阅读说明：本技术 转向控制系统 (Steering control system ) 是由 守野哲也 工藤佳夫 并河勋 小寺隆志 于 2021-04-14 设计创作，主要内容包括：本公开提供一种转向控制系统,其在线控转向方式的车辆中,即使正在通过方向盘向驾驶员发出警报时,也能进行由驾驶员进行的转舵轮的操作。线控转向方式的车辆的转向控制系统具备基于方向盘的转向角来运算目标转舵角的转舵角运算部和基于车辆的状态来运算目标反作用力转矩的反作用力转矩运算部。在向驾驶员的警报请求被发出的情况下,反作用力转矩运算部基于转向角来运算基本反作用力转矩,运算用于通知车辆状态的警报反作用力转矩,运算将基本反作用力转矩与警报反作用力转矩合计而得到的目标反作用力转矩。此外,转舵角运算部在根据转向角来运算目标转舵角的过程中,将与警报反作用力转矩的量相当的转向角或转舵角除外来运算目标转舵角。(The present disclosure provides a steering control system that can perform steering wheel operation by a driver even when a warning is issued to the driver via a steering wheel in a vehicle of a steer-by-wire system. A steering control system for a steer-by-wire vehicle includes a steering angle calculation unit that calculates a target steering angle based on a steering angle of a steering wheel, and a reaction torque calculation unit that calculates a target reaction torque based on a state of the vehicle. When a warning request to the driver is issued, the reaction torque calculation unit calculates a basic reaction torque based on the steering angle, calculates a warning reaction torque for notifying the vehicle state, and calculates a target reaction torque obtained by summing the basic reaction torque and the warning reaction torque. In addition, the steering angle calculation unit calculates the target steering angle by dividing the steering angle or the steering angle corresponding to the amount of the alarm reaction torque in the process of calculating the target steering angle from the steering angle.)

1. A steering control system of a steer-by-wire type vehicle, comprising:

a steering motor that steers wheels of the vehicle;

a reaction force motor that applies a reaction force torque to a steering wheel of the vehicle;

a steering angle calculation unit that calculates a target steering angle of the wheels for controlling the steering motor based on a steering angle of the steering wheel; and

a reaction torque calculation unit that calculates a target reaction torque for controlling the reaction motor based on a state of the vehicle,

the steering control system is configured to:

in the case where an alarm request is issued,

the reaction torque calculation unit calculates a basic reaction torque based on the steering angle, calculates an alarm reaction torque for notifying a vehicle state, and calculates a total torque of the basic reaction torque and the alarm reaction torque as the target reaction torque,

the steering angle calculation unit calculates the target steering angle by excluding a steering angle or a steering angle corresponding to the amount of the alarm reaction torque, in the process of calculating the target steering angle from the steering angle.

2. The steering control system according to claim 1,

the steering angle calculation unit is configured to:

calculating an alarm steering angle as a steering angle corresponding to the alarm reaction torque,

the target steering angle is calculated based on a driver steering angle obtained by removing the warning steering angle from the steering angle.

3. The steering control system according to claim 1,

the steering angle calculation unit is configured to:

calculating an alarm steering angle as a steering angle corresponding to the alarm reaction torque,

calculating a first steering angle based on the steering angle,

calculating a second steering angle based on the warning steering angle,

and calculating a rudder angle obtained by removing the second rudder angle from the first rudder angle as the target rudder angle.

4. The steering control system according to claim 1,

the steering angle calculation unit is configured to:

calculating a driver steering angle obtained by removing a frequency component of the steering angle corresponding to the amount of the warning reaction force torque by performing filter processing on the steering angle,

calculating the target rudder angle based on the driver steering angle.

5. The steering control system according to claim 1,

the steering angle calculation unit is configured to:

calculating a first steering angle based on the steering angle,

and calculating the target steering angle by filtering the first steering angle to remove a frequency component of the steering angle corresponding to the amount of the warning reaction torque.

6. The steering control system according to any one of claims 1 to 5,

the reaction torque calculation portion is configured to vary a vibration amplitude or a vibration period of the warning reaction torque according to an urgency level of a vehicle state.

7. The steering control system according to any one of claims 1 to 6,

the warning request is a request issued when it is determined that the vehicle in travel deviates from a travel lane.

Technical Field

The present disclosure relates to a steering control system, and more particularly to a steering control system for a steer-by-wire vehicle.

Background

Patent document 1 discloses a technique relating to a steering device for a vehicle of a steer-by-wire system. The device of this technique is provided with a drowsiness sensor for detecting the drowsiness of the driver. When the drowsiness sensor detects the drowsiness of the driver, the device temporarily releases the interlocking relationship between the steering wheel and the steering actuator, and forcibly turns the steering wheel to the left and right to notify the driver that the driver is drowning.

