steering system and steering control device

专利摘要:
STEERING SYSTEM AND STEERING CONTROL DEVICE. The present invention relates to a steering system that includes: a steering member (2) provided on a vehicle and configured to be turned; an adjustment device (6) configured to adjust the direction of rotation of the steering member (2); and a steering control device (8) configured to control the adjustment device (6), according to an operating condition of the vehicle, for the purpose of adjusting the vibration.
公开号:BR112012029872B1
申请号:R112012029872-0
申请日:2011-05-20
公开日:2020-12-22
发明作者:Kenji Konomi；Yuji Ebihara
申请人:Toyota Jidosha Kabushiki Kaisha；
IPC主号:

专利说明:

BACKGROUND OF THE INVENTION 1. Field of the Invention
[001] The invention relates to a steering system and a steering control device. 2. Description of the Related Art
[002] According to a conventional steering system or steering control device, Japanese Patent Application Publication No. 2006-335228 (JP-A-2006-335228), for example, describes a control system / device electric steering (EPS) which suppresses steering wheel vibrations causing an engine to generate a total auxiliary torque corresponding to a difference between a main auxiliary torque, which corresponds to a steering torque, and a torque suppression control torque vibration that serves to suppress engine vibrations, vibrations in a steering system associated with engine vibrations, and vibrations caused by disturbances. This EPS control system / device changes a filter feature that serves to suppress steering wheel vibrations according to vehicle speed, for example.
[003] Incidentally, it is desirable that an EPS control system / apparatus, such as that described in JP-A-2006-335228, performs a sense of direction that corresponds to the conditions of the vehicle, and so on, for example . SUMMARY OF THE INVENTION
[004] The invention provides a steering system and a steering control device through which a sense of direction can be varied according to the operating conditions of a vehicle.
[005] A first aspect of the invention consists of a steering system that includes: a steering member provided in a vehicle and configured to be turned; an adjustment device configured to adjust a vibration of the direction of rotation of the steering member; and a steering control device configured to control the adjustment device, according to an operating condition of the vehicle, in order to adjust the vibrations.
[006] In the steering system described above, the adjustment device can be configured to adjust a degree by which vibration is transmitted to the steering member.
[007] In addition, in the steering system described above, the steering control device can control the adjustment device to increase vibration when a vehicle speed is relatively high, relative to vibration when the speed is relatively high. low mind.
[008] In addition, in the steering system described earlier, the steering control device can control the adjustment device to increase vibration when a torque acting on the steering member is relatively large, relative to vibration when torque is relatively small.
[009] In addition, in the steering system described earlier, the steering control device can control the adjustment device to increase vibration when a steering angle of the steering member is relatively large, relative to vibration when the steering angle direction is relatively small.
[0010] In addition, in the steering system described above, the steering control device can control the adjustment device to increase vibration when the absolute value of an acceleration acting on the vehicle is relatively large, in relation to the vibration when the absolute value of the acceleration is relatively small.
[0011] In addition, in the steering system described earlier, the steering control device can control the adjustment device to increase vibration when a steering angle steering wheel speed is relatively large relative to the vi - arm when the steering angle speed is relatively small.
[0012] In addition, in the steering system described above, the steering control device can control the adjustment device to vary a magnitude of the vibration according to a driving tendency while driving the vehicle.
[0013] In addition, in the steering system described above, the steering control device can determine the driving trend based on an operating mode selected on another device having a plurality of operating modes.
[0014] In addition, in the steering system described above, the operational condition of the vehicle can be at least one between a vehicle speed, a torque acting on the steering member, an steering angle of the steering member, a speed of the steering angle of the steering member, an acceleration acting on the vehicle, and a driver's driving tendency in relation to the vehicle.
[0015] In addition, in the steering system described above, the adjustment device can adjust the vibration by producing an auxiliary steering force to supplement a steering force inserted into the steering member by the driver, and the steering control device You can adjust the auxiliary steering force according to the operating condition of the vehicle.
[0016] In addition, in the steering system described above, the steering control device can modify a filter characteristic of a filter used to calculate the auxiliary steering force according to the operating condition of the vehicle.
[0017] In addition, in the steering system described above, the steering control device can be configured to control the adjustment device according to a selection operation performed by a user.
[0018] A second aspect of the invention consists of a steering system that includes: a steering member provided in a vehicle and configured to be turned; an adjustment device configured to adjust a vibration of the direction of rotation of the steering member; and a control device configured to adjust the vibration by controlling the adjustment device according to a selection operation carried out by a user using a selection device.
[0019] A third aspect of the invention consists of a steering control device that includes a controller configured to control an adjustment device, according to an operating condition of a vehicle, in order to adjust a steering vibration of rotation of a steering member.
[0020] According to the first to third aspects described above, the vibration of the direction of rotation of the steering member can be adjusted by controlling the adjustment device, and therefore a sense of direction can be varied according to operating condition of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS
[0021] The objectives, resources and advantages of the invention described above and below will become apparent from the description of the exemplifying modalities with reference to the attached drawings, where similar numerical references are used to represent similar elements, being that:
[0022] figure 1 is a schematic perspective view showing an outline of the constitution of a steering system according to a first modality;
[0023] figure 2 is a block diagram showing an outline of the constitution of an EPS control device according to the first modality;
[0024] figure 3 is a linear diagram showing an example of a steering vibration of the steering wheel circumference in the steering system according to the first modality;
[0025] figure 4 is a linear diagram showing an example of the filter characteristics of the steering system according to the first mode;
[0026] figure 5 is a flow chart illustrating an example of control performed by the EPS control device according to the first modality;
[0027] figure 6 is a block diagram showing an outline of the constitution of an EPS control device according to a second modality;
[0028] figure 7 is a block diagram showing an outline of the constitution of an EPS control device according to a third modality;
[0029] figure 8 is a view that shows an example of a filter characteristic configuration map for a steering system according to the third modality;
[0030] figure 9 is a linear diagram showing an example of filter characteristics of the steering system according to the third modality;
[0031] figure 10 is a block diagram showing an outline of the constitution of an EPS control device according to a fourth modality;
[0032] figure 11 is a view showing an example of a filter characteristic configuration map for a steering system according to the fourth modality;
[0033] figure 12 is a linear diagram showing an example of filter characteristics of the steering system according to the fourth modality;
[0034] figure 13 is a block diagram showing an outline of the constitution of an EPS control device according to a fifth modality;
[0035] figure 14 is a view showing an example of a filter characteristic configuration map for a steering system according to the fifth modality;
[0036] figure 15 is a linear diagram showing an example of filter characteristics of the steering system according to the fifth modality;
[0037] figure 16 is a block diagram showing an outline of the constitution of an EPS control device according to a sixth modality;
[0038] figure 17 is a view showing an example of a filter characteristic configuration map for a steering system according to the sixth modality; and
[0039] figure 18 is a linear diagram showing an example of filter characteristics of the steering system according to the sixth modality. DETAILED DESCRIPTION OF THE MODALITIES
[0040] The modalities of a steering system and a steering control device according to the invention will be described in detail below based on the drawings. It is noted that the invention is not limited by the modalities. In addition, constitutional elements of the modalities below include elements that can be easily exchanged by an individual skilled in the art and substantially identical elements. First Mode
[0041] Figure 1 is a schematic perspective view showing an outline of the constitution of a steering system according to a first modality. Figure 2 is a block diagram showing an outline of the construction of an EPS control device according to the first modality. Figure 3 is a linear diagram showing an example of the steering vibration of the steering wheel circumference in the steering system according to the first mode. Figure 4 is a linear diagram showing an example of the filter characteristics of the steering system according to the first modality. Figure 5 is a flow chart illustrating an example of control performed by the EPS control device according to the first modality.
[0042] A steering system 1 according to this modality, shown in figure 1, is installed in a vehicle to drive a directional wheel of the vehicle. The steering system 1 according to this modality is a self-styled electric steering system (EPS) that supplements the steering force of the vehicle with power coming from an electric motor, or similar. The steering system 1 assists a steering operation carried out by a driver by activating the electric motor, or similar, to obtain an auxiliary steering force corresponding to the steering force exerted by the driver on a steering wheel 2 that serves as a board member.
[0043] More specifically, as shown in figure 1, steering system 1 includes steering wheel 2, a steering axle (in the following parts of this document abbreviated as "axle" except where otherwise noted) 3, a rack and pinion gear mechanism (in the following parts of this document abbreviated as "gear mechanism" except where noted otherwise) 4, a left and right pair of steering rods 5, a EPS 6 that serves as an adjustment device, a condition detection device 7, and an EPS 8 control device that serves as a direction control device.
[0044] The steering wheel 2 is provided in front of a driver's seat of the vehicle to be rotatable in a circumferential direction around a rotating geometric axis X1. The driver performs a steering operation by turning handwheel 2 around the rotating axis X1. In other words, the driver drives (turns) the steering wheel of the vehicle installed with the steering system 1 by operating the steering wheel 2.
