KR101734720B1 - Control system of mdps - Google Patents

Control system of mdps Download PDF

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Publication number
KR101734720B1
KR101734720B1 KR1020150178115A KR20150178115A KR101734720B1 KR 101734720 B1 KR101734720 B1 KR 101734720B1 KR 1020150178115 A KR1020150178115 A KR 1020150178115A KR 20150178115 A KR20150178115 A KR 20150178115A KR 101734720 B1 KR101734720 B1 KR 101734720B1
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KR
South Korea
Prior art keywords
gain
mode
value
flex
steering
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KR1020150178115A
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Korean (ko)
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노윤갑
허진혁
한민우
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현대자동차주식회사
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
    • B60W40/09—Driving style or behaviour
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/20—Conjoint control of vehicle sub-units of different type or different function including control of steering systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
    • B62D5/046—Controlling the motor
    • B62D5/0463—Controlling the motor calculating assisting torque from the motor based on driver input
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B62D6/002—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B62D6/08—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits responsive only to driver input torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/12—Differentials
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/30—Auxiliary equipments
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Automation & Control Theory (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)

Abstract

The present invention relates to a steering feel control system of an electric steering apparatus, which is capable of determining the driving tendency of a driver, automatically controlling a steering feel of a steering wheel, and improving the driving stability of the driver. The present invention relates to a steering feel control system of an electric steering apparatus, comprising: a driving tendency determination unit which determines the driving tendency of a driver based on a steering angle signal, steering angle speed signal, accelerator pedal signal, and brake pedal signal; a flex mode gain determination unit which determines a flex mode gain in accordance with the drivers driving tendency determined by the driving tendency determination unit; and an assist torque calculation unit which calculates an assist torque of a steering auxiliary motor to assist a steering force of the driver based on the flex mode gain determined by the flex mode gain determination unit.

Description

[0001] CONTROL SYSTEM OF MDPS [0002]

BACKGROUND OF THE INVENTION 1. Field of the Invention [0002] The present invention relates to a steering control system for an electric steering system, and more particularly, to a steering control system for an electric steering system for automatically controlling a steering feeling based on an operation propensity of a driver.

Recently, a motor-driven power steering (MDPS) is mounted on a vehicle to change the steering force of the steering wheel according to the traveling speed.

The electric steering apparatus is a vehicle speed responsive power steering apparatus which functions to provide an optimum steering feeling to a driver according to the traveling speed while controlling the steering angle and the steering assist motor movement according to the vehicle speed by the ECU of the electric power steering apparatus.

Recently, a technique for generating various steering senses by utilizing an electric steering system mounted on a vehicle has been studied.

An object of the present invention is to provide a steering control system for an electric steering system which can determine the driving behavior of the driver and automatically adjust the steering feeling of the steering wheel to improve the driving stability of the driver.

Accordingly, in the present invention, the driving behavior determining unit determines the driving behavior of the driver based on the steering angle signal, the steering angle velocity signal, the accelerator pedal signal, and the brake pedal signal. A flex mode gain determining unit for determining a flex mode gain according to a driver operation propensity determined by the operation propensity deciding unit; And an assist torque calculating section for calculating an assist torque of the steering assist motor for assisting the steering force of the driver based on the flex mode gain determined by the flex mode gain determining section .

According to an embodiment of the present invention, when the driver selects the autonomous mode of the flex mode including the normal mode, the sports mode, and the autonomous mode, the driving tendency determination unit determines that the steering angle signal, the steering angle velocity signal, And the brake pedal signal exceeds the set threshold value, it is determined that the driver's propensity to drive is SEVERE, and if the signals are all below the set threshold value, the driver's propensity to drive becomes MILD .

To this end, the operation tendency determining unit determines whether the accelerator pedal signal exceeds a set first threshold value and whether the brake pedal signal exceeds a set second threshold value, thereby determining a longitudinal activity of the vehicle A determination unit; And a lateral drift ratio determiner for determining the activity of the vehicle in the lateral direction according to whether the steering angle signal exceeds a set third threshold value and whether the steering angle speed signal exceeds a set fourth threshold value.