Documents of the prior art

Patent document

Patent document 1: japanese patent laid-open No. 2007 and 062472

In the technique of patent document 1, the interlocking relationship between the steering wheel and the steering actuator is temporarily released so that the steering of the steering wheel for reporting is not superimposed on the steering angle of the steered wheels. However, if the interlocking relationship between the steering wheel and the steering actuator is released, the steering of the steered wheels by the steering of the driver cannot be performed. As described above, the technique of patent document 1 has a problem in that the steering wheel is operated by the driver when the driver is alerted by the steering wheel.

Disclosure of Invention

The present disclosure has been made in view of the above-described problems, and an object thereof is to provide a steering control system that can perform steering wheel operation by a driver even when a warning is issued to the driver via a steering wheel in a vehicle of a steer-by-wire system.

Means for solving the problems

In order to solve the above problem, a first disclosure is applied to a steering control system for a steer-by-wire type vehicle. The steering control system includes: a steering motor for steering wheels of the vehicle; a reaction force motor that applies a reaction force torque to a steering wheel of a vehicle; a steering angle calculation unit that calculates a target steering angle for controlling wheels of a steering motor based on a steering angle of a steering wheel; and a reaction torque calculation unit that calculates a target reaction torque for controlling the reaction motor based on the state of the vehicle. When an alarm request is issued, the reaction torque calculation unit calculates a basic reaction torque based on the steering angle, calculates an alarm reaction torque for notifying the vehicle state, and calculates the total torque of the basic reaction torque and the alarm reaction torque as a target reaction torque. The steering angle calculation unit is configured to: in the process of calculating the target rudder angle from the steering angle, the target rudder angle is calculated by dividing the steering angle or rudder angle corresponding to the amount of the alarm reaction torque.

The second disclosure also has the following features in the first disclosure.

The steering angle calculation unit is configured to: an alarm steering angle, which is a steering angle corresponding to the alarm reaction torque, is calculated, and a target steering angle is calculated based on a driver steering angle obtained by removing the alarm steering angle from the steering angle.

The third disclosure also has the following features in the first disclosure.

The steering angle calculation unit is configured to: an alarm steering angle is calculated as a steering angle corresponding to the alarm reaction torque, a first steering angle is calculated based on the steering angle, a second steering angle is calculated based on the alarm steering angle, and a steering angle obtained by removing the second steering angle from the first steering angle is calculated as a target steering angle.

The fourth disclosure also has the following features in the first disclosure.

The steering angle calculation unit is configured to: a driver steering angle obtained by removing a frequency component of the steering angle corresponding to the amount of the warning reaction torque by performing filter processing on the steering angle is calculated, and a target steering angle is calculated based on the driver steering angle.

The fifth disclosure also has the following features in the first disclosure.

The steering angle calculation unit is configured to: a first steering angle is calculated based on the steering angle, and a target steering angle obtained by removing a frequency component of the steering angle corresponding to the amount of the alarm reaction torque by performing filter processing on the first steering angle is calculated.

The sixth disclosure also has the following features in any of the first to fifth disclosures.

The reaction torque calculation section is configured to vary a vibration amplitude or a vibration period of the warning reaction torque in accordance with the degree of urgency of the vehicle state.

The seventh disclosure also has the following features in any of the first to sixth disclosures.

The warning request is a request issued when it is determined that the vehicle in travel deviates from the travel lane.

Effects of the invention

According to the steering control system of the present disclosure, when an alarm request is issued, the target rudder angle can be calculated by dividing the steering angle or rudder angle corresponding to the amount of the alarm reaction torque. This prevents the vibration caused by the alarm reaction torque from being superimposed on the steering angle of the wheel. As a result, even when the driver is being alerted by the steering wheel, the steering wheel can be operated by the driver.

Drawings

Fig. 1 is a block diagram schematically showing an example of the configuration of a steering control system according to embodiment 1.

Fig. 2 is a block diagram for explaining the basic functions of the control device.

Fig. 3 is a block diagram for explaining the function of the reaction torque calculation unit.

Fig. 4 is a diagram showing an example of the first characteristic stored in the control device.

Fig. 5 is a diagram showing an example of the second characteristic stored in the control device.

Fig. 6 is a time chart showing changes in various state quantities during which an alarm request is issued in the steering control system of the comparative example.

Fig. 7 is a block diagram for explaining the function of the rudder angle calculating unit.

Fig. 8 is a time chart showing changes in various state quantities during a period in which an alarm request is issued in the steering control system according to embodiment 1.

