WO2019059086A1 - Steering system - Google Patents

Steering system Download PDF

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Publication number
WO2019059086A1
WO2019059086A1 PCT/JP2018/033977 JP2018033977W WO2019059086A1 WO 2019059086 A1 WO2019059086 A1 WO 2019059086A1 JP 2018033977 W JP2018033977 W JP 2018033977W WO 2019059086 A1 WO2019059086 A1 WO 2019059086A1
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WO
WIPO (PCT)
Prior art keywords
steering
vehicle
information
wheel
steering system
Prior art date
Application number
PCT/JP2018/033977
Other languages
French (fr)
Japanese (ja)
Inventor
教雄 石原
佑介 大畑
大場　浩量
Original Assignee
Ntn株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Ntn株式会社 filed Critical Ntn株式会社
Publication of WO2019059086A1 publication Critical patent/WO2019059086A1/en

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    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D7/00—Steering linkage; Stub axles or their mountings
    • B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
    • B62D7/08—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in a single plane transverse to the longitudinal centre line of the vehicle
    • B62D7/09—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in a single plane transverse to the longitudinal centre line of the vehicle characterised by means varying the ratio between the steering angles of the steered wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D7/00—Steering linkage; Stub axles or their mountings
    • B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
    • B62D7/14—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering

Definitions

  • the present invention relates to a steering system provided in a vehicle, and more particularly to a steering system provided with a steering device for auxiliary steering in addition to a steering device for steering wheels by a driver's operation.
  • a steering wheel and a steering device are mechanically connected, and the steering device steers the wheels by rotational operation on the steering wheel.
  • the present invention has been made in view of the above problems, and an object thereof is to enable correction according to the state of the vehicle with respect to the direction of the vehicle steered by the steering amount command, and the running stability of the vehicle To provide a steering system capable of maintaining the
  • a steering system 101 is a steering system provided in a vehicle 100, and A first steering device 140 which steers the wheels of the vehicle 100 in accordance with a steering command output from a steering command device 200, 200A;
  • a second steering device 150 including a mechanical portion 150a provided in a tire housing 105 of the vehicle 100 for turning the wheels 2 by driving of the electric motor 27, and a control portion 150b for controlling the electric motor 27;
  • a vehicle information detection unit 110 for detecting vehicle information representing a state of the vehicle 100;
  • the control unit 150b of the second steering device 150 controls the electric motor 27 based on the vehicle information.
  • the motor-driven second steering device 150 is provided, and the control unit 150 b of the second steering control device 150 controls the electric motor 27 based on the vehicle information. Therefore, according to the state of the vehicle 100 obtained by the vehicle information, for example, according to the steering amount and the vehicle speed output by the steering command devices 200 and 200A, when the vehicle 100 moves in an unintended direction by sliding or the like. It is possible to correct the direction of the vehicle 100. For this reason, it is possible to correct the wander of the vehicle 100, which is difficult to cope with only the first steering device 140. Thereby, the stability of the vehicle 100 is improved.
  • the steering command device 200, 200A may be a manual device, such as the steering wheel 200, for which steering operation is performed by the driver.
  • the second steering device 150 driven by a motor since the second steering device 150 driven by a motor is provided, and the control unit 150b of the second steering device 150 controls the electric motor 27 based on the vehicle information, a direction not intended by the vehicle 100 due to slip etc.
  • the direction of the vehicle 100 can be corrected according to, for example, the amount of operation of the steering wheel 200 according to the state of the vehicle 100 obtained by the vehicle information. Therefore, even if the driver does not operate the steering wheel 200, it is possible to correct the wander of the vehicle 100. Thereby, the stability of the vehicle 100 is improved.
  • the first steering device 140 is a device for steering the left and right wheels 2 in conjunction with each other
  • the second steering device 150 is a device capable of steering the left and right wheels 2 independently. It may be Since the first steering device 140 is configured to steer the left and right wheels 2 in conjunction with each other, adjustment of the direction of the vehicle 100 by the driver's operation of the steering wheel 200 or adjustment of the vehicle 100 by the automatic steering command device 200A Direction adjustment can be performed as in the conventional vehicle 100. Since the second steering device 150 can steer the left and right wheels 2 independently, it is possible to adjust the toe angle, whereby the agility of the steering wheel operation and the automatic steering command device 200A are achieved. The agility of control or the like can be adjusted according to the state of the vehicle 100.
  • the first steering device 140 and the second steering device 150 may be devices for steering the same wheel 2.
  • the second steering device 150 finely adjusts the steering angles with respect to the steering angle by the steering of the first steering device 140. May be performed.
  • the vehicle information may be information including vehicle speed information, steering angle information, vehicle height information, actual yaw rate information, actual lateral acceleration information, an accelerator command value, and a brake command value. . If vehicle speed information, steering angle information, vehicle height information, actual yaw rate information, actual lateral acceleration information, accelerator command value, and brake command value are used as the vehicle 100 status information, the vehicle 100 status is obtained. Thus, the control of the second steering device 150 can be performed more appropriately, and the stability of the vehicle 100 can be further improved.
  • the information of vehicle speed is “vehicle speed information”
  • the information of steering angle is “steering angle information”
  • the information of vehicle height is “vehicle height information”
  • the information of actual yaw rate is “actual yaw rate information”
  • the actual lateral acceleration is The information may be referred to as “actual” lateral acceleration information ".
  • the first steering device 140 and the second steering device 150 may be devices that steer different wheels 2.
  • the first steering device 140 is a device that performs front wheel steering
  • the second steering device 150 may be a device that performs rear wheel steering.
  • the configuration of the mechanical portion 150a can be simplified as compared with the case where the first steering device 140 and the second steering device 150 steer the same wheel 2.
  • the vehicle information may be information including vehicle speed information, vehicle height information, actual yaw rate information, actual lateral acceleration information, an accelerator command value, and a brake command value. Also in this case, the control of the second steering device 150 by the second steering control device according to the state of the vehicle 100 can be performed more appropriately, and the stability of the vehicle 100 can be further improved.
  • the steering system 101 includes the plurality of second steering devices 150 1 and 150 2, which makes it possible to steer the four wheels independently more complicatedly, and the running stability of the vehicle 100. Can be further improved.
  • FIG. 1 is an explanatory view showing a conceptual configuration of a vehicle 100 such as a car equipped with a steering system 101 according to this embodiment.
  • Vehicle 100 is a four-wheeled vehicle having left and right wheels 2, 2 as front wheels and left and right wheels 2, 2 as rear wheels, and the drive system is any of front wheel drive, rear wheel drive, and four wheel drive. It may be
  • the steering system 101 is a system for steering the vehicle 100, and includes a first steering device 140, a second steering device 150, and a vehicle information detection unit 110.
  • the first steering device 140 is a device that steers the wheels 2 and 2 to be steered wheels of the vehicle 100 by an operation of the driver with respect to the steering command device such as the steering wheel 200. ing.
  • the second steering device 150 is a device that performs auxiliary steering by control according to the vehicle state, and includes a mechanical unit 150a and a control unit 150b.
  • the mechanism unit 150 a is a mechanism provided for each of the wheels 2 and 2 to be subjected to the auxiliary steering, and is provided in the tire housing 105 of the vehicle 100 to steer the wheels 2 by driving the electric motor 27.
  • Control unit 150 b controls electric motor 27 based on vehicle information representing the state of the vehicle detected by vehicle information detection unit 110.
  • the vehicle information detection unit 110 is a unit that detects the state of the vehicle, and refers to a group of various sensors. Vehicle information detected by the vehicle information detection unit 110 is transferred to the control unit 150 b of the second steering device 150 via the main ECU 130.
  • the ECU 130 is a control device that performs coordinated control and overall control of the entire vehicle 100, and is also referred to as a VCU.
  • the first steering device 140 is a system that steers the left and right wheels 2, 2 serving as the front wheels of the vehicle 100 interlockingly in response to an input by the driver to the steering wheel 200 as described above, and a steering shaft 32, A rack and pinion (not shown), tie rods 33, etc. are provided with known mechanical configurations.
  • the steering shaft 32 also rotates in conjunction.
  • the tie rod 33 connected to the steering shaft 32 by the rack and pinion moves in the vehicle width direction, thereby changing the direction of the wheels 2 and steering the left and right wheels 2 and 2 in conjunction. It is possible.
  • the second steering device 150 is a device that can steer the left and right wheels 2 and 2 independently, and includes a right wheel hub unit 180 (FIG. 2) and a left wheel hub unit 185 as its mechanical portion 150a.
  • the right wheel hub unit 180 and the left wheel hub unit 185 steer wheels by the electric motor 27 of the auxiliary steering actuator 6 (FIG. 4) provided in the tire housing 105.
  • the mechanical portion 150a of the second steering device 150 is composed of the right wheel hub unit 180 and the left wheel hub unit 185 as described above, but both the right wheel hub unit 180 and the left wheel hub unit 185 are shown in FIG. It is configured as a hub unit 1 with an auxiliary steering function.
  • the hub unit 1 includes a hub unit main body 4 having a hub bearing 3 for supporting the wheels 2, a unit support member 5, and an auxiliary steering actuator 6.
  • the hub unit main body 4 is supported by the unit support member 5 at two upper and lower positions via the rotation allowing support parts 7 so as to be rotatable about the auxiliary turning axis A extending in the vertical direction.
  • the auxiliary steering axis A is an axis different from the rotational axis O of the wheel 2 and is also different from the kingpin axis K which performs the main steering.
  • the wheel 2 is composed of a wheel 8 and a tire 9.
  • the hub unit 1 with the auxiliary steering function is a knuckle 22 as a mechanism for steering the left and right wheels individually by a small angle in addition to steering by the first steering device 140 (see FIG. 1) of the wheels 2 and 2 serving as front wheels.
  • Installed in The unit support member 5 is attached to the knuckle 22 of the suspension device 21 installed on the vehicle body.
  • the unit support member 5 may be provided integrally with the knuckle 22, that is, as a part of the knuckle 22.
  • the suspension device 21 is a double wishbone type in this example, and has an upper arm 23 and a lower arm 24 connected via a shock absorber (not shown), and between the upper arm 23 and the tip of the lower arm 24
  • the knuckle 22 is installed so as to be rotatable around an inclined king pin axis K.
  • the suspension device 21 may adopt other various types such as an independent suspension type.
  • the knuckle 22 is rotatably coupled to the tie rod 33 of the first steering device 140 (see FIG. 1).
  • the hub bearing 3 includes an inner ring 12, an outer ring 11, and rolling elements 13 such as balls interposed between the inner and outer rings.
  • the hub bearing 3 is an angular ball bearing in which the outer ring 11 is a fixed ring, the inner ring 12 is a rotating ring, and the rolling elements 13 are double-rowed.
  • the wheel 8 of the wheel 2 is bolted to the hub flange of the inner ring 12 so as to overlap the brake rotor 14a.
  • the inner ring 12 rotates about the rotation axis O.
  • the brake rotor 14a constitutes a brake with a brake caliper (not shown).
  • the hub unit 1 when using the hub unit 1 with an auxiliary
  • the hub unit body 4 is a portion that rotates around the auxiliary steering axis A in the hub unit 1 with the auxiliary steering function, and includes the hub bearing 3, the rotating side part 15 of the rotation tolerant support part 7, and the auxiliary A steering force receiver (not shown) is provided.
  • the rotation allowing support component 7 is a double row angular contact ball bearing in this example, but may be a spherical slide bearing or the like.
  • the auxiliary turning axis A of the hub unit body 4 extends in the vertical direction, but is a direction different from the kingpin axis K, for example, in the vertical direction.
  • the auxiliary steering axis A is the intersection position P K between the extension and the road surface S of the kingpin axis K, the intersection position P A of the extension line and the road surface S of the auxiliary steering axis A is Both are designed to be located in the tire contact surface 9a. It is optimal that these intersection points P K and P A coincide with each other because the slip of the tire is minimized.
  • the auxiliary steering actuator 6 rotates the hub unit main body 4 around the auxiliary axis A, that is, performs auxiliary steering, when the linear movement output unit advances and retracts.