Further, according to the embodiment of the present invention, the flex mode gain determination unit determines whether to increase or decrease the counter value based on the magnitude value of the vehicle speed change rate and the driver operation propensity determined by the operation tendency determination unit, A flex mode gain change determination unit for determining a gain mode for determining whether the flex mode gain is changed or not; And a flex mode gain calculator for determining a flex mode gain based on the gain mode determined by the flex mode gain change determination unit and the received vehicle speed.

Specifically, the flex-mode gain change determination unit determines that the real-time vehicle speed change rate is greater than a seventh threshold value and the driver's operation propensity is a forward tendency, And determines the real time counter value as a value obtained by decreasing the previous counter value by the first reference value if the magnitude value of the real time vehicle speed change rate exceeds the set seventh threshold value and the driver operation tendency is mild tendency.

Also, the flex mode gain change determiner maintains the real-time counter value as a value equal to the previous counter value when the magnitude of the real-time vehicle speed change rate is equal to or less than a preset seventh threshold value.

When the determined real time counter value exceeds the set fifth threshold value, the gain mode change determining unit determines the gain mode to be '1'. If the real time counter value is equal to or less than the set fifth threshold value and exceeds the set sixth threshold value The gain mode is determined as '0', and if the real time counter value is equal to or less than the set threshold value, the gain mode is determined as '-1'

If the gain mode is' 1 ', the flex mode gain is increased by the set second reference value. If the gain mode is' 0', the flex mode gain is maintained. If the gain mode is' .

According to an embodiment of the present invention, the flex mode gain calculator increases the flex mode gain by a third reference value that is set before the previous gain when the vehicle is running and the gain mode is' 1 ', and when the vehicle is running and the gain mode is' 0 If the vehicle is running and the gain mode is '-1', the flex mode gain is decreased by a third reference value that is set before the previous gain, and when the vehicle is stopped, the flex mode gain As the same value as the previous gain.

When the flex mode gain value has a value between the minimum value and the maximum value, the assist torque calculating section calculates an assist torque as shown in the following equation (1).

Equation 1: ASSIST TORQUE = [ASSIST TORQUE OF NORMAL MODE MAP + (ASSIST TORQUE OF SPORT MODE MAP - ASSIST TORQUE OF NORMAL MODE MAP) * PLEX MODE GAIN]

The steering feeling control system of the electric power steering apparatus according to the present invention can improve the driving stability of the driver by automatically changing the sense of steering sensed by the driver by determining the assist torque of the steering assist motor in consideration of the driving behavior of the driver.

1 is a view showing characteristics of the electric steering system according to a flex mode;
2 is a block diagram showing a control system of an electric power steering apparatus according to the present invention.
Fig. 3 is a schematic view showing a method of judging the driving behavior of the driver according to the present invention
4 is a schematic flow chart illustrating a method for determining whether or not a flex mode gain is changed according to the present invention.
5 is a schematic flow diagram illustrating a flex mode gain calculation method according to the present invention.
6 is a view showing a gain mode determined by a counter value varying according to the driving behavior of the driver and a flex mode determined according to the flex mode gain

Hereinafter, the present invention will be described with reference to the accompanying drawings.

According to the present invention, a motor-driven power steering (MDPS) mounted on a vehicle is designed to improve the driving stability of the driver by variably controlling the steering feeling according to a flex mode selected by the driver.

The flex mode includes a comfort mode, a normal mode, a sport mode, and an autonomous mode. The flex mode can be operated by a driver for selecting a flex mode of the driver. The flex mode selection button is provided in the vehicle interior and the assist torque of the electric power steering system (MDPS) is changed according to the selected flex mode, so that the steering feeling becomes heavy or light.

Referring to FIG. 1, when the driver selects the comfort mode, the steering feeling is relatively light and the driving convenience is improved. When the driver selects the sport mode, the steering feeling is relatively increased and the driving stability is improved. When the normal mode is selected, the steering feeling and the operability are adjusted between the comfort mode and the sport mode.

