JP2021059267A - Steering control device, and steering control program - Google Patents

Steering control device, and steering control program Download PDF

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JP2021059267A
JP2021059267A JP2019185654A JP2019185654A JP2021059267A JP 2021059267 A JP2021059267 A JP 2021059267A JP 2019185654 A JP2019185654 A JP 2019185654A JP 2019185654 A JP2019185654 A JP 2019185654A JP 2021059267 A JP2021059267 A JP 2021059267A
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steering
steering angle
dynamic characteristic
characteristic information
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JP7341410B2 (en
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圭 北原
Kei Kitahara
圭 北原
毛利　宏
Hiroshi Mori
宏 毛利
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JTEKT Corp
Tokyo University of Agriculture and Technology NUC
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Abstract

To realize a target dynamic characteristic of a vehicle which can be obtained non-linearly, according to steering of a steering wheel.SOLUTION: Provided is a steering control device 100 for controlling steering of a steering wheel 210 on the basis of a steering angle according to steering of a steering member 200. The steering control device 100 includes: a dynamic characteristic information generating part 111 for generating a target yaw rate γ that is dynamic characteristic information indicating a target dynamic characteristic of a vehicle from steering angle information θ indicating a steering angle, on the basis of non-linear computation; a steering angle computing part 112 for calculating a target steering angle δ1 according to a vehicle model on the basis of the dynamic characteristic information generated in the dynamic characteristic information generating part 111; and a steering angle control part 113 for controlling a driving device 211 so that the target steering angle δ1 and an actual steering angle δ2 coincide.SELECTED DRAWING: Figure 1

Description

本発明は、車両の走行制御における転向制御に関し、転舵輪の転舵を制御する転舵輪制御装置、および転舵輪制御プログラムに関する。 The present invention relates to a steering wheel control device for controlling steering of a steering wheel and a steering wheel control program for turning control in traveling control of a vehicle.

昨今、操舵部材と転舵輪とが機械的に接続されず、電気信号に基づき転舵輪を転舵するステアバイワイヤシステムが登場している。このステアバイワイヤシステムは、操舵者が操舵部材を操舵した操舵角を示す操舵角情報に微分値を加算したり、ローパスフィルタを通すことによって車両の動特性を変更することができる。 Recently, a steer-by-wire system has appeared in which the steering member and the steering wheel are not mechanically connected and the steering wheel is steered based on an electric signal. In this steer-by-wire system, the dynamic characteristics of the vehicle can be changed by adding a differential value to the steering angle information indicating the steering angle in which the steering member steers the steering member, or by passing through a low-pass filter.

特許文献１には、車速が速いほど操舵角に対するヨーレイトの定常ゲインを小さくするとともに、時定数を小さくすることにより、高速走行時の車両運動の大きさを小さくしつつ、制御の遅れを低減する技術が記載されている。 According to Patent Document 1, the faster the vehicle speed, the smaller the steady-state gain of the yaw rate with respect to the steering angle, and the smaller the time constant, thereby reducing the magnitude of vehicle motion during high-speed driving and reducing the control delay. The technology is described.

非特許文献１は、ヨーレイトのゲインと位相とを独立に表現する手法を提案しており、具体的には、高周波ゲインが増大しなければ位相遅れは小さいほど良いと記載されている。 Non-Patent Document 1 proposes a method of independently expressing the yaw rate gain and phase, and specifically, it is described that the smaller the phase lag is, the better as long as the high frequency gain is not increased.

特開２００８−６９５２号公報Japanese Unexamined Patent Publication No. 2008-6952

円谷悠ほか：ＮＡＲＸモデルを用いた、車両動特性と運転しやすさに関する一考察、日本機械学会論文集、Ｖｏｌ．８３、Ｎｏ．８５４、ｐ．１−１２（２０１７）Yu Tsuburaya et al .: A Study on Vehicle Dynamic Characteristics and Ease of Driving Using the NARX Model, Proceedings of the Japan Society of Mechanical Engineers, Vol. 83, No. 854, p. 1-12 (2017)

ところが、特許文献１のような線形系の制御系では車両運動の大きさを抑制しようと時定数を小さくすることによって、そのトレードオフとして高周波ゲインが上昇する。これにより操舵者が速い操舵を行った場合、車両運動が大きくなるとい問題がある。 However, in a linear control system as in Patent Document 1, the high frequency gain increases as a trade-off by reducing the time constant in order to suppress the magnitude of vehicle motion. As a result, when the steerer steers quickly, there is a problem that the vehicle motion becomes large.

