corrected on the basis of the conductor input torque, the deterioration of the steering sensation can be advantageously restricted.
[0041] The motion equation clearly demonstrates that the steering force corresponding to the driver input torque is proportional to the steering angle acceleration. Therefore, the correction unit can correct the steering reaction restriction torque on the basis of angular acceleration relative to the steering input (ie, the one described below derived from the second order of the conductor entry angle, with respect to time).
[0042] Also, since the steering angle acceleration can determine the inertia resistance of the steering device and the steering torque supply device, when the steering reaction restriction torque is corrected on the basis of the acceleration of the steering steering angle of this type, the effect produced by the restriction torque to the steering reaction relative to the inertia resistance of this type in the steering sensing can be moderate.
[0043] In the control device for a vehicle, according to the first aspect of the invention, the steering input can be a driver input angle and the correction unit can correct the restriction torque to the steering reaction on the basis of entry angle.
[0044] With such a configuration, once the steering reaction restriction torque is corrected on the basis of the conductor entry angle, the deterioration of the steering sensation can be advantageously restricted.
[0045] The "driver entry angle" as referred to here means a steering angle provided by the driver and represents part of the steering angle. However, the steering angle itself can be changed, regardless of the driver's intentions, by feeding steering torque from the steering torque feeding device, as mentioned above, and on request, the steering angle provided by a Human operation of this type is classified as conductor entry angle.
[0046] The steering angle determines the variation in the steering angle of the driven wheels, however the variations in the steering angle correlate with the axial force generated in the driven wheels. Therefore, by correcting the restriction torque to the steering reaction at the base of the conductor entry angle, which is a form of a steering angle, it is possible to moderate the effect produced in the driving sensation by the restriction torque to the steering reaction that it is fed to restrict the steering reaction touch relative to the axial force of this type.
[0047] The control device for a vehicle, according to the first aspect of the invention, can also include a third control unit that controls the directional torque supply device so that a predetermined steering reaction pseudo motor corresponding to the steering input is fed as steering torque.
[0048] With such a configuration, once the steering reaction pseudo motor is powered by the third control unit, the desired direction sensation can be realized. Such a desired sense of direction can also be created by the operation of the correction unit in the manner described above or by the cooperative action of the correction unit and the second control unit, however, where the sense of direction is thus created separately by the reaction pseudotor of steering, the correction unit or the second control unit can eliminate or substantially eliminate all steering reaction torque, which even takes the steering input into account and is preferred from the point of view of the control load.
[0049] In the control device for a vehicle, according to the first aspect of the invention, the second control unit can feed the torque of restriction to the steering reaction, in order to restrict at least one reaction torque from a first torque steering reaction caused by the physical characteristics of the steering device, a second steering reaction torque caused by the physical characteristics of the steering torque supply device and a third steering reaction torque caused by the axial force of the driven wheels.
[0050] With such a configuration, the first, second and third steering reaction torques are used as elements, determining the steering reaction torque. The first steering reaction torque is a steering reaction torque generated due to various physical characteristics, for example; resistance to inertia; viscosity resistance; and resistance to friction in the steering device, the second steering reaction torque is a steering reaction torque generated due to various physical characteristics, for example, inertia resistance, viscosity resistance and friction resistance in the feeding device of steering torque, and the third steering reaction torque is a steering reaction torque generated due to the axial force of the driven wheels.
[0051] These steering reaction torques are the main elements of the steering reaction torque, generated when the vehicle is kept within the target range, and the steering reaction restriction torque is fed in order to restrict at least its part, preferably all torques. Therefore, the correction torque is a torque that corrects the restriction torque to the steering reaction which restricts at least parts of these torques, and eventually the deterioration of the direction sensation during the overtaking operation can be effectively restricted.
[0052] In the control device, according to the first aspect of the invention, the second control unit can feed the torque of restriction to the steering reaction, so as to restrict at least one reaction torque from a first reaction torque of steering caused by the physical characteristics of the steering device and a second steering reaction torque caused by the physical characteristics of the steering torque supply device.
[0053] The second aspect of the invention relates to a control process for a vehicle provided with a steering torque feeding device that feeds a steering torque to a steering device coupled to the driven wheels and a steering variation device direction transmission ratio that changes a direction transmission ratio. The control process includes the regulation of a quantity of target state to keep the vehicle in a target range; control of the steering ratio variation device so that a vehicle state quantity becomes the adjusted target state quantity; control of the steering torque supply device, so that a steering reaction restriction torque that restricts a steering reaction torque generated in the steering device is fed to the steering device as steering torque when the vehicle is kept within the target range; and correcting the steering reaction restraint torque at the base of a steering input when steering input from a vehicle driver is produced.
[0054] The operation and other advantages of the first and second aspects of the invention will be described below in greater detail in the "DETAILED DESCRIPTION OF THE ACCOMPLISHMENTS. BRIEF DESCRIPTION OF THE DRAWINGS
[0055] Aspects, advantages and technical and industrial importance of the exemplary embodiments of the invention will be described below with reference to the accompanying drawings, in which similar numbers indicate similar elements, and in which:
[0056] figure 1 is a schematic configuration diagram schematically representing the configuration of the vehicle according to an embodiment of the invention;
[0057] figure 2 is a flow chart of LKA control performed on the vehicle illustrated by figure 1;
[0058] figure 3 is a diagram representing the relationship between the target transverse acceleration and the target steering angle of the front wheel for LKA.
[0059] figure 4 is a diagram representing the relationship between the target transverse acceleration and the target steering angle of the rear wheel for LKA.
[0060] figure 5 represents the relationship between the radius of the band and the adjustment gain.
[0061] figure 6 is a flow chart of the steering angle control of the front / rear wheel performed on the vehicle illustrated by figure 1.
[0062] figure 7 represents the relationship between the transmission ratio of the front wheel direction and the vehicle speed.
[0063] figure 8 represents the relationship between the transmission ratio of the rear wheel steering and the vehicle speed.
[0064] figure 9 is an EPS control flowchart performed on the vehicle illustrated by figure 1.
[0065] figure 10 shows the relationship between the target reference torque of EPS and the input torque of the conductor;
[0066] figure 11 is a flowchart for processing the calculation of the maintained band torque performed in the EPS control illustrated by figure 9.
[0067] figure 12 represents the relationship between the inertia correction torque and front wheel final steering angle acceleration;
[0068] figure 13 represents the relationship between the viscosity correction torque and the angle speed of the final direction of the front wheel.
[0069] Figure 14 represents the relationship between the friction correction torque and the final steering angle speed of the front wheel.
[0070] figure 15 represents the normal relationship between the axial force correction torque of the front wheel and the final steering angle of the front wheel.
[0071] figure 16 represents the normal relationship between the axial force correction torque of the rear wheel and the final steering angle of the rear wheel.
[0072] figure 17 represents the relationship between the conductor entry angle and the characteristic term of steering reaction pseudo-torque.
[0073] figure 18 represents the relationship between the angular velocity of conductor input and the characteristic term of pseudo-motor of the steering reaction. DETAILED DESCRIPTION OF THE ACCOMPLISHMENTS Embodiments of the Invention
[0074] An embodiment of the displacement assist device for a vehicle according to the invention will be described below with reference to the accompanying drawings. Configuration According to Achievement
[0075] Firstly, the configuration of a vehicle 10 according to an embodiment of the invention will be described below with reference to figure 1. figure 1 is a schematic configuration diagram representing schematically the base configuration of the vehicle 10.
[0076] With reference to figure 1, vehicle 10 is an example of the "vehicle" according to the invention that has a pair of left and right front wheels FL and FR and a pair of left and right rear wheels RL and RR as steered wheels and where the vehicle's forward direction is controlled by the direction of these steered wheels. Vehicle 10 is provided with an Electronic Control Unit (ECU) 100, a Variable Gear Ratio Steering actuator (VGRS) 200, a VGRS 300 driving device, an Electronic Control Force Steering actuator (EPS) 400 , an EPS 500 trigger device, and an Active Rear Steering (ARS) 600 actuator.