  • the auxiliary steering actuator 6 includes an electric motor 27, a reduction gear (not shown) for decelerating the rotation of the electric motor 27, and a linear movement mechanism for converting forward and reverse rotational output of the reduction gear into reciprocating linear operation. And (not shown).
  • the electric motor 27 is, for example, a permanent magnet type synchronous motor, but may be a direct current motor or an induction motor.
  • the linear motion mechanism is a feed screw mechanism such as a slide screw or a ball screw, or a rack and pinion mechanism.
  • the range of auxiliary steering with respect to the knuckles 22 of the hub unit body 4 is restricted by a stopper (not shown).
  • the allowable range of the auxiliary steerable angle of the hub unit body 4 may be a slight angle, for example, ⁇ 5 degrees or less.
  • the vehicle information detection unit 110 includes a vehicle speed detection unit 111, a steering angle detection unit 112, a vehicle height detection unit 113, an actual yaw rate detection unit 114, an actual lateral acceleration detection unit 115, an accelerator pedal sensor 116, and A brake pedal sensor 117 is provided.
  • the vehicle speed detection unit 111 detects the vehicle speed based on the output of a sensor (not shown) such as a speed sensor attached to the inside of the transmission provided in the vehicle, for example, and outputs the vehicle speed information to the ECU 130.
  • the steering angle detection unit 112 detects a steering angle based on a sensor (not shown) such as a resolver attached to a motor unit included in a first steering device 140 described later, for example, and outputs steering angle information to the ECU 130 .
  • the vehicle height detection unit 113 measures the distance between the chassis of the vehicle 100 and the ground by a laser displacement meter, or detects the angle of the upper arm 23 (see FIG. 4) or the lower arm 24 in the suspension system of the vehicle 100 by an angle sensor. The vehicle height of each of the wheels 2 steered by the second steering device 150 described later is detected by the following method. Then, the vehicle height detection unit 113 outputs the detected vehicle height to the ECU 130 as vehicle height information.
  • the actual yaw rate detection unit 114 detects an actual yaw rate based on an output of a sensor such as a gyro sensor attached to the vehicle 100, for example, and outputs actual yaw rate information to the ECU 130.
  • the actual lateral acceleration detection unit 115 detects an actual lateral acceleration based on an output of a sensor such as a gyro sensor attached to the vehicle 100, for example, and outputs the actual lateral acceleration information to the ECU 130.
  • the accelerator pedal sensor 116 detects an input to the accelerator pedal by the driver, and outputs the detected value to the ECU 130 as an accelerator command value.
  • the brake pedal sensor 117 detects an input to the brake pedal by the driver, and outputs the detected value to the ECU 130 as a brake command value.
  • the control unit 150b of the second steering device 150 acquires vehicle information including steering angle information, vehicle height information, actual yaw rate information, actual lateral acceleration information, an accelerator command value, and a brake command value as vehicle information from the ECU 130.
  • the control unit 150 b controls the right wheel motor control device 170 and the left wheel motor control device 175 based on the acquired vehicle information, whereby the right wheel hub unit 180 and the left wheel hub unit 185 are controlled.
  • control unit 150b the relationship between each information such as the steering angle information which is the vehicle information and the command value for driving the electric motor 27 is determined and stored as a control rule using, for example, a map or an arithmetic expression. , Control using that control rule.
  • the control unit 150 b is provided, for example, as a dedicated ECU, but may be provided as part of the main ECU 130.
  • FIG. 3 is a block diagram showing the configuration of the turning speed control unit 151.
  • the turning control unit 151 includes a reference lateral acceleration calculating unit 152, a right wheel tire angle calculating unit 153, a left wheel tire angle calculating unit 154, a right wheel road surface friction coefficient calculating unit 155, and a target yaw rate calculating unit 156.
  • a left wheel road surface friction coefficient calculation unit 157, a target yaw rate correction unit 158, a target left and right wheel tire angle calculation unit 159, a right wheel command value calculation unit 160, and a left wheel command value calculation unit 161 are provided.
  • the right wheel tire angle calculation unit 153 and the left wheel tire angle calculation unit 154 obtain steering angle information and vehicle height information from the ECU 130 at a predetermined cycle.
  • the second steering device 150 performs steering based on the acquired steering angle information and vehicle height information. Calculate the current tire angle. Then, the right wheel tire angle calculation unit 153 and the left wheel tire angle calculation unit 154 output the calculated tire angle information to the reference lateral acceleration calculation unit 152.
  • the reference lateral acceleration calculation unit 152 calculates the reference lateral acceleration based on the vehicle speed information acquired from the ECU 130 and the tire angle information input from the right wheel tire angle calculation unit 153 and the left wheel tire angle calculation unit 154. That is, when tire angle information is input from the right wheel tire angle calculation unit 153 and the left wheel tire angle calculation unit 154, the reference lateral acceleration calculation unit 152 is represented by the tire angle represented by the tire angle information and the vehicle speed information. The reference lateral acceleration is calculated based on the vehicle speed. Then, the reference lateral acceleration calculation unit 152 outputs the calculated reference lateral acceleration to the right wheel road surface friction coefficient calculation unit 155 and the left wheel road surface friction coefficient calculation unit 157 as reference lateral acceleration information.
  • FIG. 5 is a diagram showing characteristics as a source of the relationship included in the map for calculating the road surface friction coefficient stored in the right wheel road surface friction coefficient calculation unit 155 and the left wheel road surface friction coefficient calculation unit 157, for example.
  • FIG. 10 is a characteristic diagram showing the relationship between actual lateral acceleration / reference lateral acceleration, tire angle, and friction coefficient.
  • the right wheel road surface friction coefficient calculation unit 155 and the left wheel road surface friction coefficient calculation unit 157 calculate the road surface friction coefficient based on the actual lateral acceleration information acquired from the ECU 130 and the reference lateral acceleration information input from the reference lateral acceleration calculation unit 152. I do. Specifically, when the reference lateral acceleration information is input from the reference lateral acceleration calculation unit 152, the right wheel road surface friction coefficient calculation unit 155 and the left wheel road surface friction coefficient calculation unit 157 calculate the right wheel tire angle calculation unit 153 and the left wheel tires. Tire angle information is acquired from the angle calculation unit 154.
  • the right wheel road surface friction coefficient calculation unit 155 and the left wheel road surface friction coefficient calculation unit 157 calculate the road surface friction coefficient based on the actual lateral acceleration / reference lateral acceleration and the tire angle based on the map described above with reference to FIG. Calculate The right wheel road surface friction coefficient calculation unit 155 and the left wheel road surface friction coefficient calculation unit 157 calculate the right wheel road surface friction coefficient information which is the calculated road surface friction coefficient of the right wheel and the left wheel road surface friction coefficient information which is the road friction coefficient of the left wheel. Is output to the target yaw rate correction unit 158.
  • the target yaw rate calculation unit 156 acquires vehicle speed information and steering angle information from the ECU 130 in a predetermined cycle, and calculates a target yaw rate based on the acquired vehicle speed information and steering angle information. Then, the target yaw rate calculation unit 156 outputs the calculated target yaw rate to the target yaw rate correction unit 158 as target yaw rate information.
  • the target yaw rate correction unit 158 receives the right wheel road surface friction coefficient information and the left wheel road surface friction coefficient information from the right wheel road surface friction coefficient calculation unit 155 and the left wheel road surface friction coefficient calculation unit 157, the target yaw rate correction unit 158 The yaw rate information is acquired, and the target yaw rate is corrected according to the road surface friction coefficient represented by the right wheel road surface friction coefficient information and the left wheel road surface friction coefficient information. Then, the target yaw rate correction unit 158 outputs the corrected target yaw rate to the target left and right wheel tire angle calculation unit 159 as corrected yaw rate information.
  • the target left and right wheel tire angle calculation unit 159 acquires the actual yaw rate information, the accelerator command value and the brake command value from the ECU 130, and the right wheel road surface friction coefficient calculation unit
  • the right wheel road surface friction coefficient information is acquired from 155
  • the left wheel road surface friction coefficient information is acquired from the left wheel road surface friction coefficient calculation unit 157
  • target left and right wheel tire angles which are target values of tire angles of left and right wheels are calculated.
  • the target left and right wheel tire angle calculation unit 159 calculates the target angle of each of the left and right tires based on the following formula (1).
  • ⁇ y is the actual yaw rate of the vehicle represented by the actual yaw rate information
  • X A is the accelerator command value
  • X B is the brake command value
  • ⁇ R is the right wheel road surface friction coefficient
  • ⁇ L is the left wheel road surface friction coefficient
  • ⁇ tR1 the target tire angle
  • ⁇ tL1 of the right wheel is the target tire angle of the left wheel.
  • the right wheel command value calculation unit 160 and the left wheel command value calculation unit 161 receive the target tire angle information from the target left and right wheel tire angle calculation unit 159, and then the right wheel tire angle calculation unit 153 and the left wheel tire angle calculation unit 154. Then, tire angle information representing the current tire angle is acquired, and the target tire angle represented by the target tire angle information is compared with the current tire angle. As a result of the comparison, when there is a deviation, the right wheel command value calculation unit 160 and the left wheel command value calculation unit 161 are right wheel steers representing amounts by which each of the right wheel hub unit 180 and the left wheel hub unit 185 is steered. Amount information and left wheel turning amount information are generated. Then, the right wheel command value calculation unit 160 outputs the generated right wheel steering amount information to the right wheel motor control device 170, and the left wheel command value calculation unit 161 controls the generated left wheel steering amount information for the left wheel motor Output to the device 175.
  • the right wheel motor control device 170 and the left wheel motor control device 175 include inverters.
  • the right wheel motor control device 170 and the left wheel motor control device 175 are based on the outputs from the right wheel command value calculation unit 160 and the left wheel command value calculation unit 161 of the turning control unit 151, and the right wheel hub unit 180 and the left wheel hub unit It controls the current to the motor of the actuator 6 for auxiliary steering included in 185.
  • right wheel motor control device 170 and left wheel motor control device 175 receive right wheel turning amount information and left wheel turning amount information from right wheel command value calculating unit 160 and left wheel command value calculating unit 161, respectively.
  • the position information of the motor of the current steering wheel actuator 180 which represents the turning angle of the current right wheel hub unit 180 and the left wheel hub unit 185, is acquired, and based on the right wheel turning amount information and the left wheel turning amount information
  • the target position of the motor is determined, and control of the current flowing to the motor of the auxiliary steering actuator 6 is performed.
  • the steering system 101 includes the first steering device 140 that steers the wheels 2 by the operation of the steering wheel 200, and a vehicle information detection unit that detects vehicle information representing the state of the vehicle 100.
  • a second steering device 150 for steering the wheels 2 by driving the electric motor 27 provided in the tire housing 105 of the vehicle 100 is provided.
  • the second steering device 150 drives the electric motor 27 based on the vehicle information detected by the vehicle information detection unit 110.
  • the second steering device 150 by providing the second steering device 150, it is possible to perform steering regardless of the operation of the steering wheel 200. That is, in the conventional vehicle, when the vehicle is slightly shaken, it is necessary for the driver to perform the correction steering to correct the fluctuation. However, the vehicle equipped with the second steering device 150 according to this embodiment Then, even if the driver does not operate the steering wheel 200, it is possible to correct the wander of the vehicle 100. As a result, the stability of the vehicle 100 is improved.
  • FIG. 6 is an explanatory view showing a conceptual configuration of a vehicle 100 equipped with a steering system 101 according to this embodiment
  • FIG. 7 is a block diagram showing the configuration of the steering system 101.
  • the steering system 101 according to this embodiment differs from the first embodiment in that the first steering system 140 and the second steering system 150 steer different wheels 2. That is, in the steering system 101 according to this embodiment, the first steering system 140 steers the front wheels of the vehicle 100, and the second steering system 150 steers the rear wheels of the vehicle.
  • the mechanical portion 150 b of the second steering system 150 is installed in the rear wheel tire house 105.