一般に、車両応答の位相遅れには最適値があり、大きすぎても小さすぎても運転しにくくなると言われている。しかし、線形系においては上述のようにゲインと位相の特性にはトレードオフの関係があり、遅れを小さくしたことによる高周波ゲインの上昇が運転しにくさに繋がっている可能性がある。 In general, there is an optimum value for the phase lag of the vehicle response, and it is said that if it is too large or too small, it will be difficult to drive. However, in a linear system, as described above, there is a trade-off relationship between the gain and phase characteristics, and an increase in high-frequency gain due to a small delay may lead to difficulty in driving.

本発明は、上記課題に鑑みなされたものであり、操舵角に対するヨーレイトなどの車両の動特性の周波数応答のゲインと位相とを独立に設定することができる転舵制御装置、および転舵制御プログラムの提供を目的とする。 The present invention has been made in view of the above problems, and is a steering control device and a steering control program capable of independently setting the gain and phase of the frequency response of the dynamic characteristics of the vehicle such as yaw rate with respect to the steering angle. The purpose is to provide.

上記目的を達成するために、本発明の１つである転舵制御装置は、操作部材の操作による操作量に基づき転舵輪の転舵を制御する転舵制御装置であって、操作量を示す操作量情報から車両の非線形な目標動特性を示す動特性情報を非線形な演算に基づき生成する動特性情報生成部と、前記動特性情報生成部において生成した動特性情報に基づき目標転舵角を算出する転舵角演算部と、前記目標転舵角と実転舵角とが一致するように駆動装置を制御する転舵角制御部と、を備える。 In order to achieve the above object, the steering control device, which is one of the present inventions, is a steering control device that controls the steering of the steering wheel based on the operation amount by the operation of the operating member, and indicates the operation amount. The dynamic characteristic information generation unit that generates dynamic characteristic information indicating the non-linear target dynamic characteristics of the vehicle from the operation amount information based on the non-linear calculation, and the target steering angle based on the dynamic characteristic information generated by the dynamic characteristic information generation unit. It includes a steering angle calculation unit for calculating, and a steering angle control unit that controls a drive device so that the target steering angle and the actual steering angle match.

また、上記目的を達成するために、本発明の他の１つである転舵制御プログラムは、操作部材の操作による操作量に基づき転舵輪の転舵を制御する転舵制御装置であって、操作量を示す操作量情報から車両の非線形な目標動特性を示す動特性情報を非線形な演算に基づき生成する動特性情報生成部と、前記動特性情報生成部において生成した動特性情報に基づき目標転舵角を線形モデルに基づき算出する転舵角演算部と、前記目標転舵角と実転舵角とが一致するように駆動装置を制御する転舵角制御部と、をコンピュータに機能させる。 Further, in order to achieve the above object, the steering control program, which is another one of the present invention, is a steering control device that controls the steering of the steering wheels based on the amount of operation by the operation of the operating member. A dynamic characteristic information generation unit that generates dynamic characteristic information indicating a vehicle's non-linear target dynamic characteristics from the operation amount information indicating the operation amount based on a non-linear calculation, and a target based on the dynamic characteristic information generated by the dynamic characteristic information generation unit. The computer is made to function as a steering angle calculation unit that calculates the steering angle based on the linear model and a steering angle control unit that controls the drive device so that the target steering angle and the actual steering angle match. ..

本発明により、ゲインと位相を独立に設定することができ、幅広い状況で最適な非線形な車両目標動特性を表現することができ、サーボ系を用いた制御により目標動特性を転舵輪の転舵により実現できる。 According to the present invention, the gain and the phase can be set independently, the optimum non-linear vehicle target dynamic characteristics can be expressed in a wide range of situations, and the target dynamic characteristics can be controlled by the control using the servo system to steer the steering wheel. Can be realized by.

図１は、転舵制御装置の機能構成を示すブロック図である。FIG. 1 is a block diagram showing a functional configuration of a steering control device. 図２は、動特性情報生成部の機能構成を示すブロック図である。FIG. 2 is a block diagram showing a functional configuration of the dynamic characteristic information generation unit. 図３は、転舵角演算部の機能構成を示すブロック図である。FIG. 3 is a block diagram showing a functional configuration of the steering angle calculation unit.