[0077] The ECU 100 is an ECU that is provided with a Central Processing Unit (CPU), Read-Only Memory (ROM), and a Random Access Memory (RAM) (not shown in the figure) and configured to be able to control the entire operation of the vehicle 10. This ECU is an example of the "vehicle controller" according to the invention. The ECU 100 is configured to be able to perform the Auxiliary Control for Keeping the Range (LKA) control described below, control of the steering angle of the front-rear wheel, and control of the steering with electric controlled force (EPS) according to the control program stored in ROM.
[0078] The ECU 100 is an integrated ECU configured to function as respective examples of the "control unit", "first control unit", "second control unit", "correction unit" and "third control unit" of according to the invention. All operations of these units are performed by the ECU 100. However, the physical, mechanical and electrical configurations of these units, according to the embodiment of the invention, are not limited to the aforementioned ECUs and, for example, these units can be configured as several computer systems, such as a plurality of ECUs, several processing units, several controllers or microcomputer device.
[0079] In vehicle 10, the steering input provided by the driver via a steering wheel 11 serving as a steering input device is transmitted to an upper steering axis 12 which is coupled to the steering wheel 11. The steering wheel 11 and the steering axis upper 12 can rotate coaxially. The upper steering axle 12 serves as an axle body capable of rotating in the same direction as the flywheel 11. An end downstream of the upper steering axle 12 is coupled to the VGRS 200 actuator.
[0080] The VGRS 200 actuator is provided with a housing 201, a VGRS 202 motor and a reduction mechanism 203, and is an example of the "steering ratio variation device" according to the invention.
[0081] The housing 201 is a VGRS 200 actuator housing that accommodates the VGRS 202 motor and the reduction mechanism 203. The downstream end of the aforementioned upper steering axle 12 is attached to housing 201 and housing 201 can rotate fully with the upper steering axle 12.
[0082] The VGRS 202 motor is a brushless direct current (DC) motor having a rotor 202a serving as a rotating component, a stator 202b serving as a stationary component and a rotating axis 202c as a driving force emission axis . Stator 202b is fixed within housing 201 and rotor 202a is rotatably maintained within housing 201. Rotary axis 202c is fixed to rotor 202a so that the two rotate coaxially, and one end downstream of rotation axis 202c is coupled reduction mechanism 203.
[0083] The reduction mechanism 203 is a planetary gear mechanism having a plurality of rotating elements (solar gear, carrier, ring gear) that can rotate differentially. Among the plurality of rotating elements, the solar gear, serving as the first rotating element, is coupled to the rotating axis 202c of the VGRS engine 202, and the carrier, serving as the second rotating element, is coupled to the housing 201. The annular gear serving as a third rotating element it is coupled to a lower steering axis 13.
[0084] With the reduction mechanism 203 having such a configuration, the rotation speed of the lower steering axis 13, coupled to the ring gear served as a remaining rotating element, is solely determined by the rotation speed of the upper steering axis 12 corresponding to amount of operation of the handwheel 11 (i.e., the rotation speed of the housing 201 coupled to the carrier) and the rotation speed of the VGRS motor 202 (i.e., the rotation speed of the rotary axis 202c coupled to the carrier). In this case, the rotation speed of the lower steering axle 13 can be controlled by controlling the rotation speed of the VGRS 202 motor by the differential action between the rotation elements.
[0085] Thus, the upper steering axis 12 and the lower steering axis 13 can be rotated relative to each other by the action of the VGRS 202 motor and the reduction mechanism 203. Also, due to the configuration of the rotating elements in the mechanism reduction factor 203, the rotation speed of the VGRS 202 motor is transmitted to the lower steering axis 13 after being reduced according to a predetermined reduction ratio, determined according to the gear ratio between the rotating elements.
[0086] Thus, in vehicle 10, since the upper steering axis 12 and the lower steering axis 13 can rotate relative to each other, a steering transmission ratio K1 which is a ratio of the steering angle θMA, which is an amount of rotation of the upper steering axle 12, and a steering angle of the front wheel δf, which is uniquely determined corresponding to the amount of rotation of the lower steering axle 13 (also refers to the gear ratio of the steering mechanism rack gear described below) can be continuously changed within a predetermined range.
[0087] The 203 reduction mechanism can also have a configuration in addition to the planetary gear mechanism shown above by way of example (for example, a configuration can be used in which gears with different numbers of teeth are coupled to the upper steering shaft 12 and lower steering axle 13, a flexible gear is arranged in partial contact with the aforementioned gears, and the upper steering axle 12 and the lower steering axle 13 are rotated mutually relative by the rotation of the flexible gear by a motor torque transmitted via a wave generator) or when a planetary gear mechanism is used, it may have different physical, mechanical or structural aspects than those described above.
[0088] The VGRS 300 drive device is an electrical drive circuit including a pulse width modulation (PWM) circuit, a transistor circuit, and an inverter, and configured to be able to supply current to stator 202b of the VGRS 202 motor. The VGRS 300 drive device is electrically connected to a battery (not shown in the figure) configured so that a driving voltage can be supplied to the VGRS 202 motor by the electrical power fed from the battery. In addition, the VGRS 300 trigger device is electrically connected to the ECU 100 and the operation of the trigger device is controlled by the ECU 100. The VGRS 300 trigger device together with the VGRS 200 actuator are an example of a " variation of the steering transmission ratio "according to the invention.
[0089] The rotation of the lower steering axle 13 is transmitted to the rack gear mechanism. The rack gear mechanism is a steering force transmission mechanism, including a pinion gear 14 connected to the downstream end of the lower steering axle 13 and a rack bar 15 having formed gear teeth therefor. , with the gear teeth of the pinion gear. The rack gear mechanism is configured so that the rotation of the pinion gear 14 is converted to the movement of the rack bar 15 in the left-right direction shown in the figure, thereby transmitting a steering force to the front wheels via a rod and stub axle (their reference numbers are omitted) coupled to both ends of the rack bar 15. Thus, the device for transmitting force 11 to the front wheels is an example of the "steering device" according to the invention.
[0090] The EPS 400 actuator is an example of the "steering torque supply device" according to the invention, which is provided with an EPS motor as a brushless DC motor including a rotor (not shown in the figure ) serving as a rotating component and having a permanent magnet attached to it, and a stator serving as a stationary component surrounding the rotor. The EPS motor is configured in such a way that, when an electric current is fed to the stator via the EPS 500 drive device, the rotor is rotated under the action of the rotating magnetic field inside the EPS motor, thus generating a torque of EPS Teps as an example of the "steering torque", according to the invention in the direction of rotor rotation.
[0091] A reduction gear (not shown in the figure) is attached to the motor shaft serving as a rotation axis for the EPS motor, and this reduction gear is also engaged with pinion gear 14. Therefore, the torque of EPS Teps, generated from the EPS engine, can function as a torque that increases the rotation of the pinion gear 14. As mentioned above, the pinion gear 14 is coupled to the lower steering shaft 13, and the lower steering shaft 13 is coupled to the upper steering axle 12 via the VGRS 200 actuator. Therefore, during normal steering, the input torque from the MT conductor applied to the upper steering axle 12, is transmitted to the rack bar 15, while being properly aided by EPS Teps torque and the steering load on the driver's side is reduced.
[0092] The EPS 500 drive device is an electrical drive circuit including a PWM circuit, a transistor circuit and an inverter, which is configured so that an electric current can be fed to the EPS motor stator. The EPS 500 drive device is electrically connected to a battery (not shown in the figure) and configured in such a way that a drive voltage can be supplied to the EPS motor by the electrical power supplied from the battery. In addition, the EPS 500 trigger device is electrically connected to the ECU 100, and the operation of the trigger device is controlled by the ECU 100. The EPS 500 trigger device together with the EPS 400 actuator is an example of the "feeder device". steering torque "according to the invention.