  • FIG. 8 is a block diagram showing the configuration of the turning speed control unit 151 according to this embodiment. Then, the turning control unit 151 acquires vehicle speed information, steering angle information, actual yaw rate information, actual lateral acceleration information, accelerator command value, and brake command value as vehicle information from the ECU 130, and the right wheel motor control device 170 and the left wheel motor control device Control of the motor control device 175 is performed.
  • the target left and right wheel tire angle calculation unit 159 of the turning control unit 151 calculates the target angle of each of the left and right tires based on the following equation (2).
  • ⁇ HR is the steering angle of the right front wheel
  • ⁇ HL is the steering angle of the left front wheel.
  • the second steering system 150 can control the steering angle of the first steering system 140 or the like. It can be steered in accordance with the vehicle speed, and the traveling stability of the vehicle can be improved.
  • FIG. 9 is an explanatory view showing a conceptual configuration of a vehicle 100 equipped with a steering system 101 according to this embodiment
  • FIG. 10 is a block diagram showing the configuration of the steering system 101. This embodiment is the same as the first embodiment, except for items specifically described.
  • the steering system 102 according to this embodiment is different from the steering system 100 according to the first embodiment in that two second steering devices 150 1 and 150 2 are provided.
  • the second steering device 150 1 on one performs the turning of the same wheel as the first steering device 140
  • the second steering device 150 2 on the other the wheels different from the first steering device 140 Steer the
  • the second steering device 150 1 on one performs the same operation as the second steering device 150 according to the first embodiment, the second steering device 150 2 on the other, to a second embodiment The same operation as that of the second steering device 150 is performed.
  • the steering system 102 can steer the four wheels independently more complicatedly, and the running stability of the vehicle 100 can be stabilized. It is possible to improve the quality.
  • the steering command device 200A may be an embodiment of the present invention.
  • the steering command device 200A of FIG. 11 is a device that recognizes the vehicle peripheral status and the like from the vehicle peripheral status detecting means 230 and automatically generates a steering command.
  • the vehicle peripheral situation detection means 230 is, for example, a sensor such as a camera or a millimeter wave radar.
  • the steering command device 200A recognizes, for example, a white line or an obstacle on a road, and shapes and outputs a steering command.
  • the steering command device 200A may be part of a device that performs automatic driving of the vehicle 100 or may be a device that supports steering by manual driving.
  • ECU, 140 first steering device, 150 second steering device, 150a ... mechanical part, 150b ... control unit, 151: Turning control unit, 159 ... Target left and right wheel tire angle calculation unit, 150 1 ... second steering device, 150 2 ... second steering device, 160: Right wheel command value calculation unit, 161: Left wheel command value calculation unit, 170: Right wheel motor controller, 175: Left wheel motor controller, 180 ... right wheel hub unit, 185 ... Left wheel hub unit, 200 ... steering wheel (steering command device), 200A ... steering command device, K: King pin axis, A: Auxiliary steering axis

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)

Abstract

The present invention makes it possible for the direction of a vehicle steered via a steering amount command to be corrected in accordance with the vehicle state, thereby maintaining the travel stability of the vehicle. Provided are a first steering device (140) which steers the wheels of a vehicle (100) in accordance with a steering command outputted by a steering command device (200), and a second steering device (150). The second steering device (150) comprises: mechanism units (150a) which are provided inside tire housings to steer wheels (2) by the driving of electric motors (27); and a control unit (150b) that controls the electric motors (27). This control unit (150b) controls the electric motors (27) on the basis of vehicle information indicating the state of the vehicle (100) as detected by a vehicle information detection unit (110).

Description

ステアリングシステムSteering system 関連出願Related application
　本出願は、２０１７年９月２２日出願の特願２０１７－１８２１２８の優先権を主張するものであり、その全体を参照により本願の一部をなすものとして引用する。 This application claims the priority of Japanese Patent Application No. 2017-182128 filed on September 22, 2017, which is incorporated by reference in its entirety.
　この発明は、車両に設けられるステアリングシステムに関するものであり、特に、運転者の操作により車輪を転舵させるステアリング装置の他に、補助転舵用のステアリング装置を備えるステアリングシステムに関する。 The present invention relates to a steering system provided in a vehicle, and more particularly to a steering system provided with a steering device for auxiliary steering in addition to a steering device for steering wheels by a driver's operation.
　自動車に代表される車両においては、ハンドルとステアリング装置とが機械的に接続され、ハンドルに対する回転操作により、ステアリング装置が車輪の転舵を行う。 In a vehicle typified by an automobile, a steering wheel and a steering device are mechanically connected, and the steering device steers the wheels by rotational operation on the steering wheel.
特開２００９－２２６９７２号公報JP, 2009-226972, A 独国特許出願公開第１０２０１２２０６３３７号明細書German Patent Application Publication No. 102012206337 特開２０１４－０６１７４４号公報JP, 2014-061744, A 特開２０１６－１４７５１３号公報JP, 2016-147513, A
　しかしながら、ハンドルとステアリング装置とが機械的に接続されている車両においては、路面の凹凸などによる車輪からの逆入力により、ハンドルが取られ、車両がふらついてしまうという問題がある。また、道路の方向や障害物等の車両周辺状況等をセンサ類により認識して操舵指令を自動生成する操舵指令装置を備えた自動または半自動運転の車両があるが、前記車輪からの逆入力があった場合に、同様に前記の車両のふらつきを生じる恐れがあり、車両進行方向を大きく変更することを可能としたステアリング装置の制御だけでは、車両の走行安定性を維持することが難しい。 However, in a vehicle in which the steering wheel and the steering device are mechanically connected, there is a problem that the steering wheel is taken by the reverse input from the wheel due to the unevenness of the road surface or the like, and the vehicle becomes unstable. In addition, there is an automatic or semi-automatic driving vehicle equipped with a steering command device that automatically generates a steering command by recognizing the road direction and the vehicle peripheral conditions such as obstacles etc. by sensors, but the reverse input from the wheel is If there is, there is also a possibility that the above-mentioned vehicle may be unstable, and it is difficult to maintain the running stability of the vehicle only by the control of the steering device which makes it possible to largely change the traveling direction of the vehicle.
　この発明は、上記の問題に鑑みてなされたものであり、その目的は、操舵量指令により操舵される車両の向きに対して車両の状態に応じてその補正を可能とし、車両の走行安定性を維持することが可能なステアリングシステムを提供することにある。 The present invention has been made in view of the above problems, and an object thereof is to enable correction according to the state of the vehicle with respect to the direction of the vehicle steered by the steering amount command, and the running stability of the vehicle To provide a steering system capable of maintaining the
　以下、本発明について、理解を容易にするために、便宜上実施形態の符号を参照して説明する。 Hereinafter, the present invention will be described with reference to the reference numerals of the embodiments for the sake of convenience to facilitate understanding.
　この発明のステアリングシステム１０１は、車両１００が備えるステアリングシステムであって、
　操舵指令装置２００，２００Ａが出力する操舵の指令に従い前記車両１００の車輪を転舵させる第１のステアリング装置１４０と、
　前記車両１００のタイヤハウジング１０５内に設けられ電動モータ２７の駆動により車輪２を転舵させる機構部１５０ａ、および前記電動モータ２７を制御する制御部１５０ｂからなる第２のステアリング装置１５０と、
　前記車両１００の状態を表す車両情報を検出する車両情報検出部１１０とを備え、
　前記第２のステアリング装置１５０の前記制御部１５０ｂは、前記電動モータ２７を、前記車両情報に基づいて制御する。 A steering system 101 according to the present invention is a steering system provided in a vehicle 100, and
A first steering device 140 which steers the wheels of the vehicle 100 in accordance with a steering command output from a steering command device 200, 200A;
A second steering device 150 including a mechanical portion 150a provided in a tire housing 105 of the vehicle 100 for turning the wheels 2 by driving of the electric motor 27, and a control portion 150b for controlling the electric motor 27;
A vehicle information detection unit 110 for detecting vehicle information representing a state of the vehicle 100;
The control unit 150b of the second steering device 150 controls the electric motor 27 based on the vehicle information.
　この構成によれば、モータ駆動される第２のステアリング装置１５０を備え、第２のステアリング制御装置１５０の制御部１５０ｂは車両情報に基づいて前記電動モータ２７を制御する。そのため、滑りなどによって車両１００が意図しない方向に移動する場合に、前記車両情報により得られる車両１００の状態に応じて、例えば前記操舵指令装置２００，２００Ａが出力する操舵量や車速に合わせて、車両１００の向きを補正することが可能となる。このため、第１のステアリング装置１４０だけでは対処が困難な車両１００のふらつきを補正することが可能となる。これにより、車両１００の安定性が向上する。 According to this configuration, the motor-driven second steering device 150 is provided, and the control unit 150 b of the second steering control device 150 controls the electric motor 27 based on the vehicle information. Therefore, according to the state of the vehicle 100 obtained by the vehicle information, for example, according to the steering amount and the vehicle speed output by the steering command devices 200 and 200A, when the vehicle 100 moves in an unintended direction by sliding or the like. It is possible to correct the direction of the vehicle 100. For this reason, it is possible to correct the wander of the vehicle 100, which is difficult to cope with only the first steering device 140. Thereby, the stability of the vehicle 100 is improved.
　この発明において、前記操舵指令装置２００，２００Ａが、運転者により操舵の操作がなされる手動の装置、例えばハンドル２００であってもよい。この場合、モータ駆動される第２のステアリング装置１５０を備え、第２のステアリング装置１５０の制御部１５０ｂは車両情報に基づいて前記電動モータ２７を制御するため、滑りなどによって車両１００が意図しない方向に移動する場合に、前記車両情報により得られる車両１００の状態に応じて、例えばハンドル２００の操作量に合わせて、車両１００の向きを補正することが可能となる。このため、運転者がハンドル２００の操作を行わなくても、車両１００のふらつきを補正することが可能となる。これにより、車両１００の安定性が向上する。 In the present invention, the steering command device 200, 200A may be a manual device, such as the steering wheel 200, for which steering operation is performed by the driver. In this case, since the second steering device 150 driven by a motor is provided, and the control unit 150b of the second steering device 150 controls the electric motor 27 based on the vehicle information, a direction not intended by the vehicle 100 due to slip etc. In the case of moving to a position, the direction of the vehicle 100 can be corrected according to, for example, the amount of operation of the steering wheel 200 according to the state of the vehicle 100 obtained by the vehicle information. Therefore, even if the driver does not operate the steering wheel 200, it is possible to correct the wander of the vehicle 100. Thereby, the stability of the vehicle 100 is improved.
　この発明において、前記第１のステアリング装置１４０は、左右の車輪２を連動して転舵させる装置であり、前記第２のステアリング装置１５０は、左右の車輪２を独立して転舵可能な装置であってもよい。第１のステアリング装置１４０が左右の車輪２を連動して転舵させる構成であることで、運転者のハンドル２００の操作による車両１００の向きの調整や、自動の操舵指令装置２００Ａによる車両１００の向きの調整が、従来の車両１００と同様に行える。第２のステアリング装置１５０は、左右の車輪２を独立して転舵可能であるため、トー角を調整することが可能であって、これによりハンドル操作の機敏性や自動の操舵指令装置２００Ａによる制御の機敏性等を車両１００の状態に応じて調整できる。 In the present invention, the first steering device 140 is a device for steering the left and right wheels 2 in conjunction with each other, and the second steering device 150 is a device capable of steering the left and right wheels 2 independently. It may be Since the first steering device 140 is configured to steer the left and right wheels 2 in conjunction with each other, adjustment of the direction of the vehicle 100 by the driver's operation of the steering wheel 200 or adjustment of the vehicle 100 by the automatic steering command device 200A Direction adjustment can be performed as in the conventional vehicle 100. Since the second steering device 150 can steer the left and right wheels 2 independently, it is possible to adjust the toe angle, whereby the agility of the steering wheel operation and the automatic steering command device 200A are achieved. The agility of control or the like can be adjusted according to the state of the vehicle 100.