When the driver selects the autonomous mode, the electronic controller (ECU) provided in the electric-powered steering system determines the driver's propensity to drive, and automatically changes during normal operation between the normal mode and the sports mode according to the determined driving propensity And the mode change is gradually performed in order to prevent occurrence of steering disturbance at the mode change.

The sports mode is a flex mode in which the driver travels with an intense driving tendency. When the motorized steering system MDPS is driven in the sports mode, the steering mode of the steering wheel is increased in order to improve the driving stability due to the driver's steering, To be heavy.

In addition, when the electric-powered steering system MDPS is driven in the sports mode, it is advantageous in terms of the running stability at the time of high-speed turning traveling such as a circuit running or the like compared to the normal mode.

That is, it is advantageous in terms of driving stability to drive an electric power steering system (MDPS) in the sport mode compared to the normal mode when the driver's driving tendency is severe, for example, when the steering wheel is rotated by turning at the time of turning.

FIG. 3 is a schematic view showing a method of determining a driving behavior of a driver according to the present invention. FIG. 4 is a graph showing a change in the flex mode gain according to the present invention FIG. 5 is a schematic flow chart showing a method of calculating a flex mode gain according to the present invention, FIG. 6 is a schematic view showing a gain mode determined by a counter value varying according to a driving behavior of a driver, And a flex mode determined according to the mode gain.

2, according to the present invention, an electronic controller (ECU) of an electric-powered steering apparatus is provided with a normal mode, a sports mode, and an autonomous mode (10) for determining an operational tendency of a driver based on a steering angle signal, a steering angle velocity signal, an accelerator pedal signal, and a brake pedal signal when the autonomous mode is selected among the flex modes including the steering angle signal, the steering angle signal, and the brake pedal signal. A flex mode gain determiner 20 for determining a flex mode gain (GAIN) according to an operation propensity of the driver; And an assist torque calculating unit 30 for calculating an assist torque of a steering assist motor (or an MDPS motor) for assisting the steering force (operation force) of the driver by using the decided flex mode gain.

3, when the vehicle speed signal, the steering angle signal, the steering angle speed signal, the accelerator pedal signal, and the brake pedal signal are inputted, the operation propensity determining unit 10 determines the accelerator pedal position value Or the brake pedal position value corresponding to the received brake pedal signal exceeds the set second threshold value or the magnitude of the steering angle according to the received steering angle signal is set to a third threshold value Or if the magnitude value of the steering angle velocity according to the inputted steering angle velocity signal exceeds the set fourth threshold value, it is determined that the driving tendency of the driver is a severe SEVERE tendency.

That is, when any one of the input steering angle signal, the steering angle velocity signal, the accelerator pedal signal, and the brake pedal signal exceeds the set threshold value, the driving tendency determining unit 10 determines that the driving propensity of the driver has a SEVERE tendency , And if the signals are all equal to or lower than the set threshold value, it is determined that the driving tendency of the driver is a mild (MILD) tendency.

If the driver's propensity to drive is oblique, it can be seen that the amount of manipulated variable during driving is relatively large compared to the mild propensity.

The activity determination unit 10 may include a longitudinal activity determination unit 12 and a lateral activity determination unit 14 and the longitudinal activity determination unit 12 may determine Whether the accelerator pedal position value exceeds a set first threshold value or whether the brake pedal position value in accordance with the brake pedal signal exceeds a set second threshold value is judged in the longitudinal direction of the vehicle, The TVD judging unit 14 judges whether or not the vehicle is moving in accordance with whether the magnitude of the steering angle according to the steering angle signal exceeds a set third threshold or whether the magnitude of the steering angle velocity according to the steering angle speed signal exceeds a set fourth threshold The activity in the left and right direction is judged.

The first to fourth threshold values are set as values which vary in inverse proportion to the real-time vehicle speed, and thus are variably determined according to the real-time vehicle speed. This is because, at a high speed, a signal having a relatively smaller value than a signal at a low speed can be driven sufficiently intensively.