[0045] Axis 3 serves as a rotating geometric axis portion of the flywheel 2. One end of the axle 3 is coupled to the flywheel 2, and the other end is coupled to the gear mechanism 4. In other words, the flywheel 2 it is connected to gear mechanism 4 through axis 3. Axis 3 is able to rotate around a central geometric axis according to the operation performed by the driver to rotate the steering wheel 2. In this document, axis 3 is divided in a plurality of members, such as an upper axis, an intermediate axis, a lower axis, and so on, for example.
[0046] The gear mechanism 4 mechanically couples the shaft 3 to the pair of steering rods 5. The gear mechanism 4 includes a self-styled rack and pinion gear mechanism, for example, and converts a rotary movement of the shaft 3 around the central geometric axis in a linear movement of the pair of steering rods 5 in a left and right direction (typically corresponding to a vehicle width direction).
[0047] The respective base end portions of the steering link pair 5 are coupled to the gear mechanism 4, while the steering link ends 9 that serve as the tip end portions are attached to the respective wheels via articulated arms (not shown). In other words, the steering wheel 2 is coupled to the respective steering wheels through the axis 3, the gear mechanism 4, the respective steering rods 5, and so on.
[0048] The EPS 6 device produces an auxiliary steering force (auxiliary torque) to supplement a steering force (steering torque) produced on steering wheel 2 by the driver. In other words, the EPS 6 device assists a driver's steering operation by driving the vehicle's directional wheels with the use of an electric motor, or something like that. The EPS 6 device assists the steering operation performed by the driver by applying the auxiliary torque to the axis 3. In this document, the auxiliary torque is a torque to supplement a steering torque that corresponds to the steering force inserted in the steering wheel. 2 by the driver.
[0049] In this document, the EPS 6 device includes an engine 10 that serves as the electric motor, and a reduction gear 11. The EPS 6 device according to this modality is an EPS type device column in which the motor 10 is provided on a part of the axis 3, such as the intermediate axis, for example, or, in other words, a self-styled column-type auxiliary mechanism.
[0050] Motor 10 is an electric column auxiliary motor that generates a rotating force (motor torque) when supplied with power. Therefore, motor 10 generates the auxiliary steering force (auxiliary torque). Motor 10 is connected to axis 3 through reduction gear 11, and so on, so that it is able to transmit power to it, and applies auxiliary steering force to axis 3 through reduction gear 11, and so on. onwards. The reduction gear 11 reduces the rotating force of the motor 10 and then transmits the reduced rotating force to the axis 3.
[0051] The EPS 6 device provides steering assistance by activating the motor 10 to turn in such a way that the rotating force generated by the motor 10 is transmitted to the axis 3 through the reduction gear 11. At this moment , the rotating force generated by the engine 10 is transmitted to the axis 3 after being reduced by the reduction gear 11 in such a way that the torque increases. The EPS 6 device is electrically connected to the EPS 8 control device, to be described later, and the motor 10 drive is controlled by it.
[0052] The condition detection device 7 detects the conditions of the vehicle installed with the steering system 1, and consists of several sensors, and the like. The condition detection device 7 is electrically connected to the EPS 8 control device to exchange detection signals, excitation signals, and information such as control commands. For example, the condition detection apparatus 7 includes a torque sensor 12 that serves to detect the torque acting on the steering wheel 2, a steering angle sensor 13 that serves to detect a steering angle, that is, a steering angle of rotation of the steering wheel 2, a vehicle speed sensor 14 that serves to detect a speed of the vehicle installed with the steering system 1, and so on. The torque sensor 12 detects a torque that acts on a torsion bar (not shown), which consists of a torque member that serves as a part of the EPS 6 device, for example. The torque detected by the torque sensor 12 typically reflects the steering torque acting on the axle 3 according to the steering force inserted in the steering wheel 2 by the driver, a disturbance torque produced on the axle 3 from the wheel side directional through the tie rod ends 9 when a disturbance of the road surface, or the like, is produced in the steering wheels, and so on.
[0053] The EPS 8 control device controls the activation of the EPS 6 device. The EPS 8 control device is an electronic circuit having a main body, a conventional microcomputer including a central processing unit (CPU), a read-only memory (ROM), a random access memory (RAM) and an interface. The various sensors mentioned in the condition detection device 7 and the EPS 6 device, for example, are electrically connected to the EPS 8 control device. The EPS 8 control device controls the activation of the EPS device 6 by inserting electrical signals corresponding to the detection results from the various sensors and emitting an excitation signal to the EPS 6 device according to the input detection results. Note that the EPS 8 control device can be electrically connected to an electronic control unit (ECU) that serves to control each part of the vehicle installed with the steering system 1, for example, with the purpose of changing detection signals, excitation signals, information, such as control commands, and so on, with the ECU. Alternatively, the EPS 8 control device can be formed entirely by the ECU.
[0054] The EPS 8 control device controls the EPS 6 device based on the torque detected by the torque sensor 12, and so on, so that the EPS 6 device adjusts the auxiliary torque applied to the shaft 3. The EPS 8 control device adjusts the auxiliary torque by adjusting an auxiliary current that serves as a current supplied to the motor 10 of the EPS 6 device in order to adjust an output of the motor 10. In this document, the current auxiliary is a current supplied to an amount that ensures that a predetermined auxiliary torque required by the EPS 6 device can be generated.
[0055] The EPS 8 control device basically controls the motor 10 based on the torque detected by the torque sensor 12 in such a way that the EPS 6 device generates an auxiliary torque corresponding to the steering torque (auxiliary control). In addition, the EPS 8 control device performs a control (vibration suppression control) to suppress vibrations in the direction of rotation acting on the steering wheel 2, or in other words, vibrations in the circumferential direction around it. of the rotating geometric axis X1, adjusting the auxiliary torque generated by the EPS 6 device based on the torque detected by the torque sensor 12.
[0056] For example, when a disturbance, such as produced from the road surface or braking vibration is produced in the steering rods 5 of the steering system 1, the disturbance can be transmitted to the driver through gear mechanism 4 and of axis 3 as a vibration of direction of rotation that acts on the flywheel 2. Then, adjusting the motor output 10, or, in other words, adjusting the auxiliary torque generated by the EPS 6 device , according to the operating conditions, the EPS 8 control device suppresses vibrations in the direction of rotation of the steering wheel 2 corresponding to the disturbance inserted through the steering rods 5. In other words, the EPS 6 device also functions as a vibration suppression device that generates an auxiliary torque that serves to suppress vibrations that occur when a disturbance is produced from the side of the directional wheel, while the EPS 8 control device suppresses the dist vibrations ubium by correcting an auxiliary feature of the EPS 6 device.
[0057] As shown in figure 2, for example, the EPS 8 control device consists of an aid calculation unit 15, a filter calculation unit 16, and a calculation unit for the final aid degree 17.
[0058] The aid calculation unit 15 is a calculation unit that serves to calculate an aid degree, which performs a predetermined aid calculation to calculate an auxiliary torque corresponding to the steering torque as a basic aid degree Ta . For example, a torque signal corresponding to a torque Tr detected by the torque sensor 12 is inserted in the aid calculation unit 15. The aid calculation unit 15 performs various types of filter processing on the torque signal. to remove vibrations in a predetermined frequency component, it implements phase compensation in the processed signal, and calculates the basic aid degree Ta according to the phase compensated torque signal. Then, the aid calculation unit 15 sends a signal corresponding to the basic aid grade Ta to the final aid grade calculation unit 17.
[0059] Filter calculation unit 16 is a calculation unit used to control vibrations, which performs a predetermined filter calculation to calculate an auxiliary torque that cancels the disturbance torque as an auxiliary vibration suppression torque Tb. For example, a torque signal corresponding to the torque Tr detected by the torque sensor 12 is inserted in the filter calculation unit 16. The filter calculation unit 16 calculates the auxiliary vibration suppression torque Tb which serves to suppress the vibration of direction of rotation acting on the handwheel 2 by performing various types of filter processing on the torque signal to remove vibrations at a specific frequency component. Then, the filter calculation unit 16 sends a signal corresponding to the degree of vibration suppression aid Tb to the calculation unit of the final aid degree 17.
[0060] The final aid grade 17 calculation unit calculates a final auxiliary torque as a final aid degree TA based on the basic aid degree Ta and the degree of vibration suppression aid Tb. For example, the final aid grade 17 calculation unit calculates the final aid grade TA by adding the basic aid grade Ta corresponding to the steering torque and the degree of vibration suppression aid Tb to suppress vibrations caused by a road surface disorder, or the like. The final aid grade 17 calculation unit then emits a signal corresponding to the final aid grade TA to the EPS 6 device, therefore, an auxiliary current corresponding to the final aid grade TA is supplied to the motor 10. As a result - Therefore, the output of the motor 10 on the EPS 6 device is adjusted in such a way that the auxiliary torque is adjusted to a predetermined magnitude.
[0061] In the steering system 1 constituted as previously described, the steering torque produced on the steering wheel 2 by the driver and the auxiliary torque generated by the EPS 6 device according to the steering torque, the disturbance torque, and so on, by controlling the EPS 8 control device, they are exerted on axis 3. When the steering force and the auxiliary steering force are exerted on the steering rods 5 from axis 3 via the gear mechanism 4 in the steering system 1, the steering rods 5 are displaced in the left and right direction by an axial force of a magnitude that corresponds to the steering torque and the auxiliary torque, and as a result, the directional wheels are turned.
[0062] Therefore, the steering system 1 is able to turn the directional wheels using the steering force inserted in the steering wheel 2 by the driver and the auxiliary steering force generated by the EPS 6 device. Consequently, the steering system steering 1 can assist the steering operation performed by the driver in such a way that a load placed on the driver during the steering operation can become lighter. At this time, the steering system 1 can suppress the rotation direction vibration acting on the steering wheel 2 with the EPS 8 control device by adjusting the auxiliary torque generated by the EPS 6 device. -if the motor 10 is output in such a way that the auxiliary torque is adjusted, the steering system 1 can assist the steering operation performed by the driver and suppress the rotation direction vibration acting on the steering wheel 2.