[0093] The configuration of the "steering torque supply device" according to the invention is not limited to the example described above. For example, the EPS Teps torque, emitted from the EPS motor, can be transmitted directly to the lower steering axis 13 by reducing the rotation speed by a reduction gear (not shown in the figure). Alternatively, EPS Teps torque can be applied as a force that assists the reciprocal movement of the rod 15. Thus, a specific configuration of the steering torque feeding device, according to the embodiment of the invention, is not particularly limited, provided that the EPS Teps torque, emitted from the EPS 400 engine, can be fed at least as part of the steering force that eventually turns the front wheels.
[0094] The ARS 600 actuator is another example of the "steering transmission ratio variation device" according to the invention, which is provided with a force cylinder (not shown in the figure) and an actuator causing the movement reciprocal of the force cylinder in the left-right direction shown in the figure, and in which the steering angle of the rear wheel δr which is a steering angle of the rear wheels, which are the driven wheels, can be changed by taking the guide bars rear 21, coupled at both ends of the force cylinder, to slide through a predetermined distance in the left-right direction by the applied actuation force of the actuator. The configuration of the vehicle on which the rear wheels can be steered is not limited to that shown in figure 4, and a variety of conventional ways can be used.
[0095] A trigger device (not shown in the figure) that drives the ARS 600 actuator is electrically connected to the ECU 100 and configured so that the operation of the trigger device is controlled by the ECU 100.
[0096] Vehicle 10 is provided with a variety of sensors including a torque sensor 16, a steering angle sensor 17 and a rotation angle sensor 18.
[0097] The torque sensor 16 is configured to be able to detect the input torque of the MT conductor that is provided from the conductor via 11, the twist of the torsion bar in the direction of rotation corresponds to the torque transmitted via the portion a upper steering shaft amount 12 (ie, the input torque of the MT conductor), by which the steering torque is transmitted downstream while the torsional torque is being produced. Therefore, a rotation phase difference is generated between the aforementioned rings for detecting the rotation phase difference when the steering torque is transmitted. The torque sensor 16 is configured to detect this difference in the rotation phase and be able to convert the difference in the rotation phase into a torque value and output the torque value as an electrical signal corresponding to the input torque of the MT conductor. . In addition, torque sensor 16 is electrically connected to ECU 100 and configured in such a way that the detected MT input torque can be searched by ECU 100 periodically or randomly.
[0098] The steering angle sensor 17 is an angle sensor configured to be able to detect a steering angle θMA representing the amount of rotation of the upper steering shaft 12. The steering angle sensor 17 is electrically connected to the ECU 100 and configured so that the detected steering angle θMA can be searched by ECU 100 periodically or randomly.
[0099] The rotation angle sensor 18 is a rotary encoder, configured to be able to detect a relative rotation angle Δθ of the housing 201 (in terms of the rotation angle, the housing is identical to the upper steering axis 12) and the lower steering axis 13 on the VGRS 200 actuator. The rotation angle sensor 18 is electrically connected to ECU 100 and configured so that the detected relative rotation angle Δθ can be searched by ECU 100 periodically or randomly.
[00100] Vehicle speed sensor 19 is a sensor configured to be capable of detecting vehicle speed V which is vehicle speed 10. Vehicle speed sensor 19 is electrically connected to ECU 100 and configured so that the detected vehicle speed V can be searched by ECU 100 periodically or randomly.
[00101] An onboard camera 20 is an image capture device that is arranged at the front end of the vehicle 10, and configured to be able to capture an image of a predetermined region in front of the vehicle 10. The onboard camera 20 is electrically connected to the ECU 100 and configured so that the image captured from the front of the vehicle can be searched, as image data, by the ECU 100, periodically or randomly. The ECU 100 can analyze the image data and acquire various data necessary for the LKA control described below. Implementation Operation
[00102] The operation of the embodiment will be described below with reference to the appropriate drawings.
[00103] First, the LKA control performed by the ECU 100 will be explained in more detail with reference to figure 2. Figure 2 is an LKA control flowchart. The LKA control keeps vehicle 10 within the target range and is one of the functions of assisting the movement of vehicle 10.
[00104] With reference to figure 2, the ECU 100 reads several signals including operation signals of several keys provided in the vehicle 10, several signals and sensor signals relative to the aforementioned sensors (step S101) and also determines whether a mode of LKA has been previously selected or not by the driver who operates an operation button to start control of LKA that is arranged in the cabin of the vehicle 10 (step S102). When the LKA mode has not been selected, (step S102: NO) the ECU 100 returns processing to step S101.
[00105] When the LKA mode has been selected (step S102; YES), ECU 100 determines whether a white line (can also be a structure similar to the white line) specifying the target range of LKA has been detected or not, in the basis of the image data sent from the on-board camera 20 (step S103). When the white line has not been detected (step S102: NO), the target range cannot be specified and, therefore, ECU 100 returns processing to step S101. When the white line has been detected (step S103: YES), ECU 100 calculates the road surface information of various types, which is necessary to keep vehicle 10 within the target range (step 104).
[00106] A radius R of the target range, a transverse deviation Y from the white line and vehicle 10, and a yaw angle deviation Φ from the white line and vehicle 10 are calculated in step S104. Various modes, including conventional image recognition algorithms, can be used to calculate the information needed for control of this type that keeps the vehicle within the target range.
[00107] When the road surface information of various types has been calculated, the ECU100 calculates a GYTG target transverse acceleration, which is necessary to keep vehicle 10 within the target range (step S105). The GYTG target transverse acceleration is an example of "target state amount" according to the invention. The GYTG target transverse acceleration can also be calculated according to conventional algorithms or computational formulas. Alternatively, a target transverse acceleration map including the radii of the aforementioned range R, transverse deviation Y and yaw angle deviation Φ can be previously stored in a storage device such as ROM of ECU 100 and target transverse acceleration GYTG can be calculated selecting the appropriate values from the table (selecting this type is also a method of calculation).
[00108] When the transverse acceleration of target GYTG has been calculated, the processing is branched into a processing of the direction of the rear wheel (step S106) and processing of the direction of the front wheel (steps S107 to S109).
[00109] First, the processing of the wheel direction will be explained. When processing the rear wheel steering, a target steering angle of the rear wheel θLKA_RR for LKA will be calculated (step S106). The target steering angle of the rear wheel θLKA_RR for LKA is a steering angle of the rear wheel corresponding to the value required to keep vehicle 10 within the target range. For the control reasons according to the embodiment, the target steering angle of the rear wheel ΘLKA_ RR to LKA is a value obtained by converting the steering angle of the rear wheel δr that is necessary when keeping the vehicle 10 within the target range in an angle of rotation of the lower steering axle 13. The target steering angle of the rear wheel ΘLKA_ RR for LKA is stored in a write control storage device such as RAM.
[00110] The relationship between the target cross acceleration GYTG and the target steering angle of the rear wheel ΘLKS_RR for LKA will be explained here with reference to figure 3. Figure 3 shows the relationship between the target cross acceleration GYTG and the target steering angle rear wheel ΘLKS_RR for LKA.
[00111] In figure 3, the target steering angle of the rear wheel ΘLKS RR to LKS is plotted against the ordinate, and the GYTG target transverse acceleration is plotted against the abscissa. The region on the left side of the original point line corresponding to the target transverse acceleration GYTG = 0 represents the target transverse acceleration corresponding to the left side of the vehicle, and the region on the right side represents the transverse acceleration corresponding to the right side of the vehicle. The region above the original point line corresponding to the target steering angle of the rear wheel ΘLKA_RR to LKA being equal to zero corresponds to the steering angle facing the right side of the vehicle and the region below the original point line corresponds to the steering angle facing the left side of the vehicle.