以下に、本発明に係る転舵制御装置の実施の形態について、図面を参照しつつ説明する。なお、以下の実施の形態で示される数値、形状、材料、構成要素、構成要素の位置関係、および接続状態、ステップ、ステップの順序などは、一例であり、本発明を限定する主旨ではない。また、以下では複数の発明を一つの実施の形態として説明する場合があるが、請求項に記載されていない構成要素については、その請求項に係る発明に関しては任意の構成要素であるとして説明している。また、図面は、本発明を説明するために適宜強調や省略、比率の調整を行った模式的な図となっており、実際の形状や位置関係、比率とは異なる場合がある。 Hereinafter, embodiments of the steering control device according to the present invention will be described with reference to the drawings. The numerical values, shapes, materials, components, positional relationships of the components, connection states, steps, the order of steps, etc. shown in the following embodiments are examples, and are not intended to limit the present invention. Further, in the following, a plurality of inventions may be described as one embodiment, but components not described in the claims will be described as arbitrary components with respect to the invention according to the claims. ing. In addition, the drawings are schematic views in which emphasis, omission, and ratio are adjusted as appropriate to explain the present invention, and may differ from the actual shape, positional relationship, and ratio.

図１は、転舵制御装置の機能構成を示すブロック図である。転舵制御装置１００は、乗用車などの車両に搭載される転舵輪２１０の転舵を制御する装置であり、ステアリングホイールなどの操舵部材２００と転舵輪２１０とがリンクなどの機械要素により連結されず、左右の転舵輪２１０の制御を独立して行うことができる装置である。転舵制御装置１００は、動特性情報生成部１１１と、転舵角演算部１１２と、転舵角制御部１１３と、実転舵角取得手段１１５と、を備えている。 FIG. 1 is a block diagram showing a functional configuration of a steering control device. The steering control device 100 is a device that controls the steering of the steering wheel 210 mounted on a vehicle such as a passenger car, and the steering member 200 such as the steering wheel and the steering wheel 210 are not connected by a mechanical element such as a link. , A device that can independently control the left and right steering wheels 210. The steering control device 100 includes a dynamic characteristic information generation unit 111, a steering angle calculation unit 112, a steering angle control unit 113, and an actual steering angle acquisition means 115.

動特性情報生成部１１１は、操舵者が操舵部材２００を操舵した際の操舵角を示す操舵角情報θを操舵角センサ２０１から取得し、操舵角情報θに基づき車両の非線形な目標動特性を示す動特性情報を非線形な演算に基づき生成する。目標動特性は、例えば目標ヨーレイト、目標横加速度、目標横滑り角などである。本実施の形態の場合、動特性情報生成部１１１は、目標ヨーレイトγを動特性情報として生成する。また、操舵角情報θが、操作部材としての操舵部材２００を操作した際の操作量に相当する。 The dynamic characteristic information generation unit 111 acquires steering angle information θ indicating the steering angle when the steering member steers the steering member 200 from the steering angle sensor 201, and obtains a non-linear target dynamic characteristic of the vehicle based on the steering angle information θ. The dynamic characteristic information shown is generated based on a non-linear calculation. The target dynamic characteristics are, for example, a target yaw rate, a target lateral acceleration, a target skid angle, and the like. In the case of the present embodiment, the dynamic characteristic information generation unit 111 generates the target yaw rate γ as the dynamic characteristic information. Further, the steering angle information θ corresponds to the amount of operation when the steering member 200 as the operating member is operated.

目標動特性を生成する非線形な演算手法は、限定されるものではないが、例えばゲインと位相の特性を独立に設定することができる演算である。具体的に例えば、人工知能などに基づく演算や、伝達関数などの線形な演算のパラメータが、定数でなく関数となっている演算も非線形な演算に含まれる。 The non-linear calculation method for generating the target dynamic characteristic is not limited, but is, for example, an calculation in which the gain and phase characteristics can be set independently. Specifically, for example, a non-linear operation includes an operation based on artificial intelligence or an operation in which the parameters of a linear operation such as a transfer function are functions instead of constants.