　この発明において、前記第１のステアリング装置１４０と、前記第２のステアリング装置１５０とは、同一の車輪２の転舵を行う装置であってもよい。例えば、第１のステアリング装置１４０で前輪の転舵を行う場合に、第１のステアリング装置１４０の転舵による転舵角に対して、第２のステアリング装置１５０により、その転舵角の微調整を行うようにしてもよい。 In the present invention, the first steering device 140 and the second steering device 150 may be devices for steering the same wheel 2. For example, when steering the front wheels with the first steering device 140, the second steering device 150 finely adjusts the steering angles with respect to the steering angle by the steering of the first steering device 140. May be performed.
　この発明において、前記車両情報は、車速の情報、操舵角の情報、車高の情報、実ヨーレートの情報、実横加速度の情報、アクセル指令値、およびブレーキ指令値を含む情報であってもよい。車両１００の状態の情報として、車速の情報、操舵角の情報、車高の情報、実ヨーレートの情報、実横加速度の情報、アクセル指令値、およびブレーキ指令値を用いると、車両１００の状態に応じた第２のステアリング装置１５０の制御がより一層適切に行え、さらなる車両１００の安定性の向上等が得られる。なお、以下、車速の情報を「車速情報」、操舵角の情報を「操舵角情報」、車高の情報を「車高情報」、実ヨーレートの情報を「実ヨーレート情報」、実横加速度の情報を「実「横加速度情報」と称する場合がある。 In the present invention, the vehicle information may be information including vehicle speed information, steering angle information, vehicle height information, actual yaw rate information, actual lateral acceleration information, an accelerator command value, and a brake command value. . If vehicle speed information, steering angle information, vehicle height information, actual yaw rate information, actual lateral acceleration information, accelerator command value, and brake command value are used as the vehicle 100 status information, the vehicle 100 status is obtained. Thus, the control of the second steering device 150 can be performed more appropriately, and the stability of the vehicle 100 can be further improved. Hereinafter, the information of vehicle speed is "vehicle speed information", the information of steering angle is "steering angle information", the information of vehicle height is "vehicle height information", the information of actual yaw rate is "actual yaw rate information", and the actual lateral acceleration is The information may be referred to as "actual" lateral acceleration information ".
　この発明において、前記第１のステアリング装置１４０と、前記第２のステアリング装置１５０とは、互いに異なる車輪２を転舵させる装置であってもよい。例えば第１のステアリング装置１４０が前輪転舵を行う装置である場合に、第２のステアリング装置１５０が後輪転舵を行う装置であってもよい。この構成の場合、第１のステアリング装置１４０と第２のステアリング装置１５０とが同じ車輪２を転舵させる構成とする場合に比べて、機構部１５０ａの構成が簡素にできる。 In the present invention, the first steering device 140 and the second steering device 150 may be devices that steer different wheels 2. For example, when the first steering device 140 is a device that performs front wheel steering, the second steering device 150 may be a device that performs rear wheel steering. In the case of this configuration, the configuration of the mechanical portion 150a can be simplified as compared with the case where the first steering device 140 and the second steering device 150 steer the same wheel 2.
　この構成の場合に、前記車両情報は、車速の情報、車高の情報、実ヨーレートの情報、実横加速度の情報、アクセル指令値、およびブレーキ指令値を含む情報であってもよい。この場合も、車両１００の状態に応じた第２のステアリング制御装置による第２のステアリング装置１５０の制御がより一層適切に行え、さらなる車両１００の安定性の向上等が得られる。 In the case of this configuration, the vehicle information may be information including vehicle speed information, vehicle height information, actual yaw rate information, actual lateral acceleration information, an accelerator command value, and a brake command value. Also in this case, the control of the second steering device 150 by the second steering control device according to the state of the vehicle 100 can be performed more appropriately, and the stability of the vehicle 100 can be further improved.
　この発明において、前記第２のステアリング装置１５０を２つ備え、
　一方の前記第２のステアリング装置１５０１は、前記第１のステアリング装置１４０とは同一の車輪２の転舵を行い、他方の前記第２のステアリング装置１５０２は、前記第１のステアリングシステム１４０とは互いに異なる車輪２の転舵を行うものであってもよい。このように、ステアリングシステム１０１が複数の第２のステアリング装置１５０１，１５０２を備えていることにより、より複雑に４輪を独立して転舵することが可能となり、車両１００の走行安定性をより一層向上させることが可能となる。 In the present invention, two of the second steering devices 150 are provided,
One of the second steering device 150 1, wherein the first steering device 140 performs the turning of the same wheel 2, the other of the second steering device 150 2, the first steering system 140 May steer the wheels 2 different from one another. As described above, the steering system 101 includes the plurality of second steering devices 150 1 and 150 2, which makes it possible to steer the four wheels independently more complicatedly, and the running stability of the vehicle 100. Can be further improved.
　請求の範囲および／または明細書および／または図面に開示された少なくとも２つの構成のどのような組合せも、この発明に含まれる。特に、請求の範囲の各請求項の２つ以上のどのような組合せも、この発明に含まれる。 Any combination of the at least two configurations disclosed in the claims and / or the description and / or the drawings is included in the invention. In particular, any combination of two or more of the claims is included in the invention.
　この発明は、添付の図面を参考にした以下の好適な実施形態の説明から、より明瞭に理解されるであろう。しかしながら、実施形態および図面は単なる図示および説明のためのものであり、この発明の範囲を定めるために利用されるべきものではない。この発明の範囲は添付の請求の範囲によって定まる。添付図面において、複数の図面における同一の符号は、同一または相当する部分を示す。 The invention will be more clearly understood from the following description of the preferred embodiments with reference to the accompanying drawings. However, the embodiments and the drawings are for the purpose of illustration and description only and are not to be taken as limiting the scope of the present invention. The scope of the invention is defined by the appended claims. In the accompanying drawings, the same reference numerals in multiple drawings indicate the same or corresponding parts.
この発明の第１の実施形態に係るステアリングシステムの概念構成の概略を示す説明図である。It is an explanatory view showing an outline of a conceptual composition of a steering system concerning a 1st embodiment of this invention. 同ステアリングシステムの概念構成を示すブロック図である。It is a block diagram showing the conceptual composition of the steering system. 同ステアリングシステムの第２のステアリング装置における旋回制御部の概念構成を示すブロック図である。It is a block diagram which shows the conceptual structure of the turning control part in the 2nd steering device of the steering system. 同ステアリングシステムにおける第２のステアリング装置の機構部の一例を示す垂直断面図である。It is a vertical sectional view showing an example of a mechanism part of the 2nd steering device in the steering system. 横軸加速度／規範横加速度およびタイヤ角度と摩擦係数の関係例を示すグラフである。It is a graph which shows a horizontal axis acceleration / standard lateral acceleration, and a relation example of a tire angle and a coefficient of friction. この発明の第２の実施形態に係るステアリングシステムの概念構成の概略を示す説明図である。It is an explanatory view showing an outline of a conceptual composition of a steering system concerning a 2nd embodiment of this invention. 同ステアリングシステムの概念構成を示すブロック図である。It is a block diagram showing the conceptual composition of the steering system. 同ステアリングシステムの第２のステアリング装置における旋回制御部の概念構成を示すブロック図である。It is a block diagram which shows the conceptual structure of the turning control part in the 2nd steering device of the steering system. この発明の第３の実施形態に係るステアリングシステムの概念構成の概略を示す説明図である。It is an explanatory view showing an outline of a conceptual composition of a steering system concerning a 3rd embodiment of this invention. 同ステアリングシステムの概念構成を示すブロック図である。It is a block diagram showing the conceptual composition of the steering system. この発明のさらに他の実施形態に係るステアリングシステムの概念構成の概略を説明するブロック図である。It is a block diagram explaining an outline of a conceptual composition of a steering system concerning another embodiment of this invention.
　　〔実施形態１〕
　この発明の第１の実施形態を図１ないし図５と共に説明する。図１は、この実施形態に係るステアリングシステム１０１を搭載した自動車等の車両１００の概念構成を示す説明図である。車両１００は、前輪となる左右の車輪２，２と、後輪となる左右の車輪２，２とを有する４輪車両であり、駆動方式は、前輪駆動、後輪駆動、４輪駆動のいずれであってもよい。 Embodiment 1
A first embodiment of the present invention will be described in conjunction with FIGS. FIG. 1 is an explanatory view showing a conceptual configuration of a vehicle 100 such as a car equipped with a steering system 101 according to this embodiment. Vehicle 100 is a four-wheeled vehicle having left and right wheels 2, 2 as front wheels and left and right wheels 2, 2 as rear wheels, and the drive system is any of front wheel drive, rear wheel drive, and four wheel drive. It may be
　このステアリングシステム１０１は、車両１００の転舵を行うためのシステムであり、第１のステアリング装置１４０と、第２のステアリング装置１５０と、車両情報検出部１１０とを備える。第１のステアリング装置１４０は、ハンドル２００等の操舵指令装置に対する運転者の操作により、車両１００の転舵輪となる車輪２，２を転舵させる装置であり、この実施形態では前輪操舵形式とされている。 The steering system 101 is a system for steering the vehicle 100, and includes a first steering device 140, a second steering device 150, and a vehicle information detection unit 110. The first steering device 140 is a device that steers the wheels 2 and 2 to be steered wheels of the vehicle 100 by an operation of the driver with respect to the steering command device such as the steering wheel 200. ing.
　第２のステアリング装置１５０は、車両状態に応じた制御によって補助的な転舵を行う装置であり、機構部１５０ａと制御部１５０ｂとでなる。機構部１５０ａは、補助転舵の対象となる車輪２，２毎に設けられる機構であり、車両１００のタイヤハウジング１０５内に設けられて電動モータ２７の駆動により車輪２を転舵させる。制御部１５０ｂは、電動モータ２７を、車両情報検出部１１０により検出された車両の状態を表す車両情報に基づいて制御する。 The second steering device 150 is a device that performs auxiliary steering by control according to the vehicle state, and includes a mechanical unit 150a and a control unit 150b. The mechanism unit 150 a is a mechanism provided for each of the wheels 2 and 2 to be subjected to the auxiliary steering, and is provided in the tire housing 105 of the vehicle 100 to steer the wheels 2 by driving the electric motor 27. Control unit 150 b controls electric motor 27 based on vehicle information representing the state of the vehicle detected by vehicle information detection unit 110.
　車両情報検出部１１０は、車両の状態を検出する手段であり、各種のセンサ類の群を称している。車両情報検出部１１０の検出した車両情報は、メインのＥＣＵ１３０を介して第２のステアリング装置１５０の制御部１５０ｂに転送される。ＥＣＵ１３０は、車両１００の全体の協調制御や統括制御を行う制御装置であり、ＶＣＵとも称される。 The vehicle information detection unit 110 is a unit that detects the state of the vehicle, and refers to a group of various sensors. Vehicle information detected by the vehicle information detection unit 110 is transferred to the control unit 150 b of the second steering device 150 via the main ECU 130. The ECU 130 is a control device that performs coordinated control and overall control of the entire vehicle 100, and is also referred to as a VCU.
　＜第１のステアリング装置１４０の構成＞
　第１のステアリング装置１４０は、上記のように運転者によるハンドル２００に対する入力に応じて、車両１００の前輪となる左右の車輪２，２を連動して転舵させるシステムであり、ステアリングシャフト３２、ラックアンドピニオン（図示せず）、タイロッド３３等、周知の機械的な構成を備える。運転者がハンドル２００に対して回転入力を行うと、ステアリングシャフト３２も連動して回転する。ステアリングシャフト３２が回転すると、ラックアンドピニオンによってステアリングシャフト３２と連結されているタイロッド３３が車幅方向に移動することで、車輪２の向きが変わり、左右の車輪２，２を連動して転舵することが可能である。 <Configuration of First Steering Device 140>
The first steering device 140 is a system that steers the left and right wheels 2, 2 serving as the front wheels of the vehicle 100 interlockingly in response to an input by the driver to the steering wheel 200 as described above, and a steering shaft 32, A rack and pinion (not shown), tie rods 33, etc. are provided with known mechanical configurations. When the driver makes a rotational input to the steering wheel 200, the steering shaft 32 also rotates in conjunction. When the steering shaft 32 rotates, the tie rod 33 connected to the steering shaft 32 by the rack and pinion moves in the vehicle width direction, thereby changing the direction of the wheels 2 and steering the left and right wheels 2 and 2 in conjunction. It is possible.