Fig. 9 is a diagram for explaining the function of the steering angle calculation unit according to embodiment 2.

Fig. 10 is a diagram for explaining the function of the steering angle calculation unit according to embodiment 3.

Fig. 11 is a diagram for explaining the function of the steering angle calculation unit according to embodiment 4.

Description of reference numerals:

1 a steering control system;

10 a steering wheel;

20 a steering shaft;

30 a reaction force generating device;

31 a reaction force motor;

40 steering device;

41 steering motor;

42 a decelerator;

43 steering shafts;

51 a steering angle sensor;

52 a steering torque sensor;

a 53 vehicle speed sensor;

100 a control unit (ECU);

102 a processor;

104 a memory;

106 input/output interface;

a 110 steering angle calculation unit;

112 an alarm steering angle calculation unit;

114 a driver steering angle calculation unit;

116 a target rudder angle computing unit;

a 120-turn rudder angle control unit;

130 a reaction torque calculation unit;

132 basic reaction torque calculation unit;

134 an alarm reaction torque calculation unit;

136 target reaction torque calculation unit;

140 a reaction torque control unit;

210 a rudder angle calculating unit;

212 a first steering angle calculation unit;

214 a second steering angle calculation unit;

216 target rudder angle calculating unit;

a 310-turn steering angle calculation unit;

312 a filter processing unit;

314 a target rudder angle calculating unit;

a 410 steering angle calculation unit;

412 a first steering angle calculation unit;

414 filter processing unit.

Detailed Description

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following embodiments, when numerical values such as the number, the quantity, the amount, the range, and the like of each element are mentioned, the present invention is not limited to the mentioned numerical values except for the case where the numerical values are specifically and clearly specified in principle. In addition, the structures, steps, and the like described in the embodiments shown below are not necessarily essential in the present invention, except for the case where they are specifically and clearly specified in principle.

1. Embodiment 1.

1-1. Steering control system

Fig. 1 is a block diagram schematically showing a configuration example of a steering control system according to the present embodiment. The steering control system 1 is mounted on a vehicle, and steers wheels WH of the vehicle by a steer-by-wire method. That is, the steering control system 1 implements a steer-by-wire type vehicle.

In the example shown in fig. 1, the steering control system 1 includes a steering wheel (steering)10, a steering shaft 20, a reaction force generation device 30, a steering device 40, sensor groups 51 to 53, and a control device 100.

The steering wheel 10 is an operation member for steering by the driver. The steering shaft 20 is coupled to the steering wheel 10 and rotates together with the steering wheel 10.

The steering device 40 steers the wheels WH. Specifically, the steering device 40 includes a steering motor 41, a reduction gear 42, and a steering shaft 43. The rotor of the steering motor 41 is connected to a steering shaft 43 via a reduction gear 42. The steering shaft 43 is connected to wheels WH. When the steering motor 41 rotates, its rotational motion is converted into a linear motion of the steering shaft 43, whereby the wheels WH are steered. That is, the wheels WH can be steered by the operation of the steering motor 41. The operation of the steering motor 41 is controlled by the control device 100.

The steering device 40 is mechanically separated from the steering wheel 10 and the reaction force generation device 30 on the steering side.

The steering angle sensor 51 detects a steering angle θ as a rotation angle of the steering wheel 10. The steering angle sensor 51 sends information on the detected steering angle θ of the steering wheel to the control device 100.

The steering torque sensor 52 detects the steering torque TS applied to the steering shaft 20. The steering torque sensor 52 sends information of the detected steering torque TS to the control device 100.

The vehicle speed sensor 53 detects a vehicle speed V as a speed of the vehicle. The vehicle speed sensor 53 sends information of the detected vehicle speed V to the control device 100. Instead of the vehicle speed sensor 53, a wheel speed sensor may be used to calculate the vehicle speed V from the rotational speed of each wheel.

The control device 100 controls the steering control system of the present embodiment. The control device 100 includes a microcomputer including a processor 102, a memory 104, and an input/output interface 106. The microcomputer is also called an ECU (Electronic Control Unit). The processor 102 executes a control program stored in the memory 104, thereby executing processing performed by the control device 100.

1-2. Basic constitution of control device

Fig. 2 is a block diagram for explaining the basic functions of the control device. The control device 100 controls the steering motor 41 in accordance with the rotation (steering) of the steering wheel 10, thereby controlling the steering of the wheels WH. This control is also referred to as "rudder angle control". Further, the control device 100 controls the reaction force motor 31 in accordance with the rotation (steering) of the steering wheel 10, thereby controlling the final reaction force torque TR imparted to the steering wheel 10. This control is also referred to as "reaction torque control". The control device 100 includes a steering angle calculation unit 110, a steering angle control unit 120, a reaction torque calculation unit 130, and a reaction torque control unit 140 as functional blocks for realizing steering angle control and reaction torque control.