[0063] Incidentally, the steering system 1 according to this modality varies a sense of direction given to the driver according to the operating conditions of the vehicle by executing a control in which the EPS 8 control device controls the EPS 6 device to adjust the direction of rotation vibration that acts on the steering wheel 2 in an appropriate way.
[0064] Figure 3 is a linear diagram showing an example of direction vibration of the wheel circumference that serves as the rotation direction vibration acting on the wheel 2, the abscissa showing a frequency and the ordinate showing the direction vibration of the steering wheel circumference. In figure 3, a continuous line L1 represents the direction vibration of the steering wheel circumference on an EPS device, such as the steering system 1 according to this modality, and a dotted line L2 represents the direction vibration of the steering wheel circumference. in a self-styled hydraulic steering system. As shown in the diagram, the steering vibration of the wheel circumference of the EPS device, indicated by the continuous line L1, tends to be less than that of the hydraulic steering system indicated by the dotted line L2. In an EPS device like the steering system 1, the steering vibration of the steering wheel's circumference is relatively small, and therefore the vibration that is transmitted to the driver from the steering wheel 2 due to disturbances produced from the surface road, or similar, through the direction rods 5, for example, also tends to be smaller. In other words, less information tends to be transmitted to the driver from the road surface, and so on, as a steering vibration from the circumference of the steering wheel.
[0065] Therefore, the EPS 8 control device according to this mode controls the vibration of the steering direction of rotation of the steering wheel 2 to an appropriate magnitude corresponding to the operating conditions of the vehicle by controlling the EPS 6 device according to the conditions. operating the vehicle in order to adjust the steering wheel vibration direction 2 (steering wheel circumference vibration). The EPS 8 control device controls the EPS 6 device in such a way that, depending on the operating conditions of the vehicle, the steering wheel rotation 2 vibration is not reduced. In addition, by allowing the steering wheel 2 to vibrate in the direction of rotation and, in certain cases, by actively increasing the vibration in the direction of rotation of the steering wheel 2, depending on the vehicle's operating conditions, the EPS 8 performs an auxiliary feature and a vibration suppression performance suited to the vehicle's operating conditions.
[0066] In this document, the EPS 6 device functions as an adjustment device that serves to adjust the vibration of the direction of rotation of the handwheel 2, and therefore is capable of varying (modifying) a degree transmission system through which the steering direction vibration of the steering wheel 2 is transmitted to the steering wheel 2. In other words, the EPS 6 device of the steering system 1 can duplicate itself as an adjustment device, and therefore a Constitution to adjust the direction of rotation of the steering wheel 2 can be easily performed. As a result, a reduction in manufacturing costs can be achieved and the size of the device can be suppressed, for example.
[0067] The EPS 8 control device adjusts the steering wheel's rotation direction vibration by controlling the EPS 6 device to adjust the degree by which the steering wheel's rotation direction vibration is transmitted. , or, in other words, the degree through which the vibration transmitted to the steering wheel 2 when a disturbance is produced from the road surface, or similar, is suppressed, through the steering rods 5. At present In this document, the EPS 8 control device adjusts the degree to which the steering wheel rotation vibration 2 is transmitted by changing a filter characteristic of a filter used by the EPS 6 device to calculate the degree of assistance , so the auxiliary current supplied to the engine 10, according to the operating conditions of the vehicle. As a result, the vibration of the direction of rotation of the steering wheel 2 is adjusted to a magnitude appropriate for the operating conditions.
[0068] More specifically, as shown in figure 2, the EPS 8 control device also includes a filter characteristic determination unit 18.
[0069] The parameters that indicate the operating conditions of the vehicle, for example, the signals that indicate the torque Tr detected by the torque sensor 12, a steering angle As detected by the steering angle sensor 13, a speed of the vehicle V detected by the vehicle speed sensor 14, and so on, are inserted into the filter characteristic determination unit 18. Then, based on these parameters, the filter characteristic determination unit 18 determines a filter characteristic to be used in the filter calculation performed by the filter calculation unit 16.
[0070] Figure 4 is a linear diagram showing an example of filter characteristics, with the abscissa showing the frequency and the ordinate showing a magnitude. In the present document, figure 4 is a gain diagram showing logarithmic values of the gain at each frequency. In figure 4, a continuous line F11 represents a first filter characteristic and a continuous line F12 represents a second filter characteristic, which is different from the first filter characteristic. With respect to the filter characteristic applied by the filter calculation unit 16, more vibration is passed with the second filter characteristic represented by the continuous line F12 than with the first filter characteristic represented by the continuous line F11.
[0071] More specifically, when the filter characteristic determination unit 18 of the steering system 1 selects the first filter characteristic represented by the continuous line F11 as the filter characteristic to be applied by the filter calculation unit 16, a signal corresponding to the disturbance vibration is relatively less likely to be passed during the filter calculation performed by the filter calculation unit 16. In this case, the degree through which the steering system 1 suppresses the vibration transmitted to the steering wheel 2 when a disturbance is produced from the road surface, or the like, through the steering rods 5 increases relatively, leading to a relative reduction in the degree to which the vibration is transmitted to the steering wheel 2 As a result, there is a relative reduction in steering wheel vibration 2 in steering system 1, leading to a relative reduction in the vibration transmitted to the driver from the steering wheel. steering wheel 2, for example.
[0072] On the other hand, when the filter characteristic determination unit 18 of the steering system 1 selects the second filter characteristic represented by the continuous line F12 as the filter characteristic to be applied by the filter calculation unit 16 , a signal corresponding to the disturbance vibration is relatively more likely to be passed during the filter calculation performed by the filter calculation unit 16. In this case, the degree to which steering system 1 suppresses the vibration transmitted to steering wheel 2 when a disturbance is produced from the road surface, or similar, through the steering rods 5 decreases relatively, leading to a relative increase in the degree through which vibration is transmitted to the steering wheel 2. As a result, the handwheel 2 vibrates in the direction of rotation, leading to a relative increase in the vibration of direction of rotation in the steering system 1, and, consequently, there is a relative increase in the vi arm transmitted to the driver from steering wheel 2, for example.
[0073] In the present document, as shown in figure 4, the filter characteristic determination unit 18 is capable of exchanging the filter characteristic applied by the filter calculation unit 16 in two stages, that is, between the first filter characteristic represented by continuous line F11 and the second filter characteristic represented by continuous line F12. The filter characteristic determination unit 18 switches between the first filter characteristic represented by the continuous line F11 and the second filter characteristic represented by the continuous line F12 based on the parameters that indicate the operating conditions of the vehicle, for example, the torque. that Tr detected by the torque sensor 12, the steering angle As detected by the steering angle sensor 13, the vehicle speed V detected by the vehicle speed sensor 14, and so on.
[0074] Therefore, the steering system 1 can vary the vibration transmitted to the driver from the steering wheel 2 according to the operating conditions by executing a control in which the EPS 8 control device controls the control device. EPS 6 to adjust the steering wheel vibration 2. As a result, with the steering system 1, the sense of direction given to the driver can be varied according to the vehicle's operating conditions, and therefore a more appropriate sense of direction can be achieved according to the vehicle's operating conditions, and so on. In the steering system 1, with the EPS 8 control device controlling the EPS 6 device to allow the steering wheel 2 to vibrate in the direction of rotation, in other words, increasing relative to the vibration transmitted to the driver at from the steering wheel 2, depending on the operating conditions of the vehicle, a quantity of information transmitted to the driver from the road surface, and so on, how the steering wheel 2's vibration of rotation can be relatively increased. Therefore, with the EPS 8 control device controlling the EPS 6 device to adjust the steering wheel rotation direction 2 according to the operating conditions, the steering system 1 can ensure that a sufficient amount of arm required to capture a road surface condition, and so on, is transmitted to steering wheel 2, while blocking unnecessary vibrations when appropriate. In addition, the steering system 1 can provide the driver with information regarding operational conditions, such as the condition of the road surface through the vibration of the direction of rotation of the steering wheel 2, and, as a result, self-named road information, such as the condition road surface, can be transmitted to the driver.
[0075] Preferably, the EPS 8 control device adjusts the steering wheel rotation direction 2 according to the vehicle speed. In this case, the vibration in the direction of rotation of the steering wheel 2 is preferably adjusted in such a way that the vibration on one side of the relatively high vehicle speed is greater than the vibration on one side of the relatively low vehicle speed. In other words, the EPS 8 control device controls the EPS 6 device to increase the steering vibration of the steering wheel circumference in a case where the speed of the vehicle having the steering wheel 2 is relatively high in relation to the steering vibration of the circumference of the steering wheel in a case where the vehicle speed is relatively low.
[0076] More specifically, when the vehicle speed V detected by the vehicle speed sensor 14 is greater than a first predefined predetermined value, for example, the filter characteristic determination unit 18 selects the second characteristic of filter (continuous line F12) as the filter characteristic to be applied by the filter calculation unit 16, and when the vehicle speed V is equal to or less than the first predetermined value, the filter characteristic determination unit filter 18 selects the first filter characteristic (continuous line F11) as the filter characteristic. In this document, the first predetermined value is a determination value adjusted in relation to vehicle speed V detected by vehicle speed sensor 14. The first predetermined value is adjusted in advance based on experiments, and so on, according to a relationship between the speed of the vehicle and the sense of direction given to the driver by the vibration transmitted to the steering wheel 2, and so on. As a result, steering system 1 can relatively increase the degree of vibration transmitted to the driver from the steering wheel 2 when the vehicle is traveling at a comparatively high speed, allowing a relative increase in the amount of information transmitted. the driver in the form of vibration from the road surface, or the like. When the vehicle is traveling at a comparatively low speed, on the other hand, the steering system 1 can relatively reduce the degree of vibration transmitted to the driver from the steering wheel 2, and therefore it can be avoided that the motorcycle - the driver feels uncomfortable due to disturbance vibrations coming from the road surface, or similar.