　＜第２のステアリング装置１５０の構成概略＞
　第２のステアリング装置１５０は、左右の車輪２，２を独立して転舵可能な装置であり、その機構部１５０ａとして右輪ハブユニット１８０（図２）および左輪ハブユニット１８５を備える。これら右輪ハブユニット１８０および左輪ハブユニット１８５は、タイヤハウジング１０５内に設けられた補助転舵用アクチュエータ６（図４）の電動モータ２７により車輪の転舵を行う。 <Schematic Configuration of Second Steering Device 150>
The second steering device 150 is a device that can steer the left and right wheels 2 and 2 independently, and includes a right wheel hub unit 180 (FIG. 2) and a left wheel hub unit 185 as its mechanical portion 150a. The right wheel hub unit 180 and the left wheel hub unit 185 steer wheels by the electric motor 27 of the auxiliary steering actuator 6 (FIG. 4) provided in the tire housing 105.
　　＜第２のステアリング装置１５０の機構部１５０ａの具体的構成例＞
　第２のステアリング装置１５０の機構部１５０ａは、前記のように右輪ハブユニット１８０および左輪ハブユニット１８５からなるが、これら右輪ハブユニット１８０および左輪ハブユニット１８５は、いずれも、図４に示す補助転舵機能付きのハブユニット１として構成されている。このハブユニット１は、車輪２の支持用のハブベアリング３を有するハブユニット本体４と、ユニット支持部材５と、補助転舵用アクチュエータ６とを備える。ハブユニット本体４は、上下方向に延びる補助転舵軸心Ａ回りに回転自在に、上下２箇所で回転許容支持部品７，７を介してユニット支持部材５に支持されている。補助転舵軸心Ａは、車輪２の回転軸心Ｏとは異なる軸心であり、主な転舵を行うキングピン軸Ｋとも異なっている。車輪２は、ホイール８とタイヤ９とでなる。 <Specific Configuration Example of Mechanism Section 150a of Second Steering Device 150>
The mechanical portion 150a of the second steering device 150 is composed of the right wheel hub unit 180 and the left wheel hub unit 185 as described above, but both the right wheel hub unit 180 and the left wheel hub unit 185 are shown in FIG. It is configured as a hub unit 1 with an auxiliary steering function. The hub unit 1 includes a hub unit main body 4 having a hub bearing 3 for supporting the wheels 2, a unit support member 5, and an auxiliary steering actuator 6. The hub unit main body 4 is supported by the unit support member 5 at two upper and lower positions via the rotation allowing support parts 7 so as to be rotatable about the auxiliary turning axis A extending in the vertical direction. The auxiliary steering axis A is an axis different from the rotational axis O of the wheel 2 and is also different from the kingpin axis K which performs the main steering. The wheel 2 is composed of a wheel 8 and a tire 9.
　この補助転舵機能付ハブユニット１は、前輪となる車輪２，２の第１のステアリング装置１４０（図１参照）による転舵に付加して左右輪個別に微小角転舵させる機構としてナックル２２に設置される。ユニット支持部材５は、車体に設置された懸架装置２１のナックル２２に取付けられている。ユニット支持部材５は、ナックル２２と一体として、つまりナックル２２の一部として設けられていてもよい。 The hub unit 1 with the auxiliary steering function is a knuckle 22 as a mechanism for steering the left and right wheels individually by a small angle in addition to steering by the first steering device 140 (see FIG. 1) of the wheels 2 and 2 serving as front wheels. Installed in The unit support member 5 is attached to the knuckle 22 of the suspension device 21 installed on the vehicle body. The unit support member 5 may be provided integrally with the knuckle 22, that is, as a part of the knuckle 22.
　懸架装置２１は、この例ではダブルウイッシュボーン式であり、ショックアブソーバ（図示せず）を介して接続されたアッパーアーム２３とロアアーム２４とを有し、これらアッパーアーム２３とロアアーム２４の先端間で傾斜したキングピン軸Ｋ回りに回動自在なように前記ナックル２２が設置されている。懸架装置２１は、この他に独立懸架式など、他の種々の形式が採用できる。ナックル２２は、第１のステアリング装置１４０（図１参照）のタイロッド３３に回転可能に連結されている。 The suspension device 21 is a double wishbone type in this example, and has an upper arm 23 and a lower arm 24 connected via a shock absorber (not shown), and between the upper arm 23 and the tip of the lower arm 24 The knuckle 22 is installed so as to be rotatable around an inclined king pin axis K. The suspension device 21 may adopt other various types such as an independent suspension type. The knuckle 22 is rotatably coupled to the tie rod 33 of the first steering device 140 (see FIG. 1).
　ハブベアリング３は、内輪１２と外輪１１とこれら内外輪間に介在したボール等の転動体１３とで構成されている。ハブベアリング３は、図示の例では、外輪１１が固定輪、内輪１２が回転輪となり、転動体１３が複列とされたアンギュラ玉軸受とされている。内輪１２のハブフランジに、車輪２のホイール８がブレーキロータ１４ａと重なり状態でボルト固定されている。内輪１２は、回転軸心Ｏ回りに回転する。ブレーキロータ１４ａは、ブレーキキャリパ（図示せず）とでブレーキを構成する。 The hub bearing 3 includes an inner ring 12, an outer ring 11, and rolling elements 13 such as balls interposed between the inner and outer rings. In the illustrated example, the hub bearing 3 is an angular ball bearing in which the outer ring 11 is a fixed ring, the inner ring 12 is a rotating ring, and the rolling elements 13 are double-rowed. The wheel 8 of the wheel 2 is bolted to the hub flange of the inner ring 12 so as to overlap the brake rotor 14a. The inner ring 12 rotates about the rotation axis O. The brake rotor 14a constitutes a brake with a brake caliper (not shown).
　なお、補助転舵機能付ハブユニット１を非転舵輪に用いる場合は、ナックル２２に取付ける代わりに、懸架装置における転舵機能を持たない車輪用軸受取付け部材（図示せず）に設置される。 In addition, when using the hub unit 1 with an auxiliary | assistant steering function for a non-turning wheel, it is installed in the bearing mounting member for wheels (not shown) which does not have a steering function in suspension apparatus instead of attaching to knuckles.
　ハブユニット本体４は、この補助転舵機能付きのハブユニット１における補助転舵軸心Ａ周りに回転する部分であり、ハブベアリング３と、前記回転許容支持部品７の回転側部品１５と、補助転舵力受け部（図示せず）とを備える。回転許容支持部品７は、この例では複列アンギュラ玉軸受とされているが、球面滑り軸受等であってもよい。 The hub unit body 4 is a portion that rotates around the auxiliary steering axis A in the hub unit 1 with the auxiliary steering function, and includes the hub bearing 3, the rotating side part 15 of the rotation tolerant support part 7, and the auxiliary A steering force receiver (not shown) is provided. The rotation allowing support component 7 is a double row angular contact ball bearing in this example, but may be a spherical slide bearing or the like.
　ハブユニット本体４の補助転舵軸心Ａは、上下方向に延びるが、キングピン軸Ｋとは異なる方向であり、例えば鉛直方向である。この実施形態では、補助転舵軸心Ａは、キングピン軸Ｋの延長線と路面Ｓとの交点位置ＰＫと、補助転舵軸心Ａの延長線と路面Ｓとの交点位置ＰＡが、共にタイヤ接地面９ａ内に位置するように設計されている。これらの交点位置ＰＫ，ＰＡは、互いに一致していることが、タイヤのすべりを最小となるため最適である。 The auxiliary turning axis A of the hub unit body 4 extends in the vertical direction, but is a direction different from the kingpin axis K, for example, in the vertical direction. In this embodiment, the auxiliary steering axis A is the intersection position P K between the extension and the road surface S of the kingpin axis K, the intersection position P A of the extension line and the road surface S of the auxiliary steering axis A is Both are designed to be located in the tire contact surface 9a. It is optimal that these intersection points P K and P A coincide with each other because the slip of the tire is minimized.
　補助転舵用アクチュエータ６は、その直動出力部が進退することで、ハブユニット本体４を前記補助軸心Ａ回りに回転、つまり補助転舵させる。補助転舵用アクチュエータ６は、電動モータ２７と、この電動モータ２７の回転を減速する減速機（図示せず）と、この減速機の正逆の回転出力を往復直線動作に変換する直動機構（図示せず）とで構成される。電動モータ２７は、例えば永久磁石型同期モータとされるが、直流モータであっても、誘導モータであってもよい。前記直動機構は、滑りねじまたはボールねじ等の送りねじ機構、またはラック・ピニオン機構等とされる。 The auxiliary steering actuator 6 rotates the hub unit main body 4 around the auxiliary axis A, that is, performs auxiliary steering, when the linear movement output unit advances and retracts. The auxiliary steering actuator 6 includes an electric motor 27, a reduction gear (not shown) for decelerating the rotation of the electric motor 27, and a linear movement mechanism for converting forward and reverse rotational output of the reduction gear into reciprocating linear operation. And (not shown). The electric motor 27 is, for example, a permanent magnet type synchronous motor, but may be a direct current motor or an induction motor. The linear motion mechanism is a feed screw mechanism such as a slide screw or a ball screw, or a rack and pinion mechanism.
　ハブユニット本体４のナックル２２に対する補助転舵の範囲は、ストッパ（図示せず）により規制される。ハブユニット本体４の補助転舵可能角度の許容範囲は、僅かな角度でよく、例えば±５度以下とされる。 The range of auxiliary steering with respect to the knuckles 22 of the hub unit body 4 is restricted by a stopper (not shown). The allowable range of the auxiliary steerable angle of the hub unit body 4 may be a slight angle, for example, ± 5 degrees or less.
　　＜車両情報検出部１１０の構成＞
　図２に示すように、車両情報検出部１１０は、車速検出部１１１、操舵角検出部１１２、車高検出部１１３、実ヨーレート検出部１１４、実横加速度検出部１１５、アクセルペダルセンサ１１６、およびブレーキペダルセンサ１１７を備える。車速検出部１１１は、例えば車両が備えるトランスミッションの内部に取り付けられたスピードセンサ等のセンサ（図示せず）の出力に基づいて、車速を検出し、ＥＣＵ１３０へ車速情報を出力する。操舵角検出部１１２は、例えば後述する第１のステアリング装置１４０が備えるモータ部に取り付けられたレゾルバ等のセンサ（図示せず）に基づいて操舵角を検出し、ＥＣＵ１３０へ操舵角情報を出力する。 <Configuration of Vehicle Information Detection Unit 110>
As shown in FIG. 2, the vehicle information detection unit 110 includes a vehicle speed detection unit 111, a steering angle detection unit 112, a vehicle height detection unit 113, an actual yaw rate detection unit 114, an actual lateral acceleration detection unit 115, an accelerator pedal sensor 116, and A brake pedal sensor 117 is provided. The vehicle speed detection unit 111 detects the vehicle speed based on the output of a sensor (not shown) such as a speed sensor attached to the inside of the transmission provided in the vehicle, for example, and outputs the vehicle speed information to the ECU 130. The steering angle detection unit 112 detects a steering angle based on a sensor (not shown) such as a resolver attached to a motor unit included in a first steering device 140 described later, for example, and outputs steering angle information to the ECU 130 .