The steering angle calculation unit 110 receives an input of the steering angle θ of the steering wheel and outputs a target steering angle θ wt. During normal driving in which a warning request AR described later is not issued, the steering wheel steering angle θ coincides with a driver steering angle θ d, which is a steering angle steered by the driver. The rudder angle computing unit 110 computes a target rudder angle θ wt using the following equation (1) using the driver steering angle θ d and the rate of increase K corresponding to the amount by which the gear ratio is variable. The calculated target rudder angle θ wt is output to the rudder angle control unit 120.

Target steering angle θ wt ═ driver steering angle θ d × speed increasing K … … (1)

The steering angle control unit 120 controls the steering motor 41 so that the steering angle of the wheel WH becomes the target steering angle θ wt. More specifically, the steering angle control unit 120 generates the current control signal S1 for driving the steering motor 41 based on the rotation angle of the steering motor 41 and the target steering angle θ wt. The steering motor 41 is driven in accordance with the current control signal S1, and the wheels WH are steered by the rotation of the steering motor 41.

Reaction torque calculation unit 130 receives inputs of steering angle θ and vehicle speed V and outputs target reaction torque TRt. The reaction torque calculation unit 130 stores a reaction torque characteristic indicating a relationship between the magnitude of the target reaction torque TRt and the steering angle θ of the steering wheel for each state of the vehicle. The vehicle state here is, for example, a vehicle speed V. The reaction torque characteristic is associated such that the magnitude of the target reaction torque TRt becomes smaller with respect to the steering angle θ of the steering wheel as the vehicle speed V becomes larger. The reaction torque calculation unit 130 calculates a target reaction torque TRt corresponding to the input steering wheel angle θ and the vehicle speed V from the reaction torque characteristics. The calculated target reaction torque TRt is output to the reaction torque control unit 140.

The reaction torque control portion 140 controls the reaction motor 31 so as to generate the target reaction torque TRt. More specifically, the reaction torque control unit 140 generates the current control signal S2 for driving the reaction motor 31 based on the calculated target reaction torque TRt, the rotation angle of the reaction motor 31, the steering torque TS, and the like. The reaction force motor 31 is driven in accordance with the current control signal S2, thereby generating the final reaction force torque TR.

The control device 100 may include a first control device including a rudder angle computing unit 110 and a rudder angle control unit 120 for realizing rudder angle control, and a second control device including a reaction torque computing unit 130 and a reaction torque control unit 140 for realizing reaction torque control, respectively. In this case, the first control apparatus and the second control apparatus are communicably connected to each other, and exchange necessary information with each other.

1-3. Alarm control

A vehicle equipped with the steering control system 1 of the present embodiment has a precautionary safety function of notifying a driver of attention to a vehicle state. For example, in a Lane Departure warning (LDA) which is one of the preventive safety functions, white lines or yellow lines drawn on a road to distinguish a driving Lane are recognized by a camera mounted on a vehicle. Further, if the driver is about to deviate from the driving lane without operating the direction indicator while the vehicle is driving, the driver is alerted. This control for reminding attention is called "alarm control".

In the steering control system 1 of the present embodiment, the warning control can be realized by applying vibration to the steering wheel 10 by reaction torque control using the reaction motor 31.

Fig. 3 is a block diagram for explaining the function of the reaction torque calculation unit 130. The function for performing alarm control is incorporated in the reaction torque calculation unit 130. The reaction torque calculation unit 130 includes a basic reaction torque calculation unit 132, an alarm reaction torque calculation unit 134, and a target reaction torque calculation unit 136.

The basic reaction torque calculation unit 132 receives inputs of the steering angle θ and the vehicle speed V and outputs a basic reaction torque BTR corresponding to a normal amount of the reaction torque. Here, the basic reaction torque BTR corresponding to the input steering angle θ and the vehicle speed V is calculated from the above-described reaction torque characteristics. The calculated base reaction torque BTR is output to the target reaction torque calculation unit 136.