[0077] In addition, the EPS 8 control device can adjust the steering wheel rotation direction 2 according to the torque acting on the steering wheel 2. For example, the steering wheel rotation direction 2 it is preferably to adjust in such a way that the degree of vibration in a case where the torque acting on the handwheel 2 is relatively large is greater than the degree of vibration in a case where the torque is relatively small. In other words, the EPS 8 control device controls the EPS 6 device to increase the steering vibration of the steering wheel circumference in a case where the torque acting on the steering wheel 2 is relatively large in relation to the steering vibration the circumference of the handwheel in a case where the torque acting on handwheel 2 is relatively small.
[0078] More specifically, when the torque Tr detected by the torque sensor 12 is greater than a second predefined predefined value, the filter characteristic determination unit 18 selects the second filter characteristic (continuous line F12) as the filter characteristic to be applied by the filter calculation unit 16, and when the torque Tr detected by the torque sensor 12 is equal to or less than the second predetermined value, the filter characteristic determination unit 18 selects the first character. filter characteristic (continuous line F11) as the filter characteristic. In the present document, the second predetermined value is a determination value adjusted in relation to the torque Tr detected by the torque sensor 12. The second predetermined value is adjusted in advance based on experiments, and so on, according to a relationship between the torque and the sense of direction given to the driver by the vibration transmitted to the steering wheel 2, and so on. As a result, the steering system 1 can relatively increase the degree of vibration transmitted to the driver from the steering wheel 2 when the steering torque produced in the steering wheel 2 from the driver is comparatively large, for example, during steering retention in which steering wheel 2 is kept in a specific position, or similar, allowing a relative increase in the amount of information transmitted to the driver in the form of vibrations from the road surface or similar. When the steering torque produced on the steering wheel 2 from the driver is comparatively small, on the other hand, the steering system 1 can relatively reduce the degree of vibration transmitted to the driver from the steering wheel 2, and therefore can be avoided that the driver feels uncomfortable due to disturbance vibrations coming from the road surface, or similar.
[0079] The EPS 8 control device can also adjust the steering wheel rotation direction 2 according to the steering wheel direction angle 2. In this case, the steering wheel rotation direction vibration 2 is preferably adjusted accordingly. so that the degree of vibration in a case where the steering angle of steering wheel 2 is relatively large is greater than the degree of vibration in a case where the steering angle is relatively small. In other words, the EPS 8 control device controls the EPS 6 device to increase the steering vibration of the steering wheel circumference in a case where the steering angle of the steering wheel 2 is relatively large in relation to the vibration of the steering wheel. steering wheel circumference in a case where the steering angle of steering wheel 2 is relatively small.
[0080] More specifically, for example, when the steering angle As detected by the steering angle sensor 13 is greater than a third predefined predetermined value, the filter characteristic determination unit 18 selects the second character. filter (continuous line F12) as the filter characteristic to be applied by the filter calculation unit 16, and when the direction angle As detected by the direction angle sensor 13 is equal to or less than the third predetermined value , the filter characteristic determination unit 18 selects the first filter characteristic (continuous line F11) as the filter characteristic. In this document, the third predetermined value is a determination value adjusted in relation to the direction angle As detected by the direction angle sensor 13. The third predetermined value is adjusted in advance based on experiments, and so on. onwards, according to a relationship between the steering angle of the steering wheel 2 and the feeling of steering given to the driver by the vibration transmitted to the steering wheel 2, and so on. As a result, steering system 1 can relatively increase the degree of vibration transmitted to the driver from steering wheel 2 when steering angle of steering wheel 2 is comparatively large, for example, when steering wheel 2 is turned forward and backwards in order to make the vehicle turn, or similar, and therefore the amount of information transmitted to the driver in the form of vibration from the road surface, or the like, can be relatively increased. When the steering angle of steering wheel 2 is comparatively small, for example, when the vehicle is traveling in a straight line, or similar, on the other hand, steering system 1 can relatively reduce the degree of vibration transmitted to the driver from the steering wheel 2. As a result, one can properly suppress a so-called vibration, braking vibration, and so on.
[0081] The EPS 8 control device can also adjust the direction of rotation of the steering wheel 2 according to the steering angle of the steering wheel 2. In this case, the filter characteristic determination unit 18 selects the second filter characteristic (continuous line F12) as the filter characteristic to be applied by the filter calculation unit 16 when the steering wheel steering angle speed 2 is greater than a fourth predefined predefined value, for example , and selects the first filter characteristic (continuous line F11) as the filter characteristic when the steering angle speed of handwheel 2 is equal to or less than the fourth predetermined value.
[0082] Note that in the previous description the filter characteristic determination unit 18 is able to change the filter characteristic in two stages (between two types). However, the invention is not limited to this, and the filter characteristic determination unit 18 can change the filter characteristic in three or more stages (between three or more types). In addition, the filter characteristic determination unit 18 can adjust the filter characteristic as a function having parameters that indicate the operating conditions of the vehicle, for example, the torque Tr detected by the torque sensor 12, the steering angle As detected by steering angle sensor 13, vehicle speed V detected by vehicle speed sensor 14, and so on, as variables, and continuously changing the filter feature according to these parameters.
[0083] Below, an example of the control performed by the EPS 8 control device will be described with reference to a flowchart in figure 5. Note that these control routines are performed repeatedly at intervals of control period of several hundreds of μs to several tens of ms.
[0084] Firstly, based on the various detection results obtained by the condition detection device 7, the EPS 8 control device obtains the vehicle speed V of the vehicle installed with the steering system 1, the torque Tr that acts on the steering wheel 2, the steering angle As of the steering wheel 2, and a speed of the steering angle dAs of the steering wheel 2 (ST1).
[0085] Next, the EPS 8 control device compares vehicle V speed obtained in ST1 with a first predefined predefined value T1 to determine whether or not vehicle V speed is greater than the first predetermined value T1 (ST2).
[0086] When it is determined that the vehicle speed V is greater than the first predetermined value T1 (ST2: Yes), the EPS 8 control device compares the torque Tr obtained in ST1 with a second predefined value T2 for determine whether or not the torque Tr is greater than the second predetermined value T2 (ST3).
[0087] When the EPS 8 control device determines that the torque Tr is greater than the second predetermined value T2 (ST3: Yes), the filter characteristic determination unit 18 selects the second filter characteristic represented by the continuous line F12 in figure 4 as the filter characteristic to be applied by the filter calculation unit 16 (ST4). Then, the current control period is closed, while the routine advances to the next control period. As a result, the steering system 1 can increase relative to the vibration transmitted to the driver from the steering wheel 2.
[0088] When it is determined that the torque Tr is equal to or less than the second predetermined value T2 in ST3 (ST3: No), the EPS 8 control device compares the steering angle As obtained in ST1 with a third value predefined predefined T3 to determine whether the steering angle As is or is not greater than the third predetermined value T3 (ST5).
[0089] When the direction angle As is greater than the third predetermined value T3 (ST5: Yes), the EPS 8 control device compares the speed of the direction angle dAs obtained in ST1 with a fourth predefined value predetermined T4 to determine whether the steering angle speed of dAs is or is not greater than the fourth predetermined value T4 (ST6).
[0090] When the EPS 8 control device determines that the steering angle speed of dAs is greater than the fourth predetermined value T4 (ST6: Yes), the routine advances to ST4 previously described. As a result, the steering system 1 can relatively increase the vibration transmitted to the driver from the steering wheel 2.
[0091] When the EPS 8 control device determines that the vehicle speed V is equal to or less than the first predetermined value T1 in ST2 (ST2: No), or determines that the steering angle As is equal or less than the third predetermined value T3 in ST5 (ST5: No), or determining that the speed of the dAs steering angle is equal to or less than the fourth predetermined value T4 in ST6 (ST6: No), the unit of characteristic determination filter 18 selects the first filter characteristic represented by the continuous line F11 in figure 4 as the filter characteristic to be applied by the filter calculation unit 16 (ST7). Then, the current control period is ended, while the routine advances to the next control period. As a result, the steering system 1 can relatively reduce the vibration transmitted to the driver from the steering wheel 2.
[0092] The steering system 1 according to the mode described above includes the steering wheel 2, which is provided in the vehicle and configured to be rotated, the EPS 6 device that adjusts the steering wheel rotation direction vibration. , and the EPS 8 control device that controls the EPS 6 device, according to the operating conditions of the vehicle, in order to adjust the steering wheel rotation direction 2. With the steering system 1 and the EPS 8 control device by adjusting the steering wheel's rotational steering vibration 2 by controlling the EPS 6 device, the sense of direction given to the driver can be varied according to the vehicle's operating conditions. Second Mode
[0093] Figure 6 is a block diagram showing an outline of the construction of an EPS control device according to a second modality. The steering system and the steering control device according to the second mode are different from those of the first mode because they include a second filter characteristic determination unit. In relation to constitutions, actions, and effects that are shared with the previous modality, a duplicate description was omitted where possible and identical numerical references were attached (as well as in the modalities that will be described later).