[00112] Therefore, the angle of the target direction of the rear wheel ΘLKA_RR to LKA is a feature symmetrical with respect to the original point specifying the original point line. The absolute value of the rear wheel target direction angle ΘLKA_RR for LKA increases linearly with respect to the target cross acceleration GYTG, with the exception of a band with no sensitivity close to the target cross acceleration GYTG = 0.
[00113] In figure 3, the target steering angle characteristics of the rear wheel ΘLKA_ RR for LKA, with respect to vehicle speeds V of three types, that is, V = V1, V2 (V2> V1) and V3 (V3 > V2) are represented by a dotted line; a discontinuous line and a solid line, respectively, for example. These characteristics clearly show that the target steering angle of the rear wheel θLKA_RR to LKA is adjusted to lower values at higher vehicle speeds. This is because the degree of transverse acceleration generated increases with respect to the steering angle with the increase in vehicle speed.
[00114] A control map, in which the relationship shown in figure 3 is represented in the form of numerical values (that is, in which the relationship shown in figure 3 is quantified), has been previously stored in the ROM of ECU 100 (obviously , vehicle speed V, serving as a parameter value, is represented more precisely), and the corresponding value is selected from the control map in step 106. When step 106 is performed, processing is returned to step 101.
[00115] The front wheel steering processing will be explained below. When processing the front wheel steering, the target steering angle of the front wheel ΘLKA_FR to LKA is calculated (step S107). The front wheel target steering angle θLKA_FR for LKA is the front wheel steering angle corresponding to the value needed to keep vehicle 10 within the target range.
[00116] For control reasons, according to the embodiment, the target steering angle of the front wheel θLKA_FR to LKA is a value obtained by converting the steering angle of the front wheel δf that is necessary to keep the vehicle 10 within range target at an angle of rotation of the lower steering axle 13. The target steering angle of the front wheel θLKA_FR to LKA is previously mapped in the form associated with the target transverse acceleration GYTG and stored in ROM. The target steering angle of the front wheel, calculated θLKA_FR for LKA, is stored in a storage device enrollable as RAM.
[00117] The relationship between the target cross acceleration GYTG and the target steering angle of the rear wheel ΘLKS_FR for LKA will be explained here with reference to figure 4. Figure 4 shows the relationship between the target cross acceleration GYTG and the target steering angle rear wheel ΘLKS_FR for LKA.
[00118] In figure 4, the target steering angle of the front wheel ΘLKS FR to LKS is plotted against the ordinate, and the GYTG target transverse acceleration is plotted against the abscissa. The region on the left side of the original point line, corresponding to the target transverse acceleration GYTG = 0, represents the target transverse acceleration corresponding to the left side of the vehicle, and the region on the right side represents the transverse acceleration corresponding to the right side of the vehicle. The region above the original point line corresponding to the front wheel target direction angle ΘLKA_FR to LKA being equal to zero, corresponds to the steering angle facing the right side of the vehicle and the region below the original point line corresponds to the angle of the vehicle. steering towards the left side of the vehicle.
[00119] Therefore, the angle of the target direction of the front wheel ΘLKA_FR to LKA has a characteristic symmetrical with respect to the original point specifying the original point line. The absolute value of the front wheel target direction angle ΘLKA_FR for LKA increases linearly with respect to the target transverse acceleration GYTG, with the exception of a band with no sensitivity close to the target transverse acceleration GYTG = 0.
[00120] In figure 4, the characteristics of the target steering angle of the front wheel ΘLKA_ FR to LKA with respect to vehicle speeds V of three types, that is, V = V1, V2 (V2> V1) and V3 (V3> V2) are represented by a dotted line; a discontinuous line; and a solid line, respectively, for example. These characteristics clearly show that the target steering angle of the front wheel θLKA_FR to LKA is adjusted to lower values at higher vehicle speeds. This is because the degree of transverse acceleration generated increases with respect to the steering angle with the increase in vehicle speed.
[00121] A control map, in which the relationship shown in figure 4 is represented in the form of numerical values, has previously been stored in the ECU 100 ROM (obviously, vehicle speed V serving as a parameter value is represented more accurately -), and the corresponding value is selected from the control map in step107.
[00122] Returning to figure 2, when the angle of the target direction of the front wheel θLKA_FR to LKA is calculated, the ECU 100 calculates an adjustment gain K (step S108) and also calculates a target angle of LKA correction θLK by Eq. (1) below (step S109). The target angle of LKA correction θLK means a relative rotation angle of the upper steering axis 12 and the lower steering axis 13 that must be generated by the VGRS 200 actuator when the LKA mode is executed (that is, during steering to keep vehicle 10 within the target range). The calculated LKA correction target angle θLK is temporarily stored on a storage device enrollable as RAM. θLK = θLKA_FR X K ... (1)
[00123] The adjustment gain K is a gain to adjust the angle θMA to an optimum value corresponding to the shape of the target range. This gain is mapped in association with the radius of the target range RA ratio between the adjustment gain K and the radius of the target range R will be explained here with reference to figure 5. Thus, figure 5 shows the relationship between the target range radius and the adjustment gain K.
[00124] In figure 5, the adjustment gain K is plotted against the ordinate and the radius of the target range R is plotted against the abscissa. Thus, the degree of curvature of the target range increases (that is, the range is a fast curve) with the transition to the left in the figure and the target range approaches a straight line with the transition to the right in the figure.
[00125] As shown in the figure, the adjustment gain K is adjusted in a region less than 1 and also adjusted to reduce with the reduction within the target range radius R (that is, with the transition to a fast curve). This is because, a smaller radius of the target lane allows greater rotation of the steering wheel 11. In other words, when the degree of rotation of the steering wheel 11 is smaller, despite a smaller radius of the target lane, the possibility of bringing discomfort to the driver increases.
[00126] In addition, when the adjustment gain K is "1", it means that all changes in the steering angle of the front wheels, which are necessary to keep the vehicle within the target range, are given by the relative rotation of the steering axle. upper steering 12 and lower steering axle 13 created by the VGRS 200 actuator and also means that steering wheel 11 is not rotated at all.
[00127] A map in which the relation shown in figure 5 is represented by numerical values, has been previously stored in the ECU 100 ROM, and the corresponding value is selected from the control map in step S108. When step S109 has been performed, processing is returned to step S101. The control of LKA is performed in the manner described above.
[00128] Meanwhile, coordinated control of the VGRS 200 actuator, EPS 400 actuator and ARS 600 actuator is necessary to keep vehicle 10 within the target range by the LKA control. In this embodiment, the steering angle control of the front - rear wheel and EPS control are performed by the ECU 100 in parallel with the LKA control, thus carrying out the aforementioned coordinated control.
[00129] The front-rear wheel steering angle control will be explained in more detail below with respect to figure 6. Figure 6 is a flow chart illustrating the front-rear wheel steering angle control.
[00130] With reference to figure 6, ECU 100 reads data and sensor values necessary for the control of the steering angle of the front-rear wheels in the same way as in steps S101 and S102 relating to LKA control (step S201) and determines whether the LKA mode has been executed (step S202). In controlling the steering angle of the front-rear wheels, a reference steering angle θMA_ref differs depending on whether the LKA mode has been executed.
[00131] The reference steering angle θMA_ref as referred to here is a steering angle corresponding to a steering wheel reference position 11 that provides a reference for the driver's steering input. Therefore, when the LKA mode has been executed (step S202: NO), that is, when the direction control is performed on the basis of the usual human direction input, ECU 100 sets the reference direction angle θMA_ref to zero ( step S204).