The alarm reaction torque calculation unit 134 receives the alarm request AR and calculates an alarm reaction torque ATR for an alarm. The warning reaction torque ATR is a component of vibration input to the steering wheel 10 to call the attention of the driver, and is composed of a predetermined amplitude and a predetermined period. The warning reaction torque calculation unit 134 stores a first characteristic indicating a relationship between the magnitude of the vibration amplitude of the warning reaction torque ATR and the input of the degree of urgency ED of the vehicle state, and a second characteristic indicating a relationship between the magnitude of the vibration cycle of the warning reaction torque ATR and the input of the degree of urgency ED. The degree of urgency here is, for example, the amount of lane departure. Fig. 4 is a diagram showing an example of the first characteristic stored in the control device. Fig. 5 is a diagram showing an example of the second characteristic stored in the control device. Here, the vibration amplitude and the vibration cycle of the alarm reaction torque ATR corresponding to the input urgency level ED are calculated from the first characteristic and the second characteristic shown in fig. 4 and 5 described above.

The alarm reaction torque calculation unit 134 outputs the calculated alarm reaction torque ATR to the target reaction torque calculation unit 136 while the alarm request AR is issued. On the other hand, the alarm reaction torque calculation unit 134 outputs an invalid value or 0 (zero) to the target reaction torque calculation unit 136 as the alarm reaction torque ATR while the alarm request AR is not issued. The target reaction torque calculation unit 136 outputs a total torque obtained by summing the base reaction torque BTR and the alarm reaction torque ATR as the target reaction torque TRt.

According to such alarm control, the alarm reaction torque ATR can be superimposed on the target reaction torque TRt while the alarm request AR is issued. The reaction torque control portion 140 controls the reaction motor 31 so as to generate the target reaction torque TRt. Thereby, while the alarm request AR is issued, vibration due to the alarm reaction force is added to the steering wheel 10.

1-4. Steering angle calculation processing

When the above-described alarm control is executed, the following problems occur. Fig. 6 is a time chart showing changes in various state quantities during which an alarm request is issued in the steering control system of the comparative example. In fig. 6, the graph of (a) represents the warning request AR, (B) represents the basic reaction torque BTR, (C) represents the warning reaction torque ATR, (D) represents the final reaction torque TR, (E) represents the steering wheel steering angle θ, (F) represents the driver steering angle θ D, and (G) represents the target steering angle θ wt.

As shown in fig. 6 (a), consider a period from time t1 when the alarm request AR is issued to time t 2. As shown in (C), while the alarm request AR is issued, the alarm reaction torque ATR is generated. As shown in (D), when the warning reaction torque ATR is superimposed on the final reaction torque TR, the steering angle θ vibrates along with it. (E) The illustrated vibration of the steering wheel steering angle θ is detected by the steering angle sensor 51. The steering angle calculation unit 110 calculates a target steering angle θ wt using the detected steering wheel angle θ. Therefore, when the driver steering angle θ d shown in (F) is equal to the steering wheel steering angle θ, the vibration caused by the warning control is reflected to the target steering angle θ wt. In particular, in a system in which the target steering angle θ wt is made variable in gear ratio, the vibration amplitude of the steering angle may be larger than the vibration amplitude of the steering angle, and the influence on drivability may be larger.

Therefore, the steering control system 1 of the present embodiment executes "steering angle calculation processing" for excluding the influence of the vibration of the steering wheel 10 caused by the alarm control from the steering angle in the process of calculating the target steering angle θ wt from the steering angle θ. Fig. 7 is a block diagram for explaining the function of the rudder angle calculating unit 110. The steering angle calculation unit 110 incorporates a function for executing the steering angle calculation process. The steering angle calculation unit 110 includes an alarm steering angle calculation unit 112, a driver steering angle calculation unit 114, and a target steering angle calculation unit 116.

The warning steering angle calculation unit 112 is a functional block for calculating a warning steering angle θ a corresponding to the amount of the warning reaction torque ATR. The warning reaction torque ATR calculated by the warning reaction torque calculation unit 134 is input to the warning steering angle calculation unit 112. The warning steering angle calculation unit 112 calculates a warning steering angle θ a corresponding to the warning reaction torque ATR using the following expression (2). In the following expression (2), the torque constant (Nm/deg) is a constant for calculating the steering angle (deg) from the torque applied to the steering wheel 10. The calculated warning steering angle θ a is output to the driver steering angle calculation unit 114.

Alarm steering angle θ a ═ alarm reaction torque ATR/torque constant … … (2)

The driver steering angle calculation unit 114 is a functional block for calculating a driver steering angle θ d, which is a steering angle corresponding to the amount of steering by the driver. The steering angle θ of the steering wheel 10 detected by the steering angle sensor 51 and the warning steering angle θ a calculated by the warning steering angle calculation unit 112 are input to the driver steering angle calculation unit 114. The driver steering angle calculation unit 114 calculates a driver steering angle θ d obtained by removing the warning steering angle θ a due to the warning reaction force from the steering wheel steering angle θ, in accordance with the following equation (3).