[0094] A steering system 201 according to this mode, shown in figure 6, includes an EPS 208 control device that serves as a direction control device instead of the EPS 8 control device. The EPS 208 control unit includes, in addition to the aid calculation unit 15, a filter calculation unit 16, a calculation unit for the final aid grade 17, and a filter characteristic determination unit 18, a second filter characteristic determination unit 219 which differs from filter characteristic determination unit 18.
[0095] The filter characteristic determination unit 18 described above consists of a filter characteristic determination unit for a filter calculation, which determines the filter characteristic to be used in the filter calculation performed by the calculation unit filter 16. The second filter characteristic determination unit 219, on the other hand, consists of a filter characteristic determination unit for an auxiliary calculation, which determines a filter characteristic to be used in the auxiliary calculation by the aid calculation unit 15. The filter characteristics applied by the aid calculation unit 15 in a plurality of stages (types) are substantially identical to the filter characteristics applied by the filter calculation unit 16, and, therefore, the description of these filter characteristics has been omitted.
[0096] In a substantially identical way to the filter characteristic determination unit 18, the parameters that indicate the operating conditions of the vehicle, for example, signals that indicate the torque Tr detected by the torque sensor 12, the steering angle As detected by the steering angle sensor 13, the vehicle speed V detected by the vehicle speed sensor 14, and so on, are inserted into the second filter characteristic determination unit 219. The second determination unit filter characteristic 219 determines the filter characteristic to be applied to a torque signal corresponding to torque Tr detected by torque sensor 12 in aid calculation unit 15 based on these parameters. As a result, the steering system 201 and the EPS 208 control apparatus in accordance with this modality can achieve improvements in precision of adjustment and response control in relation to the magnitude of the steering wheel rotation direction vibration 2. Third Mode
[0097] Figure 7 is a block diagram showing an outline of the construction of an EPS control device according to a third modality. Figure 8 is a view showing an example of a filter characteristic configuration map for a steering system according to the third modality. Figure 9 is a linear diagram showing an example of filter characteristics of the steering system according to the third modality. The steering system and the steering control device according to the third mode are different from those of the first mode because the vibration is adjusted according to a driver's driving tendency to drive the vehicle. Driving tendency means, for example, a style or a way for the driver to drive the vehicle.
[0098] A 301 steering system according to this mode, shown in figure 7, includes an EPS 308 control device that serves as the direction control device. The EPS 308 control device adjusts the direction of rotation of the steering wheel 2 according to the driver's driving tendency to drive the vehicle. The EPS 308 control device controls the EPS 6 device to vary the magnitude of the steering wheel rotation direction 2 according to the driver's driving tendency to drive the vehicle.
[0099] For example, the EPS 308 control device classifies the driver's condition trends in driving the vehicle, which, in one of the vehicle's operating conditions, based on the detection signals from the various sensors and an operational condition. another device, and the magnitude of the vibration of the direction of rotation of the steering wheel 2 varies based on the driving tendency. In other words, the EPS 308 control device varies the magnitude of the direction of rotation vibration of the steering wheel 2 based on the operating condition, and so on, of another device, for example. In this document, for example, the EPS 308 control device varies the magnitude of the steering wheel rotation direction 2 by changing the filter characteristic applied by the filter calculation unit 16 based on the operating condition, and so on. onwards, a damping force control suspension system (an Adaptive Variable Suspension System (AVS), for example; in the following parts of this document it will be described as an "electronic control suspension system (system ECS theme) except where noted otherwise) 320 that serves as the other device.
[00100] In the present document, the ECS 320 system varies a passenger comfort and vehicle displacement performance by varying a characteristic of the shock absorber's damping force to a suspension that absorbs the shock produced in a vehicle wheel from the road surface. The ECS 320 system is capable of selecting one of a plurality of adjustment modes, for example, a sport mode, a normal mode, a comfort mode, and so on, arbitrarily according to the driver's driving tendency. The damping force characteristic is then modified according to the selected adjustment mode.
[00101] Therefore, the EPS 308 control device according to this modality varies the magnitude of the steering wheel rotation direction 2 according to the ECS 320 system adjustment mode, which serves as an operational condition of the vehicle, or, in other words, according to the driver's driving tendency corresponding to the adjustment mode. The parameters that indicate the operating conditions of the vehicle, for example, a signal that indicates the ECS 320 system adjustment mode and a signal that indicates the steering angle As detected by the steering angle sensor 13, are inserted. - in the filter characteristic determination unit 18. Then, the filter characteristic determination unit 18 determines the filter characteristic to be used in the filter calculation performed by the filter calculation unit 16 based on these parameters.
[00102] For example, the filter characteristic determination unit 18 changes the filter characteristics used in the filter calculation of the filter calculation unit 16 based on the ECS 320 system adjustment mode and the steering angle As detected by the direction angle sensor 13 with reference to a map shown in figure 8. In the present document, as shown in figures 8 and 9, the filter characteristic determination unit 18 is able to change the applied filter characteristic by the filter calculation unit 16 in three stages according to the operational conditions. In figure 9, a continuous line F21 represents a first filter characteristic, a dotted line F22 represents a second filter characteristic, and a continuous line F23 represents a third filter characteristic.
[00103] Among the filter characteristics applied by the filter calculation unit 16, the third filter characteristic represented by the continuous line F23 is a characteristic with which the vibration is more likely to be transmitted and the first filter characteristic represented by the line continuous F21 is a characteristic with which vibration is less likely to be transmitted. Therefore, when the third filter characteristic represented by the continuous line F23 is selected as the filter characteristic to be applied by the filter calculation unit 16 in the steering system 301, the steering wheel vibration direction 2 is thus maximized, a maximum degree of vibration is transmitted to the driver from wheel 2.
[00104] As shown in figure 8, when the sport mode is selected as the setting mode of the ECS 320 system, or, in other words, when a sports driving trend is relatively high, the unit of determination of filter characteristic 18 selects the filter characteristic with which the vibration has a relatively high probability of being transmitted. When comfort mode is selected as the setting mode of the ECS 320 system, or, in other words, when the sports driving trend is relatively low, on the other hand, the filter characteristic determination unit 18 selects the characteristic filter with which the vibration has a relatively small probability of being transmitted. In addition, when the vehicle turns, that is, when the steering angle As detected by the steering angle sensor 13 is typically equal to or exceeds a predefined curve predetermined value, the filter characteristic determination unit 18 selects the filter characteristic with which the vibration has a relatively high probability of being transmitted. When the vehicle travels in a straight line, that is, when the steering angle As detected by the steering angle sensor 13 is typically less than the predefined curve predetermined value, on the other hand, the characteristic determination unit filter 18 selects the filter characteristic with which the vibration has a relatively small probability of being transmitted.
[00105] As a result, when the sport mode is selected as the adjustment mode of the ECS 320 system, or, in other words, when the sports driving trend is relatively high, the 301 steering system can increase the degree of vibration relatively - tion transmitted to the driver from the steering wheel 2, and therefore a relatively large amount of information can be transmitted to the driver from the road surface, or the like, in the form of vibration. When comfort mode is selected as the setting mode of the ECS 320 system, or, in other words, when the sports driving trend is relatively low, on the other hand, the 301 steering system can relatively reduce the degree of vibration transmitted to the driver from the steering wheel 2, and therefore, the driver can be prevented from feeling uncomfortable due to disturbance vibration from the road surface, or the like.
[00106] Therefore, the steering system 301 and the EPS 308 control device can control the EPS 6 device to adjust the steering wheel rotation direction vibration 2 according to the driver's driving tendency to drive the vehicle. vehicle, in this case according to the ECS 320 system adjustment mode, and as a result, the sense of direction given to the driver can be varied according to the driver's driving tendency, in this case, the system adjustment mode ECS 320. Fourth Mode
[00107] Figure 10 is a block diagram showing an outline of the construction of an EPS control device according to a fourth modality. Figure 11 is a view showing an example of a filter characteristic configuration map for a steering system according to the fourth modality. Figure 12 is a linear diagram showing an example of filter characteristics of the steering system according to the fourth modality. The steering system and the steering control device according to the fourth mode are different from those in the third mode because the vibration is adjusted according to an operational condition of a transmission.
[00108] A 401 steering system according to this mode, shown in figure 10, includes an EPS 408 control device that serves as the direction control device. The EPS 408 control device adjusts the direction of rotation of the steering wheel 2 according to the driver's driving tendency to drive the vehicle based on an operational condition, and so on, from another device. In this document, the EPS 408 control device varies the magnitude of the vibration in the direction of rotation of the steering wheel 2 by changing the filter characteristic applied by the filter calculation unit 16 based on the operational condition, and so on. , of a 421 transmission that serves as the other apparatus.
[00109] Transmission 421 is provided in an energy transmission path between a shift power source and a vehicle drive wheel for the purpose of transferring a rotating output from the shift power source and transmitting the changed output next to the driving wheel. Various conventional constitutions, for example, a manual transmission (MT), a stepped automatic transmission (AT), a continuously variable transmission (CVT), a multimode manual transmission (MMT), a sequential manual transmission (SMT), a transmission dual clutch (DCT), and so on, can be used as the 421 transmission. In this document, the 421 transmission is able to select a plurality of shift modes, for example, an AT mode (automatic shift mode), MT mode (manual shift mode), and so on, according to the driver's driving tendency.