本実施の形態の場合、動特性情報生成部１１１が動特性情報を生成するための非線形な演算には人工知能が用いられている。具体的に動特性情報生成部１１１は、ゲインと位相とが独立した周波数特性を表現することができるＮＡＲＸ（Ｎｏｎ−ｌｉｎｅａｒ Ａｕｔｏ Ｒｅｇｒｅｓｓｉｖｅｅ Ｘｏｇｅｎｏｕｓ）モデルが採用されている。ＮＡＲＸモデルは、入力信号の現在値と過去値、出力信号の過去値によって出力信号の現在値を表現する非線形自己回帰型の時系列モデルである。また、ＮＡＲＸモデルは、特に限定されるものではないが、本実施の形態の場合、ニューラルネットワークによりＮＡＲＸモデルが作成されている。 In the case of the present embodiment, artificial intelligence is used for the non-linear calculation for the dynamic characteristic information generation unit 111 to generate the dynamic characteristic information. Specifically, the dynamic characteristic information generation unit 111 employs a NARX (Non-linear Auto Restrictive Xogenous) model capable of expressing frequency characteristics in which gain and phase are independent. The NARX model is a nonlinear autoregressive time series model that expresses the current value of the output signal by the current value and past value of the input signal and the past value of the output signal. The NARX model is not particularly limited, but in the case of the present embodiment, the NARX model is created by the neural network.

図２は、動特性情報生成部の機能構成を示すブロック図である。ここでＷは重み、ｂはバイアス、操舵角情報θが入力、目標ヨーレイトγが出力である。Ｄｅｌａｙは入力、出力の遅れであり、何回前の値まで使うかを任意に設定することができる。 FIG. 2 is a block diagram showing a functional configuration of the dynamic characteristic information generation unit. Here, W is the weight, b is the bias, the steering angle information θ is the input, and the target yaw rate γ is the output. Delay is a delay between input and output, and it is possible to arbitrarily set how many times the previous value is used.

ＮＡＲＸモデルは、ゲインと位相とが独立した特性になるように学習している。ＮＡＲＸモデルの学習方法は、特に限定されるものではないが、本実施の形態の場合には、入力信号としては、サインスイープにランダムノイズを重畳した疑似操舵角を用い、教師信号としては、疑似操舵角を伝達関数に入力して得られる信号をゼロ位相フィルタに通し、ゲインと位相の特性を独立して設定した非線形な信号を用いた。ゼロ位相フィルタとは、入力データを順方向でフィルタ処理した後に、フィルタ処理したシーケンスを逆にして、逆方向にフィルタ処理を行うことによって、位相の変化がなく、ゲイン特性だけを減衰させることができる後処理用フィルタである。具体的には、バターワースフィルタにゼロ位相フィルタを適用しており、目標のゲイン特性になるように次数とカットオフ周波数が調整されている。教師信号とＮＡＲＸモデルの出力の誤差が０に近づくように学習し重みとバイアスを決定している。なお、学習の方法は、通常のニューラルネットワークと同様に、誤差逆伝播法などでよい。 The NARX model is trained so that the gain and the phase have independent characteristics. The learning method of the NARX model is not particularly limited, but in the case of the present embodiment, a pseudo steering angle in which random noise is superimposed on a sine sweep is used as an input signal, and a pseudo steering angle is used as a teacher signal. The signal obtained by inputting the steering angle to the transfer function was passed through a zero phase filter, and a non-linear signal in which the gain and phase characteristics were set independently was used. A zero-phase filter means that after filtering the input data in the forward direction, the filtered sequence is reversed and the filtering is performed in the reverse direction, so that there is no phase change and only the gain characteristics are attenuated. It is a filter for post-processing that can be done. Specifically, a zero-phase filter is applied to the Butterworth filter, and the order and cutoff frequency are adjusted so as to achieve the target gain characteristics. The weight and bias are determined by learning so that the error between the teacher signal and the output of the NARX model approaches zero. The learning method may be an error backpropagation method or the like, as in the case of a normal neural network.

転舵角演算部１１２は、動特性情報生成部１１１が生成した動特性情報を取得し、実際の車両が目標動特性に追従するための目標転舵角δ１を算出する。 The steering angle calculation unit 112 acquires the dynamic characteristic information generated by the dynamic characteristic information generation unit 111, and calculates the target steering angle δ1 for the actual vehicle to follow the target dynamic characteristics.