Driver steering angle θ d-steering wheel steering angle θ -warning steering angle θ a … … (3)

The target rudder angle computing unit 116 receives the input of the driver steering angle θ d and outputs a target rudder angle θ wt. The target rudder angle computing unit 116 computes the target rudder angle θ wt using the above equation (1). The calculated target rudder angle θ wt is output to the rudder angle control unit 120.

The steering angle control unit 120 controls the steering motor 41 so that the steering angle of the wheel WH becomes the target steering angle θ wt. According to such steering angle calculation processing, the influence of the warning reaction force is excluded from the steering angle of the wheels WH, and therefore, the behavior of the vehicle is prevented from deteriorating.

When the above-described alarm control and steering angle calculation processing are executed, the following is performed. Fig. 8 is a time chart showing changes in various state quantities during a period in which an alarm request is issued in the steering control system according to embodiment 1. In fig. 8, the graph of (a) represents the warning request AR, (B) represents the basic reaction torque BTR, (C) represents the warning reaction torque ATR, (D) represents the final reaction torque TR, (E) represents the steering wheel steering angle θ, (F) represents the driver steering angle θ D, and (G) represents the target steering angle θ wt.

As shown in fig. 8 (a), the alarm reaction torque ATR is superimposed on the final reaction torque TR as shown in (D) during the period from time t1 when the alarm request AR is issued to time t 2. Therefore, as shown in (E), the warning reaction torque ATR is reflected to the steering angle θ. However, according to the steering control system 1 of the present embodiment, the influence of the warning reaction torque ATR is not superimposed on the driver steering angle θ d shown in (F). Thereby, it is possible to prevent the vibration caused by the alarm control from being reflected to the target rudder angle θ wt shown in (G).

1-5. Modification example

The steering control system 1 according to embodiment 1 described above may be modified as follows.

The target steering angle calculation unit 116 may calculate the target steering angle θ wt in consideration of the vehicle state such as the vehicle speed, yaw rate, and lateral acceleration. In this case, the relationship between the driver steering angle θ d and the target rudder angle θ wt may be determined for each state of the vehicle. The configuration of this modification is also applicable to the steering control system of another embodiment described later.

The warning steering angle calculation unit 112 may calculate the warning steering angle θ a in consideration of inertia, friction, and the like of the reaction force motor 31. In this case, the reaction force generation device 30 transmits reaction force motor state information STR indicating the state of the reaction force motor 31 to the control device 100. For example, the reaction force motor state information STR indicates the drive voltage, drive current, rotation angle, rotation speed, temperature, and the like of the reaction force motor 31. The warning steering angle calculation unit 112 may correct the warning steering angle θ a using the reaction force motor state information STR. The configuration of this modification is also applicable to the steering control system of another embodiment described later.

The method of calculating the warning reaction torque ATR by the warning reaction torque calculation unit 134 is not limited. For example, the alarm reaction torque ATR may be a predetermined amplitude and vibration period (fixed value). Note that the warning reaction torque calculation unit 134 may be configured to reflect the degree of urgency ED only to the vibration amplitude of the warning reaction torque ATR, or may be configured to reflect the degree of urgency ED only to the vibration cycle of the warning reaction torque ATR. The configuration of this modification is also applicable to the steering control system of another embodiment described later.

A part of the functions of the steering angle calculation unit 110 may be disposed in the reaction torque calculation unit 130. For example, the warning steering angle calculation unit 112 and the driver steering angle calculation unit 114 may be disposed in the reaction force torque calculation unit 130. In this case, the reaction torque calculation unit 130 may output the calculated driver steering angle θ d to the steering angle calculation unit 110. The configuration of this modification is also applicable to the steering control system of embodiment 2 described later.

2. Embodiment 2.

2-1. Characteristics of embodiment 2

The steering control system according to embodiment 2 has the following features in the following configuration: in the rudder angle calculation process, the influence of the alarm reaction torque ATR on the rudder angle is subtracted from the target rudder angle θ wt. The configuration of the steering control system according to embodiment 2 is the same as the configuration of the steering control system 1 according to embodiment 1 except for the configuration of the steering angle calculation unit 210. The basic ideas of the rudder angle control and the reaction torque control are the same as those of embodiment 1. Descriptions overlapping with those of embodiment 1 are omitted as appropriate.

Fig. 9 is a diagram for explaining the function of the steering angle calculation unit according to embodiment 2. The steering angle calculation unit 210 of the steering control system according to embodiment 2 includes a first steering angle calculation unit 212, a second steering angle calculation unit 214, and a target steering angle calculation unit 216.