[00110] Therefore, the EPS 408 control device according to this modality varies the magnitude of the steering wheel rotation direction 2 according to the transmission change mode 421, which serves as an operational condition of the vehicle, or , in other words, according to the driver's driving tendency corresponding to the change mode. The parameters that indicate the operating conditions of the vehicle, for example, a signal indicating the transmission change mode 421 and a signal indicating the steering angle As detected by the steering angle sensor 13, are inserted into the unit of determination filter characteristic 18. Then, the filter characteristic determination unit 18 determines the filter characteristic to be used in the filter calculation performed by the filter calculation unit 16 based on these parameters.
[00111] For example, the filter characteristic determination unit 18 changes the filter characteristic used in the filter calculation of filter calculation unit 16 based on the transmission shift mode 421 and the As steering angle detected by the sensor direction angle 13 with reference to a map shown in figure 11. In this document, as shown in figures 11 and 12, the filter characteristic determination unit 18 is able to change the filter characteristic applied by the filter calculation 16 in two stages according to the operational conditions. In figure 12, a continuous line F31 represents a first filter characteristic and a continuous line F32 represents a second filter characteristic.
[00112] Among the filter characteristics applied by the filter calculation unit 16, the second filter characteristic represented by the continuous line F32 is a characteristic with which vibration is more likely to be transmitted and the first filter characteristic represented by the continuous line F31 is a characteristic with which vibration is less likely to be transmitted. Therefore, when the second filter characteristic represented by the continuous line F32 is selected as the filter characteristic to be applied by the filter calculation unit 16 in the steering system 401, the steering wheel vibration 2 is relatively increased - such that a relatively high degree of vibration is transmitted to the driver from the steering wheel 2, for example.
[00113] As shown in figure 11, when the MT mode is selected as the 421 transmission shift mode, or, in other words, when the sports driving trend is relatively high and the vehicle is around a curve, the filter characteristic determination unit 18 selects the filter characteristic with which the vibration has a relatively high probability of being transmitted. On the other hand, when MT mode is selected as the 421 transmission shift mode and the vehicle is moving in a straight line, or when AT mode is selected as the 421 transmission shift mode , that is, when the sports driving trend is relatively low, the filter characteristic determination unit 18 selects the filter characteristic with which the vibration has a relatively small probability of being transmitted.
[00114] As a result, when MT mode is selected as the 421 transmission shift mode, or, in other words, when the sports driving trend is relatively high and the vehicle is around a curve, the 401 steering system can relatively increase the degree of vibration transmitted to the driver from the steering wheel 2, and therefore a relatively large amount of information can be transmitted to the driver from the road surface, or similar, in the form of vibration. When AT mode is selected as the transmission shift mode 421, for example, or, in other words, when the tendency for sports driving is relatively low, on the other hand, the steering system 401 can relatively reduce the degree of vibration transmitted to the driver from the steering wheel 2, and, therefore, it is possible to prevent the driver from feeling uncomfortable due to the vibration of disturbance coming from the road surface, or similar, for example.
[00115] Therefore, the 401 steering system and the EPS 408 control device can control the EPS 6 device to adjust the steering wheel rotation direction vibration 2 according to the driver's driving tendency to drive the vehicle. vehicle, in this case according to the 421 transmission shift mode, and as a result, the sense of direction given to the driver can be varied according to the driver's driving tendency, in this case, the 421 transmission shift mode . Fifth Mode
[00116] Figure 13 is a block diagram showing an outline of the construction of an EPS control device according to a fifth modality. Figure 14 is a view showing an example of a filter characteristic configuration map for a steering system according to the fifth modality. Figure 15 is a linear diagram showing an example of filter characteristics of the steering system according to the fifth modality. The steering system and the steering control device according to the fifth mode are different from those of the first mode because the vibration is adjusted according to an absolute value of an acceleration acting on the vehicle.
[00117] A 501 steering system according to this mode, shown in figure 13, includes an EPS 508 control device that serves as the direction control device. The EPS 508 control device adjusts the direction of rotation of the steering wheel 2 according to the absolute value of the acceleration acting on the vehicle. The EPS 508 control device controls the EPS 6 device to vary the magnitude of the direction of rotation of the steering wheel 2 according to the absolute value of the acceleration acting on the vehicle.
[00118] In this document, the EPS 508 control device varies the magnitude of the direction of rotation of the steering wheel 2 by modifying the filter characteristic applied by the filter calculation unit 16 based on a detection signal. from a 522 front and rear acceleration sensor that detects a front and rear steering acceleration (travel direction) Gx acting on the vehicle, which consists of a parameter that represents an operational condition of the vehicle, or , in other words, vehicle behavior. Therefore, the EPS 508 control device in accordance with this modality varies the magnitude of the steering wheel rotation direction 2 according to the vehicle's front and rear acceleration Gx, detected by the front acceleration sensor. and rear 522.
[00119] The parameters that indicate the operational conditions of the vehicle, for example, a signal that indicates the acceleration of forward and rear steering Gx of the vehicle detected by the front and rear acceleration sensor 522 and a signal that indicates the steering angle The ones detected by the steering angle sensor 13 are inserted into the filter characteristic determination unit 18. Then, the filter characteristic determination unit 18 determines the filter characteristic to be used in the filter calculation performed by the filter characteristic. filter calculation 16 based on these parameters.
[00120] For example, the filter characteristic determination unit 18 changes the filter characteristic used in the filter calculation of the filter calculation unit 16 based on the forward and rear acceleration Gx of the vehicle detected by the front and rear acceleration 522 and at steering angle As detected by steering angle sensor 13 with reference to a map shown in figure 14. In this document, as shown in figures 14 and 15, the drive characteristic determination unit filter 18 is able to exchange the filter characteristic applied by the filter calculation unit 16 in three stages according to the operating conditions. In figure 15, a continuous line F41 represents a first filter characteristic, a dotted line F42 represents a second filter characteristic, and a continuous line F43 represents a third filter characteristic.
[00121] Among the filter characteristics applied by the filter calculation unit 16, the third filter characteristic represented by the continuous line F43 is a characteristic with which the vibration is more likely to be transmitted and the first filter characteristic represented by the line continuous F41 is a characteristic with which vibration is less likely to be transmitted. Therefore, when the third filter characteristic represented by the continuous line F43 is selected as the filter characteristic to be applied by the filter calculation unit 16 in the steering system 401, the steering wheel vibration of rotation 2 is thus maximized, a maximum degree of vibration is transmitted to the driver from wheel 2, for example.
[00122] As shown in figure 14, when a vehicle deceleration is high such that the forward and rear steering acceleration Gx of the vehicle detected by the front and rear acceleration sensor 522 is typically negative and a its absolute value is equal to or exceeds a predefined first front and rear predetermined value G, the filter characteristic determination unit 18 selects the filter characteristic with which the vibration has a relatively high probability of being transmitted. When vehicle deceleration is low such that the vehicle's front and rear steering acceleration Gx detected by the front and rear acceleration sensor 522 is typically negative, but its absolute value is less than the first value - pre-defined front and rear G, the filter characteristic determination unit 18 selects the filter characteristic with which the vibration has a relatively small probability of being transmitted. The filter characteristic determination unit 18 also selects a filter characteristic with which vibration has a relatively low probability of being transmitted when the vehicle is at an even greater deceleration where braking vibration becomes problematic in such a way that the vehicle front and rear steering acceleration Gx detected by the front and rear acceleration sensor 522 is typically negative and its absolute value is equal to or exceeds a predefined second front and rear G predetermined value that is greater than the first value predefined front and rear G preset. In addition, when the vehicle turns, the filter characteristic determination unit 18 selects a filter characteristic with which vibration is relatively more likely to be transmitted than when the vehicle is moving in a straight line. When the vehicle moves in a straight line, on the other hand, the filter characteristic determination unit 18 selects a filter characteristic with which vibration is relatively less likely to be transmitted than when the vehicle will come.
[00123] As a result, when the vehicle's deceleration is high such that the vehicle's front and rear steering acceleration is negative and its absolute value is relatively large, for example, the 501 steering system may increase relative - the degree of vibration transmitted to the driver from the steering wheel 2, and therefore a relatively large amount of information can be transmitted to the driver from the road surface, or the like, in the form of vibration. On the other hand, when the vehicle's deceleration is low such that the vehicle's front and rear steering acceleration is negative, but the absolute value of this is relatively small, for example, the 501 steering system can reduce regarding the degree of vibration transmitted to the driver from steering wheel 2, and therefore, the driver can be prevented from feeling uncomfortable due to disturbance vibration coming from the road surface, or similar. Additionally, when the vehicle is at an even greater deceleration where the braking vibration becomes problematic, for example, the 501 steering system can suppress the discomfort caused by the braking vibration or the steering wheel unnecessary rotation vibration 2.
[00124] Therefore, the steering system 501 and the EPS 508 control device can control the EPS 6 device to increase the steering wheel vibration direction 2 when the absolute value of the acceleration acting on the vehicle is relatively large in relation to the steering wheel vibration 2 when the absolute acceleration value is relatively small, and as a result, the sense of direction given to the driver can be varied appropriately according to the acceleration that acts on the vehicle.