In addition, the operation tendency determining unit 10 includes a vehicle speed sensor mounted on a vehicle, a steering angle sensor for detecting a steering angle by a driver's operation, a steering angle velocity sensor for detecting a steering angle velocity by a driver's operation, A steering angle signal, a steering angle velocity signal, an accelerator pedal signal, and a brake pedal signal from a brake pedal position sensor for detecting a brake pedal position by a driver's operation.

2 and 4, the flex mode gain determiner 20 includes a flex mode gain change determiner 22 and a flex mode gain calculator 24, The gain control unit 22 determines a gain mode (or gain modulation) for determining whether or not the flex mode gain is changed, and the flex mode gain change determining unit 24 determines the gain mode The gain of the flex mode is determined based on the determined gain mode and the input vehicle speed.

The flex mode gain change determination unit 22 determines whether the counter value for determining the gain mode is increased or decreased. Then, the flex mode gain change determination unit 22 determines whether the counter value is increased or decreased by the first reference value, And determines the gain mode based on the value.

At this time, whether or not the counter value is increased or decreased determines whether the counter value is increased or decreased based on the magnitude of the vehicle speed change rate and the driver operation propensity. Specifically, when the magnitude value of the real time vehicle speed change rate exceeds the set seventh threshold value, If the driving behavior of the driver input from the determination unit 10 is a bowing tendency, the real-time counter value is determined as a value obtained by increasing the previous counter value by the set first reference value.

If the magnitude value of the rate of change of the real time vehicle speed rate exceeds the set seventh threshold value and the driving tendency inputted by the driving tendency judging unit 10 is mild tendency, And if the magnitude value of the rate of change of the real-time vehicle speed is less than the seventh threshold value, the real-time counter value remains the same as the previous counter value regardless of the driving propensity.

The real time counter value is determined as a value obtained by adding or subtracting a first reference value set to a previous counter value when the variation is increased or decreased, and the previous counter value is determined as an initial value when the driver selects the autonomous mode. In addition, the seventh threshold value is set as a threshold value in which it is determined that the driver's vehicle speed change is intense.

If the determined real time counter value exceeds the set fifth threshold value, the gain mode is determined to be '1', and if the real time counter value is less than the set threshold value and the sixth threshold value is exceeded, the gain mode is determined to be '0' , And if the real time counter value is less than or equal to the set sixth threshold value, the gain mode is determined as '-1' (see FIG. 6).

If the gain mode is' 1 ', it is determined to increase the flex mode gain by the second reference value. If the gain mode is' 0', it is determined that the gain of the flex mode is maintained. If the gain mode is' It is determined that the gain is decreased by the set second reference value.

Then, the flex mode gain calculator 24 calculates a flex mode gain value based on the input vehicle speed signal and the gain mode determined by the flex mode gain change determiner 22.

5, if the real time vehicle speed is not '0', that is, if the vehicle is running, the flex mode gain calculator 24 calculates the gain of the flex mode gain according to the gain mode determined by the flex mode gain change determiner 22 ≪ / RTI >

If the vehicle is running and the gain mode is '1', the flex mode gain is increased by a third reference value set before the previous gain, and if the vehicle is running and the gain mode is '0', the flex mode gain is maintained as the same value as the previous gain , And if the vehicle is running and the gain mode is '-1', the flex mode gain is decreased by the third reference value set before the previous gain.

In addition, when the vehicle is stopped, the flex mode gain remains the same as the previous gain regardless of the gain mode.

Here, the previous gain is determined as a flex mode gain value when the driver selects the autonomous mode, and the initial value of the flex mode gain value is '0'.

Then, the determined flex mode gain value is determined as the minimum value or the maximum value of the gain limit value if the gain limit value is out of the set gain limit range.

That is, when the flex mode gain value determined by the flex mode gain calculating section 24 exceeds the maximum value of the set gain limit value, the flex mode gain is determined as the maximum value of the gain limit value, and the determined flex mode gain value is set as the gain If less than the minimum value of the limit value, the flex mode gain is determined as the minimum value of the gain limit value.

For example, when the range of the gain limit value is set to a value of 0 to 1, the minimum value of the gain limit value may be '0' and the maximum value of the gain limit value may be '1'.