[00132] When LKA has been executed (step S202: YES), the ECU calculates an angle of the reference direction θMA_ref by Eq. (2) below (step S203). θMA_ref = θLKA_FR- θLK ... (2)
[00133] As shown in Eq.2, the reference direction angle θMA_ref, during the execution of LKA mode, is the difference between the angle of the target direction of the front wheel θLKA_FR for LKA and the target angle of LKA correction θLK , and this difference is zero when the aforementioned adjustment gain K is 1. Thus, when the LKA mode is executed, the steering angle generated by the LKA mode, which is the automatic steering control, is taken in the position of driver input reference.
[00134] When the reference direction angle θMA_ref has been adjusted, an entry angle of the θconducting conductor is calculated by ECU 100 according to Eq. (3) below (step S205). θconductT = θMA - θMA_ref ... (3)
[00135] As shown in Eq. (3) above, the θconductor conductor entry angle is a direction angle corresponding to the direction input provided by the driver on the basis of his own driving intentions and is an example of "direction input conductor "and" conductor entry angle "according to the invention. When the driver input angle θconductor has been calculated, the processing is branched into a front wheel direction processing, including step S206 to S208 step, and a rear wheel direction processing including step S209 to step S211.
[00136] In processing the front wheel direction, ECU 100 calculates a normal target angle of VGRS θVG by Eq. (4) below (step S206). θVG = K1 X θconductor ... (4)
[00137] In Eq. (4), K1 is a transmission ratio of the direction of the front wheel specifying the rotation angle of the lower steering axle 13 with respect to the θconductor conductor entry angle (that is, primarily the rotation angle the upper steering axle 12); this ratio is a numerical value that changes in response to the speed of vehicle V. The relationship between the transmission ratio of the front wheel steering K1 and the speed of vehicle V will be explained below with reference to figure 7. Figure 7 illustrates the relationship between the transmission ratio of the front wheel steering K1 and the vehicle speed V.
[00138] In figure 7, the transmission ratio of the front wheel steering K1 is 0 at vehicle speed Vth1, belonging to an average vehicle speed range (it means that the rotation ratio of the upper steering axle 12 and steering axle lower direction 13 is 1: 1), greater than 0 at a vehicle speed lower than Vth1, and less than 0 at a vehicle speed greater than Vth1. Thus, in this configuration, the amount of variation of the front wheel steering angle, relative to the driver's entry angle, increases at a lower vehicle speed. This is because, as has been mentioned above, the transverse acceleration relative to the steering angle increases at a higher vehicle speed.
[00139] Returning to figure 6, when the normal target angle of VGRS θVG is calculated, ECU 100 calculates a final target angle of VGRS θVGF by Eq. (5) below (step S207); θVGF = θLK + θVG ... (5)
[00140] As clearly follows from Eq. (5) above, the final target angle of VGRS θVGF is the total value of the sum of the front wheel steering angle control amount (ie the amount of relative rotation of the front axle) lower steering 13 with respect to the upper steering axle 12) for LKA mode (ie, to maintain the target range) and the amount of steering control of the driver's front steering wheel.
[00141] When the VGRS VVGF final target angle has been calculated, the ECU 100 controls the VGRS 200 actuator by controlling the VGRS 300 triggering device, in order to obtain the calculated VGRS final target angle θVGF (step S208). When control by the actuating device of the VGRS 200 actuator has been performed, processing is returned to step S201.
[00142] In processing the rear wheel steering, ECU 100 calculates a normal target angle of ARS θARS by Eq. (6) below (step S 209). θARS = K2 x θconductor ... (6)
[00143] In Eq. (6), K2 is a transmission ratio of the direction of the rear wheel specifying the angle of the direction of the rear wheel δr with respect to the angle of entry of the conductor θconductor; this ratio is a numerical value that changes in response to vehicle speed V. The ratio of rear wheel steering ratio K2 to vehicle speed V will be explained below with reference to figure 8. Figure 8 illustrates the relationship between the rear wheel steering transmission ratio K2 and vehicle speed V.
[00144] In figure 8, the transmission ratio of the rear wheel steering K2 is 0 at vehicle speed Vth2 belonging to an average vehicle speed range, and the rear wheel steering angle δr becomes 0 .
[00145] Also, K2 <0 at a vehicle speed less than Vth2. In this region, the rear wheel steering angle δr and the driver entry angle are in opposite directions (that is, they have opposite phases).
[00146] Also, K2 <0 at a vehicle speed greater than Vth2. In this region, the rear wheel steering angle δr and the driver entry angle are in the same directions (that is, they have the same phase).
[00147] Returning to figure 6, where the normal target angle of ARS θARS is calculated, ECU 100 calculates a final target angle of ARS θARSF by Eq. (7) below (step S 210). θARSF = θLKA_RR + θARS ... (7)
[00148] As clearly follows from Eq. (7) above, the final target angle of ARS θARSF is a sum of the total amount of the rear wheel steering angle control amount for LKA mode (that is, to maintain the target range) and the amount of driver steering wheel rear control.
[00149] When the final ARS target angle θARSF has been calculated, the ECU 100 controls the ARS 600 actuator in order to obtain the final calculated ARS target angle θARSF (step S211). When actuation control of the ARS 200 actuator is performed, processing is returned to step S201. The steering angle control of the front-rear wheels is performed in the manner described above.
[00150] The EPS control will be explained below with reference to figure 9. Figure 9 is a flow chart of the EPS control.
[00151] With reference to figure 9, ECU 100 reads the various signals required for EPS control (step S301) and calculates an EPS TBASE target torque, which is a base value of EPS Teps torque, which must be issued from the EPS motor of the EPS 400 actuator (step S302).
[00152] The relationship between the EPS TBASE reference torque and the MT input trigger torque will be explained here with reference to figure 10. Figure 10 shows the relationship between the EPS TBASE reference torque and the input torque MT trigger.
[00153] In figure 10, the target torque of the EPS TBASE reference is plotted against the ordinate and the input torque of the MV driver is plotted against the abscissa. The region to the left of the original point line, corresponding to the drive input torque MT = 0, corresponds to a steering operation to the left of the vehicle, and the region to the right of the original point line corresponds to a steering operation. to the right of the vehicle. Therefore, the target torque of EPS TBASE reference in the figure, has a characteristic symmetrical with respect to the original point line.
[00154] In figure 10, the target torque characteristics of EPS TBASE reference, with respect to vehicle speeds V of three types, that is, V = V1, V2 (V2> V1) and V3 (V3> V2), are represented by a solid line; a discontinued line; and a dotted line, respectively, for example. This figure clearly shows that the target torque of EPS TBASE is set to lower values at higher vehicle speeds. This is because the steering angle, in order to obtain the necessary transverse acceleration, decreases with the increase in vehicle speed. Excessive operation of the driver can be prevented and the behavior of the vehicle 10 can be stabilized by increasing the force required for steering the steering wheel 11 at a high vehicle speed (i.e., in the so-called heavy handling state).
[00155] A control map, in which the relationship shown in figure 10 is represented in the form of numerical values, has been previously stored in the ECU 100 ROM (obviously, vehicle speed V serving as a parameter value is represented more precisely), and the corresponding value is selected from the control map in step S302.
[00156] Returning to figure 9, when the target torque of EPS TBASE is calculated, the ECU 100 calculates a maintenance torque of the Tlk range (step S303).
[00157] The maintenance torque of the Tlk range is a steering torque that is fed to cancel the steering reaction torque, which is generated when automatic steering is performed in LKA mode, to keep the vehicle within the target range, and to stabilize the vehicle's behavior.