[00125] Note that the parameter corresponding to the front and rear steering acceleration (travel direction) acting on the vehicle, the EPS 508 control device can use a pedal depression force, a braking pressure (a self-styled wheel cylinder pressure), or similar, which acts on a vehicle's brake pedal, for example, instead of the front and rear steering acceleration Gx detected by the front and rear acceleration sensor 522. Sixth Mode
[00126] Figure 16 is a block diagram showing an outline of the construction of an EPS control device according to a sixth modality. Figure 17 is a view that shows an example of a filter characteristic configuration map for a steering system according to the sixth modality. Figure 18 is a linear diagram showing an example of filter characteristics of the steering system according to the sixth modality. The steering system and the steering control device according to the sixth mode are different from those of the fifth mode because the vibration is adjusted according to an absolute value of a lateral steering acceleration that acts c.
[00127] A steering system 601 according to this mode, shown in figure 16, includes an EPS 608 control device that serves as the steering control device. The EPS 608 control device adjusts the direction of rotation of the steering wheel 2 according to the absolute value of the acceleration acting on the vehicle. In this document, the EPS 608 control device varies the magnitude of the direction of rotation vibration of the handwheel 2 by modifying the filter characteristic applied by the filter calculation unit 16 based on a detection signal from a lateral acceleration sensor 623 that detects lateral direction acceleration (a vehicle-wide direction that crosses the direction of travel) Gy acting on the vehicle, which consists of a parameter that represents a vehicle's operational condition, or in other words, vehicle behavior. Therefore, the EPS 608 control device in accordance with this modality varies the magnitude of the steering wheel rotation direction 2 according to the vehicle's lateral steering acceleration Gy, detected by the lateral acceleration sensor 623. A signal indicating the vehicle's lateral direction acceleration Gy detected by the side acceleration sensor 623 is inserted into the filter characteristic determination unit 18. The filter characteristic determination unit 18 then determines the characteristic filter to be used in the filter calculation performed by the filter calculation unit 16 based on this parameter.
[00128] For example, the filter characteristic determination unit 18 changes the filter characteristic used in the filter calculation of the filter calculation unit 16 based on the vehicle's lateral direction acceleration Gy detected by the lateral acceleration sensor 623 with reference to a map shown in figure 17. In the present document, as shown in figures 17 and 18, the filter characteristic determination unit 18 is capable of exchanging the applied filter characteristic for the filter calculation unit. filter 16 in three stages according to operating conditions. In figure 18, a continuous line F51 represents a first filter characteristic, a dotted line F52 represents a second filter characteristic, and a continuous line F53 represents a third filter characteristic.
[00129] Among the filter characteristics applied by the filter calculation unit 16, the third filter characteristic represented by the continuous line F53 is the characteristic with which the vibration is most likely to be transmitted and the first filter characteristic represented the continuous line F51 is the characteristic with which the vibration is less likely to be transmitted. Therefore, when the third filter characteristic represented by the continuous line F53 is selected as the filter characteristic to be applied by the filter calculation unit 16 in the steering system 601, the steering wheel rotation vibration 2 is maximized, thereby , a maximum degree of vibration is transmitted to the driver from the steering wheel 2.
[00130] As shown in figure 17, when the vehicle's lateral steering acceleration is high such that the absolute value of the vehicle's lateral steering acceleration detected by the lateral acceleration sensor 623 is equal to or greater than a predetermined value. of the predefined high acceleration, the filter characteristic determination unit 18 selects the filter characteristic with which the vibration has a relatively high probability of being transmitted. When the vehicle's lateral steering acceleration is low such that the absolute value of the vehicle's lateral steering acceleration Gy detected by the 623 lateral acceleration sensor is equal to or less than a predefined predetermined low acceleration value, the filter characteristic determination unit 18 selects the filter characteristic with which vibration has a relatively small probability of being transmitted. In addition, when the vehicle's lateral steering acceleration is average such that the absolute value of the vehicle's lateral steering acceleration detected by the lateral acceleration sensor 623 is less than the predetermined high acceleration value. predefined and higher than the predefined low acceleration predetermined value, the filter characteristic determination unit 18 selects the filter characteristic having an intermediate characteristic.
[00131] As a result, when the vehicle's lateral steering acceleration is high, or in other words, when the absolute value of the vehicle's lateral steering acceleration is relatively large, the 601 steering system can relatively increase the degree of vibration - tion transmitted to the driver from the steering wheel 2, and therefore a relatively large amount of information can be transmitted to the driver from the road surface, or the like, in the form of vibration. When the vehicle's lateral steering acceleration is low, or in other words, when the absolute value of the vehicle's lateral steering acceleration is relatively small, on the other hand, the 601 steering system can relatively reduce the degree of vibration transmitted to the driver from the steering wheel 2, and therefore, the driver can be prevented from feeling uncomfortable due to disturbance vibration coming from the road surface, or the like, for example.
[00132] Therefore, the steering system 601 and the EPS 608 control device can control the EPS 6 device to increase the steering wheel vibration direction 2 when the absolute value of the acceleration acting on the vehicle is relatively large in relation to the steering wheel vibration 2 when the absolute acceleration value is relatively small, and as a result, the sense of direction given to the driver can be varied appropriately according to the acceleration that acts on the vehicle.
[00133] It is noted that the steering system and the steering control device according to the modalities of the invention described above are not limited to those modalities and can be subjected to various modifications within the scope presented in the claims . The steering system and the steering control device according to this modality can be combined in plural with the modalities described above.
[00134] The steering control device described previously may be able to carry out a control to adjust the vibration of rotation direction of a steering member by controlling an adjustment device according to the selection operation performed by the driver (user) through a selection device, such as a switch. For example, the filter characteristic determination unit 18 described above can determine the filter characteristic to be used in the filter calculation performed by the filter calculation unit 16 based on a selection operation performed by the driver. For example, the sorting apparatus can be configured to be operated by the driver to select a given mode from a plurality of modes where the ways of adjusting the direction of rotation vibration of the steering member are different. The way of adjusting the steering member rotation direction vibration may vary according to the vehicle's operating condition. In this case, the steering control device can control the adjustment device according to the selected mode. According to this configuration, the steering system and the steering control device can vary the steering sensation freely according to the driver's wishes by controlling the adjustment device according to the selection operation performed by the driver for the purpose of adjusting the direction of rotation of the steering member.
[00135] The steering system and the steering control device described earlier can adjust the steering member rotation direction vibration based on the operating conditions of a self-styled Anti-Lock Braking System (ABS), a device Brake Assist (BA), an Electronic Stability Control (ESC) device (for example, a Vehicle Stability Control device (VSC)), a Traction Control System (TCS), a control device total active steering (for example, a Dynamic Integrated Vehicle Management (VDIM) system), a variable stabilizer device, and so on, that serve as examples of the vehicle's operating conditions.
[00136] In the previous description, the adjustment device is an EPS device, and the vibration of the direction of rotation of the steering member is adjusted by adjusting the degree by which the vibration is transmitted to the steering member. However, the invention is not limited to this, and the adjustment device can be provided separately from the EPS device as a stand-alone device.
[00137] In the previous description, the steering control device adjusts the direction of rotation of the steering member by modifying the filter characteristic according to the operating conditions of the vehicle in order to adjust the degree through which the vibration is transmitted to the steering member. However, the invention is not limited to this, and the vibration transmitted to the steering member can be adjusted by directly adjusting the output of the motor 10, for example. In other words, the steering control device can perform a control in such a way that the vibration of the direction of rotation of the steering member is increased in addition to the disturbance vibration produced from the road surface, or the like, for example.
[00138] In the previous description, the steering system is an EPS column type auxiliary column system, however, the steering system is not limited to this and can also be applied to an auxiliary pinion type system or a system auxiliary rack type, for example. In addition, the steering system is not limited to an EPS system and can also be applied to a hydraulic steering system.
[00139] The steering system and the steering control device described above can be applied to a self-styled steering system type electronic control. In this case, the steering system is constructed in such a way that the steering member (steering wheel 2, for example) and the steering wheels are mechanically separated. When the driver operates the steering member in an electronic command type steering system, a degree of steering of the steering member is detected by a sensor, or the like, while the steering control device drives a steering actuator based on a degree of steering detected to turn the steering wheels by applying a predetermined yaw force to the steering wheels. Even when applied to an electronic command-type steering system, the steering system and the steering control device can vary the feeling of direction given to the driver appropriately according to the vehicle's operating conditions by controlling the device. adjustment to adjust the direction of rotation of the steering member. In this case, the steering system and the steering control device can use drive information regarding the steering actuator, the axial force of the steering rods, and so on, for example, as the parameter corresponding to the input provided. on the directional wheel side next to the steering system instead of the torque detected by the torque sensor 12 to perform the aid calculation and filter calculation and modify the filter characteristics.
[00140] The steering system and the steering control device described above can be applied to a steering system and a steering control device installed in several vehicles.