本実施の形態の場合、目標動特性である目標ヨーレイトγを車両で実現するために、転舵角演算部１１２としては最適サーボシステムを用いている。図３は、転舵角演算部の機能構成を示すブロック図である。ここで、ｅはエラー、Ｋはゲイン、γはヨーレイト、βは車体の横滑り角である。同図に示すように、転舵角演算部１１２は、最適サーボシステム内に車両モデル１１６を備えている。車両モデル１１６は、特に限定されるものではないが、２輪モデルなどの車両モデル、制御対象の車両を１次系の伝達関数、または多次系の伝達関数でシステム同定したものなどを用いることができる。車両モデル１１６は、転舵角を入力として、ヨーレイトγrefと車体の横滑り角βrefとを出力するように構成されている。車両モデル１１６から出力されたヨーレイトγrefは入力にフィードバックされる。入力であるヨーレイトγから車両モデル１１６の出力γrefが引き算され、エラーｅが生成される。エラーｅは積分器（１／ｓ）で積分され、所定のゲインＫｅが乗算器（Ｋe）で乗算される。車両モデル１１６から出力されたヨーレイトγrefと車体の横滑り角βrefにはそれぞれ乗算器（Ｋβ）及び（Ｋγ）で所定のゲインＫβとＫγが乗算される。乗算器（Ｋe）、（Ｋβ）及び（Ｋγ）の出力は加減算器に入力され、乗算器（Ｋe）−乗算器（Ｋβ）−乗算器（Ｋγ）が演算され、この演算結果は線形モデルへと入力されるとともに、目標転舵角δ１として出力される。本実施の形態では、このように車両モデル１１６から出力される推定ヨーレイトを入力にフィードバックして制御系を構成することで、非線形なヨーレイトγの入力に対して安定して目標転舵角を演算することができる。 In the case of the present embodiment, the optimum servo system is used as the steering angle calculation unit 112 in order to realize the target yaw rate γ, which is the target dynamic characteristic, in the vehicle. FIG. 3 is a block diagram showing a functional configuration of the steering angle calculation unit. Here, e is an error, K is a gain, γ is a yaw rate, and β is a skid angle of the vehicle body. As shown in the figure, the steering angle calculation unit 112 includes a vehicle model 116 in the optimum servo system. The vehicle model 116 is not particularly limited, but a vehicle model such as a two-wheel model, a vehicle to be controlled is system-identified by a transfer function of a primary system, a transfer function of a multi-order system, or the like. Can be done. The vehicle model 116 is configured to output the yaw rate γref and the skid angle βref of the vehicle body by inputting the steering angle. The yaw rate γ ref output from the vehicle model 116 is fed back to the input. The output γref of the vehicle model 116 is subtracted from the input yaw rate γ to generate the error e. The error e is integrated by the integrator (1 / s), and the predetermined gain Ke is multiplied by the multiplier (Ke). The yaw rate γref output from the vehicle model 116 and the skid angle βref of the vehicle body are multiplied by predetermined gains Kβ and Kγ by multipliers (Kβ) and (Kγ), respectively. The outputs of the multipliers (Ke), (Kβ) and (Kγ) are input to the adder / subtractor, and the multiplier (Ke) -multiplier (Kβ) -multiplier (Kγ) is calculated, and the result of this calculation is sent to the linear model. Is input and output as the target steering angle δ1. In the present embodiment, the estimated yaw rate output from the vehicle model 116 is fed back to the input to form the control system, so that the target steering angle is stably calculated with respect to the input of the non-linear yaw rate γ. can do.

転舵角制御部１１３は、モータなどの駆動装置２１１、および転舵輪２１０の少なくとも一方に基づき実転舵角取得手段１１５がセンシングした転舵輪２１０の実際の輪舵角を示す実転舵角δ２を用いたフィードバック制御により、目標輪舵角δ１に転舵輪２１０の実際の転舵角を合致させるように駆動装置２１１の制御を行う。 The steering angle control unit 113 indicates an actual steering angle δ2 indicating the actual steering angle of the steering wheel 210 sensed by the actual steering angle acquisition means 115 based on at least one of the driving device 211 such as a motor and the steering wheel 210. The drive device 211 is controlled so as to match the actual steering angle of the steering wheel 210 with the target wheel steering angle δ1 by the feedback control using the above.