　車高検出部１１３は、車両１００のシャーシと地面との距離をレーザ変位計により測定する方法、あるいは車両１００の懸架装置におけるアッパーアーム２３（図４参照）またはロアアーム２４の角度を角度センサにより検出する方法等により、後述する第２のステアリング装置１５０により転舵される各車輪２の車高を検出する。そして、車高検出部１１３は、検出した車高を車高情報としてＥＣＵ１３０へ出力する。実ヨーレート検出部１１４は、例えば車両１００に取り付けられたジャイロセンサ等のセンサの出力に基づいて、実ヨーレートを検出し、ＥＣＵ１３０へ実ヨーレート情報を出力する。実横加速度検出部１１５は、例えば車両１００に取り付けられたジャイロセンサ等のセンサの出力に基づいて、実横加速度を検出し、ＥＣＵ１３０へ実横加速度情報を出力する。 The vehicle height detection unit 113 measures the distance between the chassis of the vehicle 100 and the ground by a laser displacement meter, or detects the angle of the upper arm 23 (see FIG. 4) or the lower arm 24 in the suspension system of the vehicle 100 by an angle sensor. The vehicle height of each of the wheels 2 steered by the second steering device 150 described later is detected by the following method. Then, the vehicle height detection unit 113 outputs the detected vehicle height to the ECU 130 as vehicle height information. The actual yaw rate detection unit 114 detects an actual yaw rate based on an output of a sensor such as a gyro sensor attached to the vehicle 100, for example, and outputs actual yaw rate information to the ECU 130. The actual lateral acceleration detection unit 115 detects an actual lateral acceleration based on an output of a sensor such as a gyro sensor attached to the vehicle 100, for example, and outputs the actual lateral acceleration information to the ECU 130.
　アクセルペダルセンサ１１６は、運転者によるアクセルペダルへの入力を検出し、検出した値をアクセル指令値としてＥＣＵ１３０へ出力する。ブレーキペダルセンサ１１７は、運転者によるブレーキペダルへの入力を検出し、検出した値をブレーキ指令値としてＥＣＵ１３０へ出力する。 The accelerator pedal sensor 116 detects an input to the accelerator pedal by the driver, and outputs the detected value to the ECU 130 as an accelerator command value. The brake pedal sensor 117 detects an input to the brake pedal by the driver, and outputs the detected value to the ECU 130 as a brake command value.
　＜第２のステアリング装置１５０の制御部１５０ｂ＞
　第２のステアリング装置１５０の制御部１５０ｂは、ＥＣＵ１３０から車両情報として操舵角情報、車高情報、実ヨーレート情報、実横加速度情報、アクセル指令値、およびブレーキ指令値を含む車両情報を取得する。そして、制御部１５０ｂは、この取得した車両情報に基づいて、旋回制御部１５１が右輪モータ制御装置１７０、左輪モータ制御装置１７５を制御することで、右輪ハブユニット１８０、および左輪ハブユニット１８５が備える電動モータ２７を駆動し、左右の車輪を独立して転舵可能な装置である。制御部１５０ｂにおいて、前記車両情報である操舵角情報等の各情報と前記電動モータ２７を駆動する指令値との関係は、例えばマップや演算式等を用いて制御規則として定められ格納されており、その制御規則を用いて制御を行う。上記制御部１５０ｂは、例えば専用のＥＣＵとして設けられるが、メインのＥＣＵ１３０の一部として設けてもよい。 <Control Unit 150b of Second Steering Device 150>
The control unit 150b of the second steering device 150 acquires vehicle information including steering angle information, vehicle height information, actual yaw rate information, actual lateral acceleration information, an accelerator command value, and a brake command value as vehicle information from the ECU 130. The control unit 150 b controls the right wheel motor control device 170 and the left wheel motor control device 175 based on the acquired vehicle information, whereby the right wheel hub unit 180 and the left wheel hub unit 185 are controlled. Is an apparatus capable of driving the electric motor 27 provided in the vehicle to steer the left and right wheels independently. In the control unit 150b, the relationship between each information such as the steering angle information which is the vehicle information and the command value for driving the electric motor 27 is determined and stored as a control rule using, for example, a map or an arithmetic expression. , Control using that control rule. The control unit 150 b is provided, for example, as a dedicated ECU, but may be provided as part of the main ECU 130.
　　＜旋回制御部１５１＞
　旋回制御部１５１が行う制御について説明する。図３は、旋回速度制御部１５１の構成を示すブロック図である。同図に示すように、旋回制御部１５１は、規範横加速度計算部１５２、右輪タイヤ角度計算部１５３、左輪タイヤ角度計算部１５４、右輪路面摩擦係数計算部１５５、目標ヨーレート計算部１５６、左輪路面摩擦係数計算部１５７、目標ヨーレート補正部１５８、目標左右輪タイヤ角度計算部１５９、右輪指令値計算部１６０、および左輪指令値計算部１６１を備える。 <Swirl control unit 151>
Control performed by the turning control unit 151 will be described. FIG. 3 is a block diagram showing the configuration of the turning speed control unit 151. As shown in FIG. As shown in the figure, the turning control unit 151 includes a reference lateral acceleration calculating unit 152, a right wheel tire angle calculating unit 153, a left wheel tire angle calculating unit 154, a right wheel road surface friction coefficient calculating unit 155, and a target yaw rate calculating unit 156. A left wheel road surface friction coefficient calculation unit 157, a target yaw rate correction unit 158, a target left and right wheel tire angle calculation unit 159, a right wheel command value calculation unit 160, and a left wheel command value calculation unit 161 are provided.
　右輪タイヤ角度計算部１５３および左輪タイヤ角度計算部１５４は、所定の周期で、ＥＣＵ１３０から操舵角情報および車高情報を取得する。右輪タイヤ角度計算部１５３および左輪タイヤ角度計算部１５４は、操舵角情報および車高情報を取得すると、取得した操舵角情報および車高情報に基づいて、第２のステアリング装置１５０が転舵を行うタイヤの現在の角度を算出する。そして、右輪タイヤ角度計算部１５３および左輪タイヤ角度計算部１５４は、算出したタイヤ角度情報を規範横加速計算部１５２に出力する。 The right wheel tire angle calculation unit 153 and the left wheel tire angle calculation unit 154 obtain steering angle information and vehicle height information from the ECU 130 at a predetermined cycle. When the right wheel tire angle calculation unit 153 and the left wheel tire angle calculation unit 154 acquire steering angle information and vehicle height information, the second steering device 150 performs steering based on the acquired steering angle information and vehicle height information. Calculate the current tire angle. Then, the right wheel tire angle calculation unit 153 and the left wheel tire angle calculation unit 154 output the calculated tire angle information to the reference lateral acceleration calculation unit 152.
　規範横加速度計算部１５２は、ＥＣＵ１３０から取得した車速情報、ならびに右輪タイヤ角度計算部１５３および左輪タイヤ角度計算部１５４から入力されるタイヤ角度情報に基づいて、規範横加速度の計算を行う。すなわち、規範横加速度計算部１５２は、右輪タイヤ角度計算部１５３および左輪タイヤ角度計算部１５４からタイヤ角度情報が入力されると、タイヤ角度情報で表されるタイヤ角度と、車速情報で表される車速とに基づいて、規範横加速度の計算を行う。そして、規範横加速度計算部１５２は、算出した規範横加速度を規範横加速度情報として右輪路面摩擦係数算出部１５５および左輪路面摩擦係数計算部１５７に出力する。 The reference lateral acceleration calculation unit 152 calculates the reference lateral acceleration based on the vehicle speed information acquired from the ECU 130 and the tire angle information input from the right wheel tire angle calculation unit 153 and the left wheel tire angle calculation unit 154. That is, when tire angle information is input from the right wheel tire angle calculation unit 153 and the left wheel tire angle calculation unit 154, the reference lateral acceleration calculation unit 152 is represented by the tire angle represented by the tire angle information and the vehicle speed information. The reference lateral acceleration is calculated based on the vehicle speed. Then, the reference lateral acceleration calculation unit 152 outputs the calculated reference lateral acceleration to the right wheel road surface friction coefficient calculation unit 155 and the left wheel road surface friction coefficient calculation unit 157 as reference lateral acceleration information.
　図５は、例えば、右輪路面摩擦係数計算部１５５および左輪路面摩擦係数計算部１５７に記憶されている路面摩擦係数を算出するためのマップに含まれる関係の元となる特性を表す図であり、実横加速度／規範横加速度と、タイヤ角度と、摩擦係数との関係を表す特性図である。 FIG. 5 is a diagram showing characteristics as a source of the relationship included in the map for calculating the road surface friction coefficient stored in the right wheel road surface friction coefficient calculation unit 155 and the left wheel road surface friction coefficient calculation unit 157, for example. FIG. 10 is a characteristic diagram showing the relationship between actual lateral acceleration / reference lateral acceleration, tire angle, and friction coefficient.
　右輪路面摩擦係数計算部１５５および左輪路面摩擦係数計算部１５７は、ＥＣＵ１３０から取得する実横加速度情報および規範横加速度計算部１５２から入力される規範横加速度情報に基づいて、路面摩擦係数の計算を行う。具体的には、右輪路面摩擦係数計算部１５５および左輪路面摩擦係数計算部１５７は、規範横加速度計算部１５２から規範横加速度情報が入力されると、右輪タイヤ角度計算部１５３および左輪タイヤ角度計算部１５４からタイヤ角度情報を取得する。そして、右輪路面摩擦係数計算部１５５および左輪路面摩擦係数計算部１５７は、図５を用いて上で説明したマップに基づいて、実横加速度／規範横加速度とタイヤ角度とから、路面摩擦係数を算出する。そして、右輪路面摩擦係数計算部１５５および左輪路面摩擦係数計算部１５７は、算出した右輪の路面摩擦係数である右輪路面摩擦係数情報と、左輪の路面摩擦係数である左輪路面摩擦係数情報を目標ヨーレート補正部１５８に出力する。 The right wheel road surface friction coefficient calculation unit 155 and the left wheel road surface friction coefficient calculation unit 157 calculate the road surface friction coefficient based on the actual lateral acceleration information acquired from the ECU 130 and the reference lateral acceleration information input from the reference lateral acceleration calculation unit 152. I do. Specifically, when the reference lateral acceleration information is input from the reference lateral acceleration calculation unit 152, the right wheel road surface friction coefficient calculation unit 155 and the left wheel road surface friction coefficient calculation unit 157 calculate the right wheel tire angle calculation unit 153 and the left wheel tires. Tire angle information is acquired from the angle calculation unit 154. The right wheel road surface friction coefficient calculation unit 155 and the left wheel road surface friction coefficient calculation unit 157 calculate the road surface friction coefficient based on the actual lateral acceleration / reference lateral acceleration and the tire angle based on the map described above with reference to FIG. Calculate The right wheel road surface friction coefficient calculation unit 155 and the left wheel road surface friction coefficient calculation unit 157 calculate the right wheel road surface friction coefficient information which is the calculated road surface friction coefficient of the right wheel and the left wheel road surface friction coefficient information which is the road friction coefficient of the left wheel. Is output to the target yaw rate correction unit 158.
　目標ヨーレート計算部１５６は、所定の周期でＥＣＵ１３０から車速情報および操舵角情報を取得し、取得する車速情報および操舵角情報に基づいて、目標ヨーレートを計算する。そして、目標ヨーレート計算部１５６は、算出した目標ヨーレートを目標ヨーレート情報として目標ヨーレート補正部１５８に出力する。 The target yaw rate calculation unit 156 acquires vehicle speed information and steering angle information from the ECU 130 in a predetermined cycle, and calculates a target yaw rate based on the acquired vehicle speed information and steering angle information. Then, the target yaw rate calculation unit 156 outputs the calculated target yaw rate to the target yaw rate correction unit 158 as target yaw rate information.