[00158] In contrast to the EPS 400 actuator, the VGRS 200 actuator is arranged on one side of the upper steering axle 12 and lower steering axle 13 coupling, and is not attached to the vehicle 10. Therefore, when the control the steering angle corresponding to the aforementioned LKA θLK correction target angle is performed in a free hand state in which the driver does not maintain the direction of the steering wheel 11, the steering wheel 11 is directed in the opposite direction to the direction of the steering angle, which is the original target direction, rather than changing the steering angle of the driven wheels, by the steering device, including the rack gear steering mechanism; lower steering axis 13; and upper steering axis 12; the EPS 400 actuator and also the steering reaction torque generated on the front and rear wheels, which are the driven wheels. Alternatively, when the steering wheel 11 direction is maintained, the driver experiences an uncomfortable feeling as if the steering wheel 11 is driven in the opposite direction of the vehicle 10 turning direction by the reaction torque.
[00159] The torque of maintaining range Tlk is an example of the "steering reaction restriction torque", according to the invention, which cancels such steering reaction torque. The torque to keep track Tlk is calculated by a process of calculating the torque to keep track.
[00160] The processing of the torque calculation to keep track will be explained here with reference to figure 11. Figure 11 is a flow chart of the processing of the torque calculation to keep track.
[00161] First, the ECU 100 calculates an angle of the final direction of the front wheel θFR_Finai and an angle of the final direction of the rear wheel θRR_Final (step S401).
[00162] The angle of the final steering wheel θFR_Final is calculated by Eq. (8) below. θFR_Final = θMA + θVG + θLK ... (8)
[00163] Thus, the angle of the final steering wheel θFR_Final is a final rotation angle of the lower steering axle 13, to which the driver's steering input is added and represents a value uniquely corresponding to the angle of the final steering wheel. front wheels when LKA mode is run.
[00164] Equation (8) above can also be represented in the form of Eq. (8 ') below. θFR_Final = θLKA_FR + θVG + θconductor ... (8 ’)
[00165] The angle of the final steering wheel θRR_Final is calculated by Eq. (9) below. θRR_Final = θLKA_RR + θARS ... (9)
[00166] Thus, the angle of the final direction of the rear wheel θRR_Final is a value corresponding to an angle of the final direction of the rear wheels, which, the driver's steering input is added when the LKA mode is executed.
[00167] When the final steering angles of the front and rear wheels have been calculated, the ECU 100 calculates an inertia correction torque Tlk1 on the basis of an acceleration of the front steering angle of the front wheel θFR_Final, which is the derivative of the second order (or differential of the second order) of the angle of the final direction of the front wheel θFR_Final with respect to time (step S402). The inertia correction torque Tlk1 is a torque to cancel the steering reaction torques caused by the inertia resistance of the steering device coupled to the front wheels, (steering device including steering wheel 11, upper steering axle 12, steering axle bottom 13, and rack gear mechanism) and the EPS 400 actuator (which are examples of the "first steering reaction torque" and "second steering reaction torque" according to the invention).
[00168] The relationship between the torque inertia correction torque Tlk1 and the acceleration of the front wheel angle θFR_Final "will be explained here with reference to figure 12. Here, figure 12 illustrates the relationship between the inertia correction torque Tlk1 and the acceleration of the front wheel angle θFR_Final ".
[00169] In figure 12, the inertia correction torque Tlk1 is plotted against the ordinate and the acceleration of the front wheel end direction θFR_Final "is plotted against the abscissa (the symbol ["] means derivative). As shown in the figure, the inertia correction torque Tlk1 has a symmetric point characteristic, with respect to the original point, during right turn and left turn and the absolute value of the inertia correction torque increases linearly with the increase in θFR_Final ", with the exception of a region with no sensitivity close to θFR_Final = 0 and a saturation region.
[00170] The ECU 100 then calculates a viscous correction torque Tlk2 on the basis of the angle of the front wheel's final steering angle θFR_Final ', which is a derivative of the first order of the front wheel's final steering angle θFR_Final with respect to time (step S403). The viscous correction torque Tlk2 is a torque to cancel the steering reaction torques caused by the viscous resistance of the steering device coupled to the front wheels (steering device including steering wheel 11, upper steering axle 12, lower steering axle 13, and rack gear mechanism) and the EPS 400 actuator (which are examples of the "first steering reaction torque" and "second steering reaction torque" according to the invention).
[00171] The relationship between the viscous correction torque Tlk2 and the angle speed of the final direction of the front wheel θFR_Final 'will be explained here with reference to figure 13. Here, figure 13 illustrates the relationship between the viscous correction torque Tlk2 and the angle speed of the final direction of the front wheel θFR_Final '.
[00172] In figure 13, the viscous correction torque Tlk2 is plotted against the ordinate and the angle speed of the final direction of the front wheel θFR_Final is plotted against the abscissa. As shown in the figure, the viscous correction torque Tlk2 has a symmetric point characteristic, with respect to the original point, during the right and left rotation and the absolute value of the viscous correction torque increases linearly with the increase in θFR_Final ', with the exception of a region with no sensitivity close to θFR_Final = 0 and a saturation region.
[00173] Then, ECU 100 calculates a viscous correction torque Tlk3 based on the front wheel end direction angle speeds θFR_Final ', which is a derivative of the first order of the front wheel end direction angle θFR_Final with respect to time (step S404). The friction correction torque Tlk3 is a torque to cancel the steering reaction torques, caused by the viscous resistance of the steering device coupled to the front wheels (steering device including steering wheel 11, upper steering axle 12, lower steering axle 13, and rack gear mechanism) and the EPS 400 actuator (which are examples of the "first steering reaction torque" and "second steering reaction torque" according to the invention).
[00174] The relationship between the friction correction torque Tlk3 and the angle speed of the final direction of the front wheel θFR_Final 'will be explained here with reference to figure 14. Here, figure 14 illustrates the relationship between the friction correction torque Tlk3 and the front wheel final steering angle speed θFR_Final '.
[00175] In figure 14, the friction correction torque Tlk3 is plotted against the ordinate and the angle speed of the final direction of the front wheel θFR_Final is plotted against the abscissa. As shown in the figure, the friction correction torque Tlk3 has a symmetric point characteristic, with respect to the original point, during the right and left rotation and the value of the friction correction torque is switched between the two values, according with the positive / negative sign of θFR_Final ', with the exception of a region without sensitivity close to θFR_Final = 0.
[00176] Then, the ECU 100 calculates a torque correction of the axial force of the front wheel Tlk4 on the basis of the response value to the angular frequency of the final direction of the front wheel sθFR_Final obtained by multiplying the angle of the final direction of the front wheel θFR_Final by the term frequency response S1 represented by Eq. (10) below (step S405). The rear wheel axial force correction torque Tlk4 is a torque to cancel the steering reaction torque corresponding to the self-aligning torque generated around an axle of the front wheel master pin (this torque is an example of the "third steering reaction torque "). S1 = (a2s2 + a1s + a0) / (b2s2 + b1s + b0) ... (10)
[00177] In equation (10) above, "s" is a Laplace operand and a2, a1, a0 b2, b1 and b0 are coefficients.
[00178] The stationary relationship between the axial force correction torque of the front wheel Tlk4 and the angle of the front wheel final direction θFR_Final will be explained here, with reference to figure 15. Here, figure 15 illustrates the stationary relationship between the correction torque of the axial force of the front wheel Tlk4 and the angle of the final direction of the front wheel θFR_Final.
[00179] In figure 15, the axial force correction torque of the front wheel Tlk4 is plotted against the ordinate and the angle speed of the final direction of the front wheel θFR_Final is plotted against the abscissa. As shown in the figure, the axial force correction torque of the front wheel Tlk4 has a symmetrical point characteristic, with respect to the original point, during the right and left rotation and the absolute value of the axial force correction torque of the front wheel Tlk4 increases linearly with the increase in θFR_Final ', with the exception of a region with no sensitivity close to θFR_Final = 0 and a saturation region.
[00180] Furthermore, the axial force correction torque of the front wheel Tlk4 is provided with a characteristic for vehicle speed V such that the inclination relative to the increase in absolute value is greater on the side of the high vehicle speed (see discontinuous line) than on the low vehicle speed side (see solid line).