具体的には、駆動装置２１１がモータの場合、転舵角制御部１１３は、電流指令値Ｉなどを駆動装置２１１に出力する。転舵角制御部１１３におけるフィードバック制御は、例えばＰＩＤ制御などを例示することができる。 Specifically, when the drive device 211 is a motor, the steering angle control unit 113 outputs a current command value I or the like to the drive device 211. The feedback control in the steering angle control unit 113 can be exemplified by, for example, PID control.

実転舵角取得手段１１５は、実転舵角δ２を取得する装置である。実転舵角取得手段１１５が実転舵角δ２を取得する手法は、特に限定されるものではないが、例えば、駆動装置２１１の出力側に取り付けられたエンコーダやレゾルバなどを例示することができる。 The actual steering angle acquisition means 115 is a device for acquiring the actual steering angle δ2. The method by which the actual steering angle acquisition means 115 acquires the actual steering angle δ2 is not particularly limited, and examples thereof include an encoder and a resolver attached to the output side of the drive device 211. ..

上記実施の形態で説明した転舵制御プログラムが実行される転舵制御装置１００によれば、ゲインと位相とが独立に設定された非線形な演算により動特性情報が生成される。これにより、種々の状況などに応じた目標動特性が得られる。車両モデルを備えた最適サーボ系用いて転舵輪２１０を転舵させて車両を操向させることにより、非線形に得られる目標動特性に車両の挙動を追従させることができる。 According to the steering control device 100 in which the steering control program described in the above embodiment is executed, the dynamic characteristic information is generated by the non-linear calculation in which the gain and the phase are set independently. As a result, target dynamic characteristics can be obtained according to various situations. By steering the steering wheel 210 using the optimum servo system provided with the vehicle model to steer the vehicle, the behavior of the vehicle can be made to follow the target dynamic characteristics obtained non-linearly.

例えば、位相遅れを小さくしつつ、高周波ゲインの上昇を抑えた目標動特性が生成されるため、より操縦性に優れた車両を実現することができる。また、位相遅れを増大させずに、高周波ゲインを低減した特性も実現できるため、操舵部材２００の操舵角に対する転舵輪２１０の転舵角のギヤ比を小さくした際の、車両の過敏な反応を低減することができる。 For example, it is possible to realize a vehicle with better maneuverability because a target dynamic characteristic that suppresses an increase in high-frequency gain is generated while reducing the phase delay. Further, since the characteristic of reducing the high frequency gain can be realized without increasing the phase delay, the sensitive reaction of the vehicle when the gear ratio of the steering angle of the steering wheel 210 to the steering angle of the steering member 200 is reduced is reduced. Can be reduced.

また、ゲインと位相を独立に設定できるため、チューニング自由度が拡大し、パラメータ変更のみで目標動特性を任意にチューニングすることができる。これにより、例えば性能の低いタイヤ、性能の低いシャシなどを備えた車両であっても、チューニングにより高い運動性能を実現することができる。 Moreover, since the gain and the phase can be set independently, the degree of freedom in tuning is expanded, and the target dynamic characteristics can be tuned arbitrarily only by changing the parameters. As a result, even a vehicle equipped with low-performance tires, low-performance chassis, etc. can achieve high kinetic performance by tuning.

なお、本発明は、上記実施の形態に限定されるものではない。例えば、本明細書において記載した構成要素を任意に組み合わせて、また、構成要素のいくつかを除外して実現される別の実施の形態を本発明の実施の形態としてもよい。また、上記実施の形態に対して本発明の主旨、すなわち、請求の範囲に記載される文言が示す意味を逸脱しない範囲で当業者が思いつく各種変形を施して得られる変形例も本発明に含まれる。 The present invention is not limited to the above embodiment. For example, another embodiment realized by arbitrarily combining the components described in the present specification and excluding some of the components may be an embodiment of the present invention. The present invention also includes modifications obtained by making various modifications that can be conceived by those skilled in the art within the scope of the gist of the present invention, that is, the meaning indicated by the wording described in the claims, with respect to the above-described embodiment. Is done.

例えば、本実施の形態では操舵部材２００と転舵輪２１０とが機械的に接続されていないステアバイワイヤシステムをステアリングシステムとして例示したが、ステアリングシステムは、例えば可変ギヤ比ステアリングシステムのような操舵角と転舵角とを独立して制御できるシステムであれば、機械的に接続されるか否かはいずれでもかまわない。 For example, in the present embodiment, a steering system in which the steering member 200 and the steering wheel 210 are not mechanically connected is illustrated as a steering system, but the steering system has a steering angle such as a variable gear ratio steering system. As long as the system can control the steering angle independently, it does not matter whether it is mechanically connected or not.