　目標ヨーレート補正部１５８は、右輪路面摩擦係数計算部１５５および左輪路面摩擦係数計算部１５７から、右輪路面摩擦係数情報および左輪路面摩擦係数情報が入力されると、目標ヨーレート計算部１５６から目標ヨーレート情報を取得し、右輪路面摩擦係数情報および左輪路面摩擦係数情報で表される路面摩擦係数に応じて目標ヨーレートの補正を行う。そして、目標ヨーレート補正部１５８は、補正後の目標ヨーレートを補正後ヨーレート情報として目標左右輪タイヤ角度計算部１５９へ出力する。 When the target yaw rate correction unit 158 receives the right wheel road surface friction coefficient information and the left wheel road surface friction coefficient information from the right wheel road surface friction coefficient calculation unit 155 and the left wheel road surface friction coefficient calculation unit 157, the target yaw rate correction unit 158 The yaw rate information is acquired, and the target yaw rate is corrected according to the road surface friction coefficient represented by the right wheel road surface friction coefficient information and the left wheel road surface friction coefficient information. Then, the target yaw rate correction unit 158 outputs the corrected target yaw rate to the target left and right wheel tire angle calculation unit 159 as corrected yaw rate information.
　目標左右輪タイヤ角度計算部１５９は、目標ヨーレート補正部１５８から補正後ヨーレート情報が入力されると、ＥＣＵ１３０から実ヨーレート情報、アクセル指令値およびブレーキ指令値を取得し、右輪路面摩擦係数計算部１５５から右輪路面摩擦係数情報を取得し、左輪路面摩擦係数計算部１５７から左輪路面摩擦係数情報を取得し、左右輪のタイヤ角度の目標値である目標左右輪タイヤ角度を計算する。具体的には、目標左右輪タイヤ角度計算部１５９は、下記式（１）に基づいて、左右それぞれのタイヤの目標の角度を算出する。 When the corrected yaw rate information is input from the target yaw rate correction unit 158, the target left and right wheel tire angle calculation unit 159 acquires the actual yaw rate information, the accelerator command value and the brake command value from the ECU 130, and the right wheel road surface friction coefficient calculation unit The right wheel road surface friction coefficient information is acquired from 155, the left wheel road surface friction coefficient information is acquired from the left wheel road surface friction coefficient calculation unit 157, and target left and right wheel tire angles which are target values of tire angles of left and right wheels are calculated. Specifically, the target left and right wheel tire angle calculation unit 159 calculates the target angle of each of the left and right tires based on the following formula (1).
Figure JPOXMLDOC01-appb-M000001
Figure JPOXMLDOC01-appb-M000001
　ここで、θｙは実ヨーレート情報で表される実際の車両のヨーレート量、ＸＡはアクセル指令値、ＸＢはブレーキ指令値、μRは右輪路面摩擦係数、μＬは左輪路面摩擦係数、θtR1は、右輪の目標タイヤ角度、θtL1は、左輪の目標タイヤ角度である。そして、目標左右輪タイヤ角度計算部１５９は、計算した左右輪それぞれの目標タイヤ角度を目標タイヤ角度情報として、右輪指令値計算部１６０および左輪指令値計算部１６１へ出力する。 Where θ y is the actual yaw rate of the vehicle represented by the actual yaw rate information, X A is the accelerator command value, X B is the brake command value, μ R is the right wheel road surface friction coefficient, and μ L is the left wheel road surface friction coefficient , θ tR1, the target tire angle, θ tL1 of the right wheel is the target tire angle of the left wheel. Then, the target left and right wheel tire angle calculation unit 159 outputs the calculated target tire angles of the left and right wheels to the right wheel command value calculation unit 160 and the left wheel command value calculation unit 161 as target tire angle information.
　右輪指令値計算部１６０および左輪指令値計算部１６１は、目標左右輪タイヤ角度計算部１５９から、目標タイヤ角度情報が入力されると、右輪タイヤ角度計算部１５３および左輪タイヤ角度計算部１５４から、現在のタイヤ角度を表すタイヤ角度情報を取得し、目標タイヤ角度情報で表される目標タイヤ角度と、現在のタイヤ角度とを比較する。該比較の結果、偏差がある場合には、右輪指令値計算部１６０および左輪指令値計算部１６１は、右輪ハブユニット１８０および左輪ハブユニット１８５のそれぞれを転舵させる量を表す右輪転舵量情報および左輪転舵量情報を生成する。そして、右輪指令値計算部１６０は、生成した右輪転舵量情報を右輪用モータ制御装置１７０へ出力し、左輪指令値計算部１６１は、生成した左輪転舵量情報を左輪用モータ制御装置１７５へと出力する。 The right wheel command value calculation unit 160 and the left wheel command value calculation unit 161 receive the target tire angle information from the target left and right wheel tire angle calculation unit 159, and then the right wheel tire angle calculation unit 153 and the left wheel tire angle calculation unit 154. Then, tire angle information representing the current tire angle is acquired, and the target tire angle represented by the target tire angle information is compared with the current tire angle. As a result of the comparison, when there is a deviation, the right wheel command value calculation unit 160 and the left wheel command value calculation unit 161 are right wheel steers representing amounts by which each of the right wheel hub unit 180 and the left wheel hub unit 185 is steered. Amount information and left wheel turning amount information are generated. Then, the right wheel command value calculation unit 160 outputs the generated right wheel steering amount information to the right wheel motor control device 170, and the left wheel command value calculation unit 161 controls the generated left wheel steering amount information for the left wheel motor Output to the device 175.
　右輪モータ制御装置１７０および左輪モータ制御装置１７５は、インバータを備える。右輪モータ制御装置１７０および左輪モータ制御装置１７５は、旋回制御部１５１の右輪指令値計算部１６０および左輪指令値計算部１６１からの出力に基づいて、右輪ハブユニット１８０、および左輪ハブユニット１８５が備える補助転舵用アクチュエータ６のモータへの電流を制御する。具体的には、右輪モータ制御装置１７０および左輪モータ制御装置１７５は、右輪指令値計算部１６０および左輪指令値計算部１６１から右輪転舵量情報および左輪転舵量情報が入力されると、現在の右輪ハブユニット１８０、および左輪ハブユニット１８５の転舵角を表す補助転舵用アクチュエータ６のモータの位置情報を取得し、右輪転舵量情報および左輪転舵量情報に基づいて当該モータの目標位置を決定し、補助転舵用アクチュエータ６のモータへ流す電流の制御を行う。 The right wheel motor control device 170 and the left wheel motor control device 175 include inverters. The right wheel motor control device 170 and the left wheel motor control device 175 are based on the outputs from the right wheel command value calculation unit 160 and the left wheel command value calculation unit 161 of the turning control unit 151, and the right wheel hub unit 180 and the left wheel hub unit It controls the current to the motor of the actuator 6 for auxiliary steering included in 185. Specifically, when right wheel motor control device 170 and left wheel motor control device 175 receive right wheel turning amount information and left wheel turning amount information from right wheel command value calculating unit 160 and left wheel command value calculating unit 161, respectively. The position information of the motor of the current steering wheel actuator 180, which represents the turning angle of the current right wheel hub unit 180 and the left wheel hub unit 185, is acquired, and based on the right wheel turning amount information and the left wheel turning amount information The target position of the motor is determined, and control of the current flowing to the motor of the auxiliary steering actuator 6 is performed.
　　＜作用効果＞
　このように、第１の実施形態に係るステアリングシステム１０１は、ハンドル２００の操作により車輪２を転舵させる第１のステアリング装置１４０と、車両１００の状態を表す車両情報を検出する車両情報検出部１１０と、車両１００のタイヤハウジング１０５内に設けられた電動モータ２７を駆動することで、車輪２を転舵させる第２のステアリング装置１５０とを備える。そして、第２のステアリング装置１５０は、車両情報検出部１１０が検出した車両情報に基づいて、電動モータ２７の駆動を行う。 <Function effect>
As described above, the steering system 101 according to the first embodiment includes the first steering device 140 that steers the wheels 2 by the operation of the steering wheel 200, and a vehicle information detection unit that detects vehicle information representing the state of the vehicle 100. A second steering device 150 for steering the wheels 2 by driving the electric motor 27 provided in the tire housing 105 of the vehicle 100 is provided. The second steering device 150 drives the electric motor 27 based on the vehicle information detected by the vehicle information detection unit 110.
　上記の構成によれば、第２のステアリング装置１５０を設けることにより、ハンドル２００の操作によらず転舵を行うことが可能となる。すなわち、従来の車両では、車両がわずかにふらついた場合に、運転者がふらつきを補正するために修正転舵を行う必要があったが、この実施形態に係る第２のステアリング装置１５０を備える車両では、運転者が、ハンドル２００の操作を行わなくても、車両１００のふらつきを補正することが可能となる。そのため、車両１００の安定性が向上するという効果を奏する。 According to the above configuration, by providing the second steering device 150, it is possible to perform steering regardless of the operation of the steering wheel 200. That is, in the conventional vehicle, when the vehicle is slightly shaken, it is necessary for the driver to perform the correction steering to correct the fluctuation. However, the vehicle equipped with the second steering device 150 according to this embodiment Then, even if the driver does not operate the steering wheel 200, it is possible to correct the wander of the vehicle 100. As a result, the stability of the vehicle 100 is improved.
　　〔第２の実施形態〕
　次に、この発明の第２の実施形態について説明する。なお、以下では、第１の実施形態１と同じ部材については、同じ符号を付す。この実施形態において、特に説明する事項の他は、第１の実施形態と同様である。図６は、この実施形態に係るステアリングシステム１０１を搭載した車両１００の概念構成を示す説明図、図７は、同ステアリングシステム１０１の構成を示すブロック図である。 Second Embodiment
Next, a second embodiment of the present invention will be described. In the following, the same members as those in the first embodiment are given the same reference numerals. This embodiment is the same as the first embodiment, except for items specifically described. FIG. 6 is an explanatory view showing a conceptual configuration of a vehicle 100 equipped with a steering system 101 according to this embodiment, and FIG. 7 is a block diagram showing the configuration of the steering system 101.
　この実施形態に係るステアリングシステム１０１は、第１のステアリングシステム１４０と第２のステアリングシステム１５０とが互いに異なる車輪２を転舵する点で、第１の実施形態とは異なる。すなわち、この実施形態に係るステアリングシステム１０１は、第１のステアリングシステム１４０が車両１００の前輪の転舵を行い、第２のステアリングシステム１５０が車両の後輪の転舵を行う。第２のステアリングシステム１５０の機構部１５０ｂは、後輪のタイヤハウス１０５内に設置されている。 The steering system 101 according to this embodiment differs from the first embodiment in that the first steering system 140 and the second steering system 150 steer different wheels 2. That is, in the steering system 101 according to this embodiment, the first steering system 140 steers the front wheels of the vehicle 100, and the second steering system 150 steers the rear wheels of the vehicle. The mechanical portion 150 b of the second steering system 150 is installed in the rear wheel tire house 105.
　図８は、この実施形態に係る旋回速度制御部１５１の構成を示すブロック図である。そして、旋回制御部１５１は、ＥＣＵ１３０から車両情報として、車速情報、操舵角情報、実ヨーレート情報、実横加速度情報、アクセル指令値、およびブレーキ指令値を取得し、右輪モータ制御装置１７０および左輪モータ制御装置１７５の制御を行う。 FIG. 8 is a block diagram showing the configuration of the turning speed control unit 151 according to this embodiment. Then, the turning control unit 151 acquires vehicle speed information, steering angle information, actual yaw rate information, actual lateral acceleration information, accelerator command value, and brake command value as vehicle information from the ECU 130, and the right wheel motor control device 170 and the left wheel motor control device Control of the motor control device 175 is performed.
　この実施形態に係る旋回制御部１５１の目標左右輪タイヤ角度計算部１５９は、下記式（２）に基づいて、左右それぞれのタイヤの目標の角度を算出する。
Figure JPOXMLDOC01-appb-M000002
  　ここで、θＨＲは、右前輪の操舵角度であり、θHLは、左前輪の操舵角度である。 The target left and right wheel tire angle calculation unit 159 of the turning control unit 151 according to this embodiment calculates the target angle of each of the left and right tires based on the following equation (2).
Figure JPOXMLDOC01-appb-M000002
 Here, θ HR is the steering angle of the right front wheel, and θ HL is the steering angle of the left front wheel.