[00181] The ECU 100 then calculates a torque correction for the axial force of the rear wheel Tlk5 on the basis of the response value to the angular frequency of the final direction of the rear wheel sθRR_Final, obtained by multiplying the angle of the final direction of the rear wheel θRR_Final by frequency response term S2 represented by Eq. (11) below (step S406). The rear wheel axial force correction torque Tlk5 is a torque to cancel the steering reaction torque corresponding to the self-aligning torque, generated around an axle of the rear wheel master pin (this torque is an example of the "third torque" steering reaction "). S2 = (c1s + c0) / (b2s2 + b1s + b0) ... (11)
[00182] In Eq. (11) above, "s" is a Laplace operand and c1, c0, b2, b1 and b0 are coefficients.
[00183] The stationary relationship between the axial force correction torque of the rear wheel Tlk5 and the angle of the final direction of the front wheel θRR_Final will be explained here with reference to figure 16. Here, figure 16 illustrates the stationary relationship between the torque of correction of axial force of the rear wheel Tlk5 and the angle of the final direction of the front wheel θRR_Final.
[00184] In figure 16, the correction torque of the axial force of the rear wheel Tlk5 is plotted against the ordinate and the angle speed of the final direction of the front wheel θRR_Final is plotted against the abscissa. As shown in the figure, the axial force correction torque of the rear wheel Tlk5 has a symmetric point characteristic, with respect to the original point, during right and left turns and its absolute value increases linearly with the increase in θRR_Final ', with the exception of a region with no sensitivity close to θRR_Final = 0 and a saturation region.
[00185] Also, the axial force correction torque of the rear wheel Tlk5 is provided with a characteristic for vehicle speed V such that the inclination relative to the increase in absolute value is greater on the side of the high vehicle speed ( see a broken line) than on the low vehicle speed side (see a solid line).
[00186] Then, the ECU 100 calculates a torque to maintain the Tlk range by Eq. (12) below (step S407). Tlk = Tlk1 + Tlk2 + Tlk3 + Tlk4 + Tlk5 .... (12)
[00187] As clearly follows from Eq. (12) above, the torque of maintaining range Tlk is a sum of the total value of the torque (Tlk, Tlk2 and Tlk3) that cancel the steering reaction torques caused by physical properties (resistance to inertia, viscous resistance and resistance to friction) of the EPS 400 steering device and actuator and the torques (Tlk4 and Tlk5) that cancel the steering reaction torques caused by the axial force of the driven wheels. When the torque of keeping track Tlk has been calculated, the procedure of calculating the torque of keeping track ends.
[00188] Returning to figure 9, when the torque of maintaining range Tlk has been calculated, the ECU 100 calculates a pseudo-torque of the Tvtl direction reaction (step S304). The pseudo reaction torque of the TvtI direction is a torque to communicate the characteristic desired to the sensation of the steering wheel direction 11 and calculated by Eq. (13) below. Tvtl = Tvtl1 + Tvtl2 ... (13)
[00189] In Eq. (13) above, Tvtl1 is a characteristic term of the steering reaction pseudotorque, which is adjusted based on the θconducting conductor entry angle and the vehicle speed V, and Tvtl2 is a characteristic term of the pseudotorque steering reaction that is adjusted on the basis of the speed of entry angle of the conductor θconductor and the speed of the vehicle V.
[00190] Here, the characteristic term of the Tvtl1 direction reaction pseudo-engine will be explained with reference to figure 17. Figure 17 shows the relationship between the θconducting conductor input angle and the characteristic term of the Tvtl1 direction reaction pseudo-engine.
[00191] In figure 17, the characteristic term of the Tvtl15 direction reaction pseudo-motor is plotted against the ordinate and the θconductor conductor entry angle is plotted against the abscissa. As shown in the figure, the characteristic term of the Tvtl1 direction reaction pseudo-motor has a symmetric point characteristic, with respect to the original point, during the right and left turns and its absolute value increases linearly with the increase in θconductor, with the exception of a region without sensitivity close to θconductor = 0 and a saturation region.
[00192] Also, the characteristic term of pseudo reaction torque of the Tvtl1 steering is provided with a characteristic for vehicle speed V, such that the inclination relative to the increase in absolute value is greater on the side of the high vehicle speed (see a broken line) than on the low vehicle speed side (see a solid line).
[00193] Here, the characteristic term of the reaction pseudotorque of the Tvtl2 direction will be explained with reference to figure 18. Figure 18 shows the relationship between the θconductor conductor input angle and the characteristic term of the reaction pseudotorque of the Tvtl2 direction.
[00194] In figure 18, the characteristic term of the Tvtl12 direction reaction pseudotorque is plotted against the ordinate and the θconductor conductor entry angle is plotted against the abscissa. As shown in the figure, the characteristic term of the Tvtl2 direction reaction pseudo-motor has a symmetric point characteristic, with respect to the original point, during right and left turns and its absolute value increases linearly with the increase in θconductor, with the exception of a region without sensitivity close to θconductor = 0 and a saturation region.
[00195] Furthermore, the characteristic term is provided with a characteristic for vehicle speed V, such that the inclination relative to the increase in absolute value is greater on the side of the high vehicle speed (see a broken line) than on the low vehicle speed side (see a solid line).
[00196] Returning to figure 9, when the characteristic term of pseudotorque of reaction of the Tvtl1 direction has been calculated, the ECU 100 calculates a final target torque of EPS Ttg by Eq. (14) below. The final target torque of EPS Ttg is a target value of the torque of EPS Teps that must finally be fed from the EPS 400 actuator. Ttg = TBASE + Tlk + Tvt1 ... (14)
[00197] When the final target torque of EPS Ttg has been calculated, the ECU 100 excitedly controls the EPS 400 actuator, so that the torque of EPS Teps becomes the final target torque of EPS Ttg (step S306 ). When the EPS 400 actuator has been controlled by excitation, processing is returned to step S301 and the series of processing operations is repeated. EPS control is performed in the manner described above.
[00198] As described above, in the embodiment, vehicle 10 can advantageously be kept within the target range within the execution period of the LKA mode based on the LKA control and also on the steering angle control of the front-rear wheel and EPS control associated with LKA control.
[00199] In this case, the target LKA correction angle θLK, which is a relative rotation angle of the lower steering axis 13 rotated by the VGRS 200 actuator, is smaller, by an amount corresponding to the adjustment gain K, than the target steering angle of the front wheel θLKA_FR to LKA corresponding to the steering angle of the front wheel (in the embodiment, the angle of rotation of the lower steering axle 13) necessary to keep the vehicle within the target range, however the variation of the steering angle Remaining direction is provided by the torque of maintaining the Tlk range, powered by the EPS 400 actuator.
[00200] Thus, the process to calculate the inertia correction torque Tlk1, the viscous correction torque Tlk2; friction correction torque Tlk3 and axial force correction torque of the front wheel Tlk4 in processing the torque calculation to maintain the range, is performed using the front wheel target steering angle θLKA_FR for LKA as an entry angle, and these Torques are associated with the steering reaction torque in the event that the variation of the steering angle of the front wheels has occurred that corresponds to the target steering angle of the front wheel θLKA_FR for LKA. Therefore, the torque of maintaining the Tlk range takes on a form such as turning the upper steering axis 12 correspondingly to the change in steering angle that is not covered by the relative rotation of the lower steering axis 13. As a result, automatic control of direction angle corresponding to the direction angle of the reference θMA_ref is performed.