As shown in FIG. 6, the real-time counter value is a counter value having a dead band, and it is possible to determine whether the flex mode gain is changed according to the dead-band value. Depending on the change in the flex mode gain As the flex mode gain gradually increases or decreases, a mode change occurs between the sports mode and the normal mode.

For example, when the flex mode is in the normal mode, the real-time counter value increases, and the flex mode gain value does not change until the fifth threshold value or less. When the real-time counter value exceeds the fifth threshold value, The gain value is increased and then the time when the time at which the flex mode gain value exceeds the fifth threshold value enters the sport mode after a predetermined time has elapsed and until the real time counter value is decreased to the sixth threshold value or less While maintaining the sport mode, the flex mode gain gradually decreases again.

Therefore, when the flex mode of the electric steering system MDPS is in the normal mode, the flex mode gain becomes the minimum value of the gain limit value. In the sports mode, the flex mode gain becomes the maximum value of the gain limit value, During the fluctuations, the flex mode gain becomes the value between the minimum value and the maximum value of the gain limit value.

Subsequently, when the flex mode gain value has a value between 0 and 1 in the assist torque calculating section 30, the assist torque of the steering assist motor is determined as shown in the following equation (1).

Formula 1: Assisting torque of steering assist motor = [assist mode torque map of normal mode map + (assist mode torque mode of the sports mode map - assist mode torque mode mode map)

The assist torque is an output value of the steering assist motor for assisting the steering torque of the steering wheel by driver's operation (that is, the steering torque by the driver's manual operation force for rotating the steering wheel) In accordance with the determined flex mode gain value.

The normal mode map and the sports mode map are maps constructed in advance so as to be able to determine the assist torque of the steering assist motor in accordance with the driver's steering torque and the vehicle speed. The assist steering torque and the assist torque of the steering assist motor are calculated based on the driver's steering torque and vehicle speed information Are constructed as different maps for determination.

The assist torque of the normal mode map is determined by the normal mode map based on the driver's steering torque and the vehicle speed information, and the assist torque of the sport mode map is determined by the sport mode map based on the driver's steering torque and vehicle speed information do.

In the MDPS according to the present invention, the steering assist motor is driven in accordance with the assist torque determined by the assist torque calculating unit 30, and the steering assist motor is driven in accordance with the assist torque variable in real time, The steering feeling is automatically changed according to the driving tendency and the driving stability of the driver is thereby improved.

In addition, according to the present invention, by using a value calculated in real time as the flex mode gain, the transition of the flex mode is naturally made, and it is possible to prevent occurrence of a sense of sheer when the steering feeling is changed.

For example, when the intense steering is continued, the steering mode is gradually changed to the sports mode, thereby minimizing the steering disturbance and enhancing the driving stability.

It is also possible to implement a display function perceivable by the driver, such as changing the color of the cluster in stages according to the flex mode gain.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the scope of the present invention is not limited to the disclosed exemplary embodiments. Modifications are also included in the scope of the present invention.

10:
12: lateral activity determination unit
14: lateral activity determination unit
20: Flex mode gain determination section
22: Flex mode gain change determination unit
24: Flex mode gain calculator
30: assist torque calculating section

Claims (10)