The first steering angle calculation unit 212 receives an input of the steering angle θ of the steering wheel and outputs a first target steering angle θ wt 1. The steering wheel steering angle θ here is the steering angle of the steering wheel 10 detected by the steering angle sensor 51. The steering wheel steering angle θ is a steering angle that includes vibrations caused by the alarm reaction torque ATR. The first steering angle calculation unit 212 calculates a first target steering angle θ wt1 using the following equation (4) using the steering angle θ of the steering wheel and the rate of increase K. The calculated first target rudder angle θ wt1 is output to the target rudder angle calculating unit 216.

First target steering angle θ wt1 ═ steering wheel steering angle θ × rate of increase K … … (4)

The second steering angle calculation unit 214 receives the input of the warning steering angle θ a and outputs a second target steering angle θ wt 2. The warning steering angle θ a here is a steering angle corresponding to the vibration of the steering wheel 10 caused by the warning reaction torque ATR. The second steering angle calculation unit 214 calculates the second target steering angle θ wt2 using the following equation (5) using the warning steering angle θ a and the rate of increase K. The calculated second target rudder angle θ wt2 is output to the target rudder angle calculating unit 216.

The second target steering angle θ wt2 ═ alarm steering angle θ a × rate of increase K … … (5)

The target rudder angle computing unit 216 is a functional block for computing a target rudder angle θ wt corresponding to the amount of steering by the driver. The first target rudder angle θ wt1 calculated by the first rudder angle calculator 212 and the second target rudder angle θ wt2 calculated by the second rudder angle calculator 214 are input to the target rudder angle calculator 216. The target rudder angle calculator 216 calculates a target rudder angle θ wt obtained by removing the second target rudder angle θ wt2 from the first target rudder angle θ wt1, in accordance with the following equation (6).

Target rudder angle theta wt ═ first target rudder angle theta wt 1-second target rudder angle theta wt2 … … (6)

The target rudder angle θ wt calculated by the target rudder angle calculating unit 216 is output to the rudder angle control unit 120. The steering angle control unit 120 controls the steering motor 41 so that the steering angle of the wheel WH becomes the target steering angle θ wt. According to such steering angle calculation processing, the influence of the warning reaction force is excluded from the steering angle of the wheels WH, and therefore, the behavior of the vehicle is prevented from deteriorating.

3. Embodiment 3.

3-1. Characteristics of embodiment 3

The steering control system according to embodiment 3 has the following features in the following configuration: in the steering angle calculation process, the vibration component of the steering wheel steering angle θ caused by the alarm reaction torque ATR is removed by filter processing. The configuration of the steering control system according to embodiment 3 is the same as the configuration of the steering control system 1 according to embodiment 1 except for the configuration of the steering angle calculation unit 310. The basic ideas of the rudder angle control and the reaction torque control are the same as those of embodiment 1. Descriptions overlapping with those of embodiment 1 are omitted as appropriate.

Fig. 10 is a diagram for explaining the function of the steering angle calculation unit according to embodiment 3. The steering angle calculation unit 310 of the steering control system according to embodiment 3 includes a filter processing unit 312 and a target steering angle calculation unit 314.

The filter processing unit 312 removes the vibration component of the steering wheel steering angle θ caused by the alarm reaction torque ATR by performing filter processing on the steering wheel steering angle θ. The filter used for the filtering process is, for example, a band pass filter BPF. The band pass filter BPF is a filter for extracting a frequency band in a specific frequency range (xlow (hz) < BPF < xhigh (hz)). The specific frequency range here corresponds to a frequency band excluding the vibration component (high-frequency component) of the steering angle θ caused by the alarm reaction torque ATR. The filter processing unit 312 calculates the driver steering angle θ d obtained by removing the vibration component caused by the alarm reaction torque ATR from the steering wheel steering angle θ using the following equation (7) using the band pass filter BPF. The calculated driver steering angle θ d is output to the target steering angle calculation unit 314.

Driver steering angle θ d — BPF (steering wheel steering angle θ, xlow (hz), xhigh (hz)) … … (7)

Alternatively, the filter processing section 312 may use a low-pass filter LPF. The low pass filter LPF is a filter that extracts a specific frequency band of the low frequency range (xlow (hz) < LPF). The specific low frequency range here corresponds to a frequency band excluding the vibration component (high frequency component) of the steering wheel steering angle θ caused by the alarm reaction torque ATR. The filter processing unit 312 calculates the driver steering angle θ d obtained by removing the vibration component caused by the alarm reaction torque ATR from the steering wheel steering angle θ using the following expression (8) using the low-pass filter LPF. The calculated driver steering angle θ d is output to the target steering angle calculation unit 314.