また、転舵輪２１０は、車両の前方の左右に取り付けられる車輪ばかりでなく、後方に取り付けられた車輪の転舵に本発明を適用してもかまわない。 Further, the steering wheel 210 may apply the present invention not only to the wheels attached to the left and right in front of the vehicle but also to the steering of the wheels attached to the rear.

また、実施の形態では、操作部材としてハンドルを用いて説明したが、ハンドルに限定されず、ジョイスティックなどの前後左右に移動させて操作する部材でもよい。 Further, in the embodiment, the handle is used as the operation member, but the present invention is not limited to the handle, and a member such as a joystick that is moved back and forth and left and right to operate may be used.

本発明は、自動車などの車両、建設機械、農業機械など車輪を転舵することにより操向する車両の制御に利用可能である。 INDUSTRIAL APPLICABILITY The present invention can be used for controlling vehicles such as automobiles, construction machines, agricultural machines, and other vehicles that are steered by steering wheels.

１００…転舵制御装置、１１１…動特性情報生成部、１１２…転舵角演算部、１１３…転舵角制御部、１１５…実転舵角取得手段、１１６…車両モデル、２００…操舵部材、２０１…操舵角センサ、２１０…転舵輪、２１１…駆動装置 100 ... Steering control device, 111 ... Dynamic characteristic information generation unit, 112 ... Steering angle calculation unit, 113 ... Steering angle control unit, 115 ... Actual steering angle acquisition means, 116 ... Vehicle model, 200 ... Steering member, 201 ... Steering angle sensor, 210 ... Steering wheel, 211 ... Drive device

Claims (4)

操作部材の操作による操作量に基づき転舵輪の転舵を制御する転舵制御装置であって、
操作量を示す操作量情報から車両の目標動特性を示す動特性情報を非線形な演算に基づき生成する動特性情報生成部と、
前記動特性情報生成部において生成した動特性情報に基づき目標転舵角を車両モデルに基づき算出する転舵角演算部と、
前記目標転舵角と実転舵角とが一致するように駆動装置を制御する転舵角制御部と、
を備える転舵制御装置。 It is a steering control device that controls the steering of the steering wheels based on the amount of operation by operating the operating members.
A dynamic characteristic information generator that generates dynamic characteristic information indicating the target dynamic characteristic of the vehicle from the operational quantity information indicating the operation amount based on a non-linear calculation.
A steering angle calculation unit that calculates a target steering angle based on a vehicle model based on the dynamic characteristic information generated by the dynamic characteristic information generation unit.
A steering angle control unit that controls the drive device so that the target steering angle and the actual steering angle match.
Steering control device equipped with. 前記転舵角演算部は、
車両モデルを備えた最適サーボシステムである、
請求項１に記載の転舵制御装置。 The steering angle calculation unit
Optimal servo system with vehicle model,
The steering control device according to claim 1. 前記転舵角演算部は、
制御対象の車両に基づきシステム同定された伝達関数を備えた最適サーボシステムである
請求項２に記載の転舵制御装置。 The steering angle calculation unit
The steering control device according to claim 2, which is an optimum servo system having a transfer function identified by the system based on the vehicle to be controlled. 操作部材の操作による操舵量に基づき転舵輪の転舵を制御する転舵制御装置であって、
操作量を示す操作量情報から車両の目標動特性を示す動特性情報を非線形な演算に基づき生成する動特性情報生成部と、
前記動特性情報生成部において生成した動特性情報に基づき目標転舵角を車両モデルに基づき算出する転舵角演算部と、
前記目標転舵角と実転舵角とが一致するように駆動装置を制御する転舵角制御部と、
を機能させる転舵制御プログラム。 It is a steering control device that controls the steering of the steering wheel based on the steering amount by the operation of the operating member.
A dynamic characteristic information generator that generates dynamic characteristic information indicating the target dynamic characteristic of the vehicle from the operational quantity information indicating the operation amount based on a non-linear calculation.
A steering angle calculation unit that calculates a target steering angle based on a vehicle model based on the dynamic characteristic information generated by the dynamic characteristic information generation unit.
A steering angle control unit that controls the drive device so that the target steering angle and the actual steering angle match.
Steering control program that makes the function work.
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