权利要求:
Claims (13)
[0001]
1. Steering system, characterized by the fact that it comprises: a steering member (2) provided in a vehicle and configured to be turned; an adjustment device (6) configured to adjust a direction of rotation vibration of the steering member (2); and a steering control device (8, 208, 308, 408, 508, 608) configured to control the adjustment device (6), according to the vehicle's operating conditions, in order to adjust the steering vibration of rotation, where the adjustment device (6) is configured to adjust a degree by which the vibration of the direction of rotation is transmitted to the steering member (2), the adjustment device (6) is configured to adjust vibration producing an auxiliary steering force to supplement a steering force fed to the steering member (2) by the driver, and the steering control device (8, 208, 308, 408, 508, 608) is configured to switch between two filter characteristics of a filter used to calculate the auxiliary steering force, according to the vehicle's operating conditions, the two filter characteristics having different degrees through which a signal corresponding to vibration possibly passes through the filter.
[0002]
2. Steering system, according to claim 1, characterized by the fact that the steering control device (8, 208, 308, 408, 508, 608) controls the adjustment device (6) to increase to vibrate when the vehicle speed is relatively high, in relation to the vibration when the speed is relatively low.
[0003]
3. Steering system according to claim 1 or 2, characterized by the fact that the steering control device (8, 208, 308, 408, 508, 608) controls the adjustment device (6) to increase increase vibration when a torque acting on the steering member (2) is relatively large, in relation to vibration when the torque is relatively small.
[0004]
4. Steering system according to any one of claims 1 to 3, characterized in that the steering control device (8, 208, 308, 408, 508, 608) controls the adjustment device (6) to increase vibration when the steering angle of the steering member (2) is relatively large, relative to the vibration when the steering angle is relatively small.
[0005]
Steering system according to any one of claims 1 to 4, characterized in that the steering control device (8, 208, 308, 408, 508, 608) controls the adjustment device (6) to increase the vibration when the steering angle speed of the steering member (2) is relatively large, in relation to the vibration when the steering angle speed is relatively small.
[0006]
6. Steering system according to any one of claims 1 to 5, characterized in that the steering control device (8, 208, 308, 408, 508, 608) controls the adjustment device (6) to increase vibration when the absolute value of an acceleration acting on the vehicle is relatively large, in relation to vibration when the absolute value of acceleration is relatively small.
[0007]
Steering system according to any one of claims 1 to 6, characterized in that the steering control device (8, 208, 308, 408, 508, 608) controls the adjustment device (6) to vary a magnitude of the vibration according to the driving tendency to drive the vehicle.
[0008]
8. Steering system, according to claim 7, characterized by the fact that the steering control device determines the driving trend based on an operating mode selected on another device (320, 421) having a plurality of modes of operation.
[0009]
9. Steering system, according to claim 1, characterized by the fact that the operating conditions of the vehicle are at least one of the vehicle's speed, a torque acting on the steering member (2), an angle steering member steering (2), a speed of the steering member steering angle (2), an acceleration acting on the vehicle and a driving tendency to drive the vehicle.
[0010]
10. Steering system according to claim 1, characterized by the fact that the steering control device (8, 208, 308, 408, 508, 608) is configured to control the adjustment device (6) according to with the selection operation performed by a user.
[0011]
Steering system according to any one of claims 1 to 10, characterized in that the steering control device (8, 208, 308, 408, 508, 608) is configured to obtain a speed of the steering angle steering, to compare the steering angle speed obtained with a given predetermined value to determine if the steering angle speed is greater than the predetermined value, and when the steering control device (8, 208, 308, 408 , 508, 608) determines that the steering angle speed is greater than a predetermined value, the steering control device (8, 208, 308, 408, 508, 608) controls the adjustment device (6) to increase adjust the vibration in relation to the vibration when the steering angle speed is below the predetermined value.
[0012]
12. Steering system characterized by comprising a steering member (2) provided in a vehicle and configured to be turned; an adjustment device (6) configured to adjust a direction of rotation vibration of the steering member (2), the adjustment device (6) being configured to adjust a degree by which the direction of rotation vibration is transmitted by the management member (2); and a control device (8, 208, 308, 408, 508, 608) configured to control the adjustment device (6), according to a selection operation performed by a user, in order to adjust the vibration direction of rotation, in which the adjustment device (6) is configured to adjust the vibration by producing an auxiliary steering force to supplement a steering force fed to the steering member (2) by the driver, and the control device (8, 208, 308, 408, 508, 608) is configured to switch between two filter characteristics of a filter used to calculate the auxiliary steering force, according to the vehicle's operating conditions, both filter characteristics having different degrees through which a signal corresponding to the vibration possibly passes through the filter.
[0013]
13. Direction control device, characterized by the fact that it comprises: a control unit (16, 18) configured to control an adjustment device (6), according to the operating conditions of a vehicle, in order to adjust a vibration of the direction of rotation of a steering member (2), the adjustment apparatus (6) being configured to adjust a degree by which the vibration of the direction of rotation is transmitted to the steering member (2), in which the Adjustment device (6) is configured to adjust vibration by producing an auxiliary steering force to supplement a steering force supplied to the steering member (2) by the driver, and the control unit (16, 18) is configured to switch between two of the filter characteristics of a filter used to calculate the auxiliary steering force, according to the vehicle's operating conditions, the two filter characteristics having different degrees through which a signal corresponding to the route steering vibration possibly passes through the filter.

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公开号 | 公开日

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JP5093295B2|2012-12-12|

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JP2011245918A|2011-12-08|

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US9079602B2|2015-07-14|

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CN102917939B|2015-06-10|

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EP2576321A1|2013-04-10|

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BR112012029872A2|2017-10-17|

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WO2011148240A1|2011-12-01|

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EP2576321B1|2016-06-29|

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法律状态:
2018-12-26| B06F| Objections, documents and/or translations needed after an examination request according art. 34 industrial property law|

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2019-11-12| B06U| Preliminary requirement: requests with searches performed by other patent offices: suspension of the patent application procedure|

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2020-10-06| B09A| Decision: intention to grant|

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2020-12-22| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 20/05/2011, 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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JP2010-118754|2010-05-24|

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JP2010118754A|JP5093295B2|2010-05-24|2010-05-24|Steering device and steering control device|

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PCT/IB2011/001089|WO2011148240A1|2010-05-24|2011-05-20|Steering system and steering control apparatus|

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