　このように、第２のステアリングシステム１５０が第１のステアリングシステム１４０とは異なる車輪の転舵を行う場合であっても、第２のステアリングシステム１５０は、第１のステアリングシステム１４０の操舵角度や車速に応じて転舵させることができ、車両の走行安定性を向上させることが可能となる。 Thus, even if the second steering system 150 steers the wheels different from the first steering system 140, the second steering system 150 can control the steering angle of the first steering system 140 or the like. It can be steered in accordance with the vehicle speed, and the traveling stability of the vehicle can be improved.
　　〔実施形態３〕
　図９は、この実施形態に係るステアリングシステム１０１を搭載した車両１００の概念構成を示す説明図、図１０は、同ステアリングシステム１０１の構成を示すブロック図である。この実施形態において、特に説明する事項の他は、第１の実施形態と同様である。 Third Embodiment
FIG. 9 is an explanatory view showing a conceptual configuration of a vehicle 100 equipped with a steering system 101 according to this embodiment, and FIG. 10 is a block diagram showing the configuration of the steering system 101. This embodiment is the same as the first embodiment, except for items specifically described.
　この実施形態に係るステアリングシステム１０２は、２つの第２のステアリング装置１５０１、１５０２を備えている点で、第１の実施形態に係るステアリングシステム１００と異なる。ここで、一方の第２のステアリング装置１５０１は、第１のステアリング装置１４０と同じ車輪の転舵を行い、他方の第２のステアリング装置１５０２は、第１のステアリング装置１４０とは異なる車輪の転舵を行う。 The steering system 102 according to this embodiment is different from the steering system 100 according to the first embodiment in that two second steering devices 150 1 and 150 2 are provided. Here, the second steering device 150 1 on one performs the turning of the same wheel as the first steering device 140, the second steering device 150 2 on the other, the wheels different from the first steering device 140 Steer the
　すなわち、一方の第２のステアリング装置１５０１は、第１の実施形態に係る第２のステアリング装置１５０と同様の動作を行い、他方の第２のステアリング装置１５０２は、第２の実施形態に係る第２のステアリング装置１５０と同様の動作を行う。 That is, the second steering device 150 1 on one performs the same operation as the second steering device 150 according to the first embodiment, the second steering device 150 2 on the other, to a second embodiment The same operation as that of the second steering device 150 is performed.
　このように、ステアリングシステム１０２は、複数の第２のステアリング装置１５０１、１５０２を備えていることにより、より複雑に４輪を独立して転舵することが可能となり、車両１００の走行安定性を向上させることが可能となる。 Thus, by providing the plurality of second steering devices 150 1 and 150 2 , the steering system 102 can steer the four wheels independently more complicatedly, and the running stability of the vehicle 100 can be stabilized. It is possible to improve the quality.
　なお、前記各実施形態は、操舵指令装置がハンドル２００である場合につき説明したが、ハンドル２００以外の手動の操舵指令装置、例えばジョイスティックであってもよく、また例えば図１１に示すような、他の実施形態としての自動の操舵指令装置２００Ａであってもよい。 Although each of the above embodiments has been described for the case where the steering command device is the steering wheel 200, a manual steering command device other than the steering wheel 200, such as a joystick, may also be used. The steering command device 200A may be an embodiment of the present invention.
　図１１の操舵指令装置２００Ａは、車両周辺状況検出手段２３０から車両周辺状況等を認識し、操舵指令を自動生成する装置である。車両周辺状況検出手段２３０は、例えばカメラやミリ波のレーダ等のセンサ類である。操舵指令装置２００Ａは、例えば道路上の白線や障害物を認識し、操舵指令を成形して出力する。操舵指令装置２００Ａは、車両１００の自動運転を行う装置の一部であっても、また手動運転による操舵の支援を行う装置であってもよい。このような自動で操舵指令を生成する操舵指令装置２００Ａを備えた車両においても、第２のステアリング装置１５０を備えることで、トー角制御等の第１のステアリング装置１４０では行えない動作が行え、また車両の走行方向の主な操舵第１のステアリング装置１４０で行い、その補正を第２のステアリング装置１５０で行うようにすることもでき、操舵量指令に対して車両の向きの補正を可能とし、車両の走行安定性を維持することが可能となる。図１１の実施形態におけるその他の構成、効果は、第１の実施形態と同様である。 The steering command device 200A of FIG. 11 is a device that recognizes the vehicle peripheral status and the like from the vehicle peripheral status detecting means 230 and automatically generates a steering command. The vehicle peripheral situation detection means 230 is, for example, a sensor such as a camera or a millimeter wave radar. The steering command device 200A recognizes, for example, a white line or an obstacle on a road, and shapes and outputs a steering command. The steering command device 200A may be part of a device that performs automatic driving of the vehicle 100 or may be a device that supports steering by manual driving. Even in a vehicle provided with the steering command device 200A that automatically generates such a steering command, by providing the second steering device 150, operations that can not be performed by the first steering device 140 such as toe angle control can be performed. In addition, the main steering in the traveling direction of the vehicle can be performed by the first steering device 140, and the correction can be performed by the second steering device 150, and correction of the direction of the vehicle can be made to the steering amount command. It is possible to maintain the running stability of the vehicle. Other configurations and effects in the embodiment of FIG. 11 are the same as those of the first embodiment.
　以上のとおり、図面を参照しながら好適な実施形態を説明したが、本発明の趣旨を逸脱しない範囲内で、種々の追加、変更、削除が可能である。したがって、そのようなものも本発明の範囲内に含まれる。 As described above, although the preferred embodiments have been described with reference to the drawings, various additions, modifications, and deletions can be made without departing from the spirit of the present invention. Therefore, such is also included in the scope of the present invention.
１…補助転舵機能付きのハブユニット、
２…車輪、
３…ハブベアリング、
４…ハブユニット本体、
５…ユニット支持部材、
６…補助転舵用アクチュエータ、
２２…ナックル、
２１…懸架装置、
２３…アッパーアーム、
２４…ロアアーム、
２７…モータ、
１００…車両、
１０１…ステアリングシステム、
１０５…タイヤハウジング、
１１０…車両情報検出部、
１１１…車速検出部、
１１２…操舵角検出部、
１１３…車高検出部、
１１４…実ヨーレート検出部、
１１５…実横加速度検出部、
１１６…アクセルペダルセンサ、
１１７…ブレーキペダルセンサ、
１３０…ＥＣＵ、
１４０…第１のステアリング装置、
１５０…第２のステアリング装置、
１５０ａ…機構部、
１５０ｂ…制御部、
１５１…旋回制御部、
１５９…目標左右輪タイヤ角度計算部、
１５０１…第２のステアリング装置、
１５０２…第２のステアリング装置、
１６０…右輪指令値計算部、
１６１…左輪指令値計算部、
１７０…右輪モータ制御装置、
１７５…左輪モータ制御装置、
１８０…右輪ハブユニット、
１８５…左輪ハブユニット、
２００…ハンドル（操舵指令装置）、
２００Ａ…操舵指令装置、
Ｋ…キングピン軸、
Ａ…補助転舵軸心 1 ... Hub unit with auxiliary steering function,
2 ... wheel,
3 ... Hub bearing,
4 ... Hub unit body,
5 ... Unit support member,
6 ... Actuator for auxiliary steering,
22 ... knuckle,
21 ... Suspension system,
23 ... upper arm,
24 ... lower arm,
27: Motor,
100 ... vehicle,
101 ... steering system,
105 ... tire housing,
110: Vehicle information detection unit,
111 ... vehicle speed detection unit,
112: Steering angle detection unit,
113: Vehicle height detection unit,
114 ... real yaw rate detection unit,
115: Actual lateral acceleration detection unit,
116 ... accelerator pedal sensor,
117 ... brake pedal sensor,
130 ... ECU,
140: first steering device,
150 second steering device,
150a ... mechanical part,
150b ... control unit,
151: Turning control unit,
159 ... Target left and right wheel tire angle calculation unit,
150 1 ... second steering device,
150 2 ... second steering device,
160: Right wheel command value calculation unit,
161: Left wheel command value calculation unit,
170: Right wheel motor controller,
175: Left wheel motor controller,
180 ... right wheel hub unit,
185 ... Left wheel hub unit,
200 ... steering wheel (steering command device),
200A ... steering command device,
K: King pin axis,
A: Auxiliary steering axis

Claims (8)

  1. 　車両が備えるステアリングシステムであって、
    　操舵指令装置が出力する操舵量の指令に従い前記車両の車輪を転舵させる第１のステアリング装置と、
    　前記車両のタイヤハウジング内に設けられ電動モータの駆動により車輪を転舵させる機構部、および前記電動モータを制御する制御部からなる第２のステアリング装置と、
    　前記車両の状態を表す車両情報を検出する車両情報検出部とを備え、
    　前記第２のステアリング装置の前記制御部は、前記電動モータを、前記車両情報に基づいて制御する、
    　ステアリングシステム。     A steering system provided to the vehicle,
    A first steering device that steers the wheels of the vehicle according to a command of a steering amount output from a steering command device;
    A second steering device provided in a tire housing of the vehicle and configured to turn a wheel by driving an electric motor, and a control unit configured to control the electric motor;
    A vehicle information detection unit that detects vehicle information representing a state of the vehicle;
    The control unit of the second steering device controls the electric motor based on the vehicle information.
    Steering system.
  2. 　請求項１に記載のステアリングシステムにおいて、前記操舵指令装置が、運転者により操舵の操作がなされる手動の装置であるステアリングシステム。 The steering system according to claim 1, wherein the steering command device is a manual device whose steering operation is performed by a driver.
  3. 　請求項１または請求項２に記載のステアリングシステムにおいて、前記第１のステアリング装置は、左右の車輪を連動して転舵させる装置であり、前記第２のステアリング装置は、左右の車輪を独立して転舵可能な装置であるステアリングシステム。 The steering system according to claim 1 or 2, wherein the first steering device is a device that steers the left and right wheels interlockingly, and the second steering device separates the left and right wheels. Steering system which is a device that can be steered.
  4. 　請求項１ないし請求項３のいずれか１項に記載のステアリングシステムにおいて、前記第１のステアリング装置と、前記第２のステアリング装置とは、同一の車輪の転舵を行う装置であるステアリングシステム。 The steering system according to any one of claims 1 to 3, wherein the first steering device and the second steering device steer an identical wheel.
  5. 　請求項１ないし請求項４のいずれか１項に記載のステアリングシステムにおいて、前記車両情報は、車速の情報、操舵角の情報、車高の情報、実ヨーレートの情報、実横加速度の情報、アクセル指令値、およびブレーキ指令値を含むステアリングシステム。 The steering system according to any one of claims 1 to 4, wherein the vehicle information is information of vehicle speed, information of steering angle, information of vehicle height, information of actual yaw rate, information of actual lateral acceleration, accelerator Steering system including command value and brake command value.
  6. 　請求項１ないし請求項３のいずれか１項に記載のステアリングシステムにおいて、前記第１のステアリング装置と、前記第２のステアリング装置とは、互いに異なる車輪を転舵させる装置であるステアリングシステム。 The steering system according to any one of claims 1 to 3, wherein the first steering device and the second steering device steer different wheels.
  7. 　請求項６に記載のステアリングシステムにおいて、前記車両情報は、車速の情報、車高の情報、実ヨーレートの情報、実横加速度の情報、アクセル指令値、およびブレーキ指令値を含むステアリングシステム。 The steering system according to claim 6, wherein the vehicle information includes vehicle speed information, vehicle height information, actual yaw rate information, actual lateral acceleration information, an accelerator command value, and a brake command value.
  8. 　請求項１ないし請求項３のいずれか１項に記載のステアリングシステムにおいて、前記第２のステアリング装置を２つ備え、一方の前記第２のステアリング装置は前記第１のステアリング装置とは同一の車輪の転舵を行い、他方の前記第２のステアリング装置は前記第１のステアリングシステムとは互いに異なる車輪の転舵を行うステアリングシステム。 The steering system according to any one of claims 1 to 3, comprising two of the second steering devices, one of the second steering devices being the same wheel as the first steering device And a steering system for steering the other wheels different from the first steering system.
PCT/JP2018/033977 2017-09-22 2018-09-13 Steering system WO2019059086A1 (en)

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