[00201] The reference steering angle θMA ref is an optimal steering angle (steering angle that does not cause the driver discomfort) corresponding to the target range and specified by the adjustment gain K. Thus, according to the embodiment, the vehicle 10 can advantageously be kept within the target range, while achieving the optimum steering angle, through the cooperation of the VGRS 200 actuator and the EPS 400 actuator. When adjustment gain K is 1, the entire variation of the steering angle of the wheels front wheels that is required to keep the vehicle within the target range is provided by the relative rotation of the lower steering axle 13. In any case, this is an example of operation of the first control unit, according to the embodiment of the invention, which " it controls the steering ratio variation device, so that the vehicle's state amount becomes the present target state amount ".
[00202] When the input angle, relative to processing the torque calculation of keeping track, is only the angle of the target front wheel θLKA_FR for LKA and the target angle of the wheel θLKA_RR for LKA ie when the torque keep track Tlk is a torque that cancels only the steering reaction torque generated by the automatic steering, the torque keep track Tlk interferes with the driver's overtaking operation (that is, the driver's steering input).
[00203] Thus, since the effect produced by the variation of the steering angle of the front and rear wheels, generated by the overtaking operation in the steering reaction torque is not taken into account, the driving sensation is degraded, since , the steering becomes excessively heavy, the steering becomes excessively light or the steering load changes excessively, regardless of whether the overtaking operation is accompanied by a constant angular driver input speed or driver input torque. This effect becomes particularly significant with respect to the friction correction torque TLK3 which is switched between two values correspondingly in the guiding direction (corresponding to the positive / negative sign of the angular steering speed).
[00204] To solve this problem, in the embodiment, the conductor entry angle θconductor corresponding to the direction angle generated by the overtaking operation and the normal target angle of VGRS θVG, which is the relative rotation amount of the lower steering axis 13 corresponding to the conductor entry angle, are added to the entry angle relative to the keep track torque calculation processing. The sum total of these angles, and thus, an amount of variation of the angle of rotation of the lower steering axle 13, generated by the overtaking operation, i.e., the amount of variation of the steering angle of the front wheel. Also, with respect to the rear wheel, the final target angle of ARS θARS is added as an entry angle and the amount of variation in the rear wheel steering angle, which occurs in the overtaking operation, is also reflected in the torque calculations of keep track.
[00205] As a result, the torque of maintaining the TLK range becomes a torque that accounts for the variation of the steering angle, which occurs in the overtaking operation performed by the driver, and for the variation of the steering angle, which occurs in the automatic direction, interference with the overtaking operation is avoided and degradation in the feeling of driving is advantageously restricted.
[00206] Meanwhile, the steering reaction torque, in the overtaking operation, is greatly reduced and theoretically made equal or substantially equal to zero by the torque of maintaining the Tlk range that makes it possible to obtain a practically useful effect inherent in the application. Thus, the steering load that accompanies the overtaking operation can be sufficiently reduced, and the driving sensation can be unpleasant.
[00207] Consequently, in the embodiment, the proper driving sensation is maintained by adding the Tvt1 steering reaction pseudotor to the final target torque of EPS Ttg. Therefore, the occurrence of an uncomfortable sensation in the overtaking operation can be safely prevented by adjusting the steering reaction pseudotorque Tvt1 in order to obtain the driving sensation that will be appropriate for the driver in the experience, empirical or theoretical database or data obtained by simulation.
[00208] In the embodiment, this Tvt1 direction reaction pseudo-engine is determined by the Tvtl1 direction reaction pseudo-engine and Tvtl2 direction reaction pseudo-engine, however, this configuration is not limiting and a transmission function specifying several Frequency responses can also be used. When a simpler approach is followed, the Tvt1 directional reaction pseudotor may be a fixed value.
[00209] The vehicle, according to the embodiment, is configured to enable the steering of a front and rear wheel, however this is merely an example of the configuration that can be used on the vehicle according to the invention. For example, the vehicle, according to the invention, may have a configuration in which the steering wheel angle change function, primarily implemented by the ARS 600 actuator, is removed from the vehicle 10, or a configuration in that the function of varying the front wheel steering angle, primarily implemented by the VGRS 200 actuator, is removed. In this case, the effect described above can be obtained by appropriately changing the aforementioned control operations according to the vehicle's configuration.
[00210] The invention is not limited to the embodiment described above and can be changed as appropriate without departing from the essence or concept of the invention, and is defined by the claims and the full detailed description of the invention and a control device for a vehicle that incorporates such changes are also included in the technical scope of the invention.
[00211] The invention can be used, for example, in a vehicle having a function of maintaining the target range.

权利要求:
Claims (8)
[0001]
1. Control device that controls a vehicle, provided with a steering torque feeding device that feeds a steering torque to a steering device coupled to a driven wheel and a steering transmission ratio variation device, which changes a steering transmission ratio, the control device characterized by the fact that it comprises: an adjustment unit that adjusts a quantity of target state to keep the vehicle (10) in a target range; a first control unit that controls the steering ratio variation device, so that a vehicle state quantity (10) becomes the target adjustment state quantity; a second control unit, which controls the steering torque supply device, so that a steering reaction restriction torque that restricts a steering reaction torque, generated in the steering device, is fed with the steering device as steering torque, when the vehicle (10) is kept within the target range; and a correction unit that corrects the restriction torque to the steering reaction at the base of a steering input, when the steering input from a vehicle driver (10) is produced.
[0002]
2. Control device, according to claim 1, characterized by the fact that the correction unit corrects the restriction torque to the steering reaction based on a direction direction relative to the steering input.
[0003]
3. Control device according to claim 1 or 2, characterized by the fact that the steering input is an input torque from the conductor and the correction unit corrects the restriction torque to the steering reaction based on the torque of input.
[0004]
4. Control device according to any one of claims 1 to 3, characterized by the fact that the steering input is an angle of the conductor input and the correction unit corrects the restriction torque to the steering reaction based on the input angle.
[0005]
5. Control device according to any one of claims 1 to 4, characterized by the fact that it also comprises a third control unit that controls the steering torque supply device, so that the predetermined steering reaction pseudo motor corresponding to the steering input is fed as steering torque.
[0006]
6. Control device according to any one of claims 1 to 5, characterized by the fact that the second control unit feeds the steering reaction restriction torque, so as to restrict at least one reaction torque from the first steering reaction torque, caused by the physical characteristics of the steering device; a second steering reaction torque caused by the physical characteristics of the steering torque supply device; and a third steering reaction torque, caused by an axial force of the driven wheel.
[0007]
7. Control device according to claim 6, characterized by the fact that the second control unit feeds the restriction torque to the steering reaction in order to restrict at least one of the steering reaction torque caused by the resistance to steering device friction and steering reaction torque caused by the frictional resistance of the steering torque supply device.
[0008]
8. Control method for a vehicle, provided with a steering torque feeding device that feeds a steering torque to a steering device coupled to a driven wheel and a steering transmission ratio variation device, which a direction transmission ratio changes, the control method characterized by the fact that it comprises: adjustment of a quantity of target state by keeping the vehicle (10) in a target range; control of the steering ratio variation device, so that a vehicle state quantity (10) becomes the adjustment target state quantity; control of the steering torque supply device, so that a steering reaction restriction torque that restricts a steering reaction torque generated in the steering device is fed with the steering device as steering torque when the vehicle (10 ) is kept within the target range, and correction of the restriction torque to the steering reaction based on a steering input when the steering input of a driver of the vehicle (10) is produced.

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法律状态:
2018-12-26| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|

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2019-10-29| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|

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2020-10-06| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|

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2020-12-15| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 24/06/2011, OBSERVADAS AS CONDICOES LEGAIS. |

优先权:

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申请号 | 申请日 | 专利标题

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JP2010144850A|JP5430505B2|2010-06-25|2010-06-25|Vehicle control device|

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JP2010-144850|2010-06-25|

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PCT/IB2011/001477|WO2011161535A1|2010-06-25|2011-06-24|Control device and control method for vehicle|

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