Driver steering angle θ d LPF (steering wheel steering angle θ, xlow (hz)) … … (8)

The target rudder angle computing unit 314 receives the input of the driver steering angle θ d and outputs a target rudder angle θ wt. The target rudder angle computing unit 314 computes the target rudder angle θ wt using the following expression (9) using the driver steering angle θ d and the rate of increase K.

Target steering angle θ wt ═ driver steering angle θ d × speed increasing K … … (9)

The target rudder angle θ wt calculated by the target rudder angle calculating unit 314 is output to the rudder angle control unit 120. The steering angle control unit 120 controls the steering motor 41 so that the steering angle of the wheel WH becomes the target steering angle θ wt. According to such steering angle calculation processing, it is possible to prevent the vibration caused by the alarm reaction torque ATR from being superimposed on the steering angle of the wheel WH.

3-2. Modification example

The steering control system according to embodiment 3 described above may be modified as follows.

The filter processing unit 312 is not limited in type or band as long as it is a filter that removes the vibration component (high-frequency component) of the steering angle θ caused by the alarm reaction torque ATR.

4. Embodiment 4.

4-1. Characteristics of embodiment 4

The steering control system according to embodiment 4 has the following features in the following configuration: in the steering angle calculation process, the vibration component of the steering wheel steering angle θ caused by the alarm reaction torque ATR is removed by filter processing. The configuration of the steering control system according to embodiment 4 is the same as the configuration of the steering control system 1 according to embodiment 1 except for the configuration of the steering angle calculation unit 410. The basic ideas of the rudder angle control and the reaction torque control are the same as those of embodiment 1. Descriptions overlapping with those of embodiment 1 are omitted as appropriate.

Fig. 11 is a diagram for explaining the function of the steering angle calculation unit according to embodiment 4. The steering angle calculation unit 410 of the steering control system according to embodiment 4 includes a first steering angle calculation unit 412 and a filter processing unit 414.

The first steering angle calculation unit 412 receives the input of the steering wheel steering angle θ and outputs a first target steering angle θ wt 1. The first steering angle calculation unit 412 is a functional block having the same function as the first steering angle calculation unit 212 of the steering control system according to embodiment 2. The first steering angle calculation unit 412 calculates a first target steering angle θ wt1 using the above equation (4) using the steering angle θ of the steering wheel and the rate of increase K. The calculated first target rudder angle θ wt1 is output to the filter processing unit 414.

The filter processing unit 414 removes the vibration component of the rudder angle caused by the alarm reaction torque ATR by performing filter processing on the first target rudder angle θ wt 1. The filter used for the filtering process is, for example, a band pass filter BPF. The band pass filter BPF is a filter for extracting a frequency band in a specific frequency range (ylow (hz) < BPF < yhigh (hz)). The specific frequency range here corresponds to a frequency band excluding the vibration component (high-frequency component) of the target rudder angle caused by the alarm reaction force torque ATR. The filter processing unit 414 calculates a target rudder angle θ wt obtained by removing a frequency component of vibration caused by the alarm reaction torque ATR from the first target rudder angle θ wt1 using the following equation (10) using the band-pass filter BPF. The calculated target rudder angle θ wt is output to the rudder angle control unit 120.

Target rudder angle θ wt ═ BPF (first target rudder angle θ wt1, ylow (hz), yhigh (hz)) … … (10)

Alternatively, the filter processing section 414 may use a low-pass filter LPF. The low pass filter LPF is a filter that extracts a specific frequency band of the low frequency range (ylow (hz) < LPF). The specific low frequency range here corresponds to a frequency band excluding the vibration component (high frequency component) of the target rudder angle caused by the alarm reaction force torque ATR. The filter processing unit 414 calculates a target rudder angle θ wt obtained by removing a vibration component caused by the alarm reaction torque ATR from the first target rudder angle θ wt1 using the following equation (11) using the low-pass filter LPF. The calculated target rudder angle θ wt is output to the rudder angle control unit 120.

Target rudder angle θ wt — LPF (first target rudder angle θ wt1, ylow (hz)) … … (11)

The steering angle control unit 120 controls the steering motor 41 so that the steering angle of the wheel WH becomes the target steering angle θ wt. According to such steering angle calculation processing, it is possible to prevent the vibration caused by the alarm reaction torque ATR from being superimposed on the steering angle of the wheel WH.

4-2. Modification example

The steering control system according to embodiment 4 described above may be modified as follows.

The filter processing unit 414 may be any filter as long as it removes a vibration component (high-frequency component) of the target steering angle caused by the alarm reaction torque ATR, and the type and frequency band range thereof are not limited.