An operating propensity determining unit for determining a driver operating propensity based on a steering angle signal, a steering angle velocity signal, an accelerator pedal signal, and a brake pedal signal;
A flex mode gain determining unit for determining a flex mode gain according to a driver operation propensity determined by the operation propensity deciding unit;
And an assist torque calculating section for calculating an assist torque of the steering assist motor for assisting the steering force of the driver based on the flex mode gain determined by the flex mode gain determining section,
Wherein the flex mode gain determiner comprises:
Determining whether the counter value is increased or decreased based on a magnitude value of a vehicle speed change rate and a driver operation propensity determined by the operation tendency deciding unit and determining a gain mode for determining whether to change the flex mode gain based on a real time counter value A mode gain change determination unit;
And a flex mode gain calculator for determining a flex mode gain based on the gain mode determined by the flex mode gain change determination unit and the input vehicle speed,
Wherein the flex mode gain change determination unit determines a real time counter value as a value obtained by increasing a previous counter value by a first reference value if the magnitude value of the real time vehicle speed change rate exceeds a set seventh threshold value and the driver operation tendency is a steer tendency, And determines a real time counter value as a value obtained by decreasing a previous counter value by a first reference value when the magnitude value of the real time vehicle speed change rate exceeds a set seventh threshold value and the driver operation tendency is mild tendency, A steering control system of a device.
The method according to claim 1,
When the driver selects the autonomous mode of the flex mode including the normal mode, the sports mode, and the autonomous mode,
Wherein when the steering angle signal, the steering angle velocity signal, the accelerator pedal signal, and the brake pedal signal exceed a predetermined threshold value, it is determined that the driving propensity of the driver is inclined to SEVERE, The controller determines that the driving tendency of the driver is a mild (MILD) tendency.
The method according to claim 1,
Wherein the operation-
A longitudinal activity determiner for determining an activity in the longitudinal direction of the vehicle according to whether the accelerator pedal signal exceeds a set first threshold value and whether the brake pedal signal exceeds a set second threshold value;
A lateral action vehicle judging unit for judging the activity of the vehicle in the lateral direction according to whether the steering angle signal exceeds a set third threshold value and whether the steering angle velocity signal exceeds a set fourth threshold value;
And a steering angle sensor for detecting steering angle of the steering wheel.
delete delete delete The method according to claim 1,
Wherein the flex mode gain change determiner maintains the real time counter value as a value equal to the previous counter value when the magnitude of the real time vehicle speed change rate is equal to or less than a preset seventh threshold value.
The method according to claim 1,
The flex mode gain change determination unit determines the gain mode to be '1' when the determined real time counter value exceeds the set threshold value, and when the real time counter value is equal to or less than the set fifth threshold value and exceeds the set sixth threshold value, Mode is set to '0', and if the real-time counter value is equal to or less than the set threshold value, the gain mode is determined as '-1'
If the gain mode is' 1 ', the flex mode gain is increased by the set second reference value. If the gain mode is'0', the flex mode gain is maintained. If the gain mode is' Wherein the steering angle of the steering wheel is controlled by the steering angle sensor.
The method according to claim 1,
The flex mode gain calculator increases the flex mode gain by a third reference value that is set earlier than the previous gain when the vehicle is running and the gain mode is '1'. If the vehicle is running and the gain mode is '0' If the vehicle is running and the gain mode is '-1', the flex mode gain is decreased by a third reference value that is set before the previous gain, and when the vehicle is stopped, the flex mode gain is maintained at the same value as the previous gain And the steering angle of the steering wheel is changed.
The method according to claim 1,
Wherein the assist torque calculating section calculates an assist torque as expressed by Equation (1) when the flex mode gain value has a value between a minimum value and a maximum value.
Equation 1: ASSIST TORQUE = [ASSIST TORQUE OF NORMAL MODE MAP + (ASSIST TORQUE OF SPORT MODE MAP - ASSIST TORQUE OF NORMAL MODE MAP) * PLEX MODE GAIN]
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Cited By (3)

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KR20200064192A (en) * 2018-11-22 2020-06-08 현대자동차주식회사 Steering control system and method for autonomous vehicle
US10689024B2 (en) 2017-09-08 2020-06-23 Hyundai Motor Company Method for determining assist torque of power steering system
KR20210076371A (en) 2019-12-16 2021-06-24 남양넥스모 주식회사 Control Method of Torque Signals for Electric Steer

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JP2007038941A (en) * 2005-08-05 2007-02-15 Nissan Motor Co Ltd Power steering device for vehicle

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US10689024B2 (en) 2017-09-08 2020-06-23 Hyundai Motor Company Method for determining assist torque of power steering system
KR20200064192A (en) * 2018-11-22 2020-06-08 현대자동차주식회사 Steering control system and method for autonomous vehicle
KR102579300B1 (en) 2018-11-22 2023-09-18 현대자동차주식회사 Steering control system and method for autonomous vehicle
KR20210076371A (en) 2019-12-16 2021-06-24 남양넥스모 주식회사 Control Method of Torque Signals for Electric Steer

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