CN101434258B - Power-assisted steering control system - Google Patents
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Abstract
The invention relates to a dynamic assistant steering control system, comprising a driving module, a processing module and a state sensing module; wherein, the driving module can drive a steering wheel; the state sensing module can sense the driving state parameters of automobile speed, wheel speed and steering wheel turning angles, etc., which are transmitted to the processing module controlling the driving module according to the different driving states so as to lead the driving module to assist the steering of the steering wheel in proper time and lead a driver to operate the steering wheel smoothly.
Description
Technical Field
The invention relates to an auxiliary steering control system, in particular to a control system which can assist the steering of an automobile and lead a driver to obtain auxiliary steering or stabilize a steering wheel under various driving conditions.
Background
The steering wheel with power assistance can effectively reduce the force application burden of a driver during driving and steering, so the power steering wheel is originally equipped for each automobile. There are many types of electric power assisted steering systems (power steering wheels), and the performance and characteristics of the electric power assisted steering systems are slightly different, but the applied principles and effects are different. Generally, the conventional electric power assisted steering system only uses the vehicle speed and the output torque of the driver as the basis of the motor output, and does not perform correction control on the changes of the steering angle, the steering angular velocity and the steering angular acceleration, thereby causing heavy operation feeling of the driver under certain conditions. For example, taiwan patent publication No. 200307617, entitled "vehicle steering device", only aims at the control logic of damping, friction, inertia, etc. as the output basis of the auxiliary steering motor, and the driver still has a poor operation feeling under certain specific operation conditions. In summary, although the vehicle steering control device or the conventional electric power assisted steering system can achieve a certain steering assistance performance, the following disadvantages still exist:
1. the imperfection of the input detection signal for the auxiliary steering compensation results in poor operation feeling under certain operation conditions.
2. The function of the compensation operation logic and the detection signal itself is limited, so that the current electric auxiliary steering system cannot perform the feedback of the steering assistance according to the road surface state or the driving state, and the system cannot provide the steering assistance and the aligning function of the driver under certain driving states, such as passing through a concave part, passing through a convex part, tire burst, and the like.
Disclosure of Invention
In order to solve the above-mentioned problem that the driver still feels heavy feeling when operating the steering wheel in a specific state and cannot provide feedback compensation according to the driving condition because the compensation judgment logic of the electric power assisted steering system is not perfect, the present invention provides a power assisted steering control system, which comprises:
the driving module is connected with a steering wheel of an automobile and outputs a specific torque at a specific moment to assist the steering wheel to rotate;
a processing module electrically connected to the driving module and outputting a gain control to the driving module according to a driving state and a steering wheel rotation state, so that the driving module can assist the steering wheel to rotate;
a current sensor, the input end of which is electrically connected with the driving module, reads the working current of the driving module and transmits the working current signal to the processing module; and
the vehicle condition sensing module senses the rotation torque of the steering wheel, the rotation angle of the steering wheel, the driving speed, the braking command and the four-wheel speed, and the output end of the vehicle condition sensing module is electrically connected with the processing module and transmits the sensed signals to the processing module;
wherein, the processing module executes the operation results of a steering wheel angular acceleration operation unit, a steering wheel angular velocity operation unit, a reaction force operation unit, a basic auxiliary control logic, a correction compensation control logic, a damping compensation control logic, an inertia compensation control logic, an impact compensation control logic and a tire burst compensation control logic according to the signals transmitted by the vehicle condition sensing module and the current sensor, and then sends the operation results to a motor control operation unit to execute summation operation, and outputs the gain to the driving module to assist the steering wheel to rotate;
wherein, the vehicle condition sensing module comprises:
a steering wheel torque sensor, the output end of which is electrically connected with the processing module, and which senses the torque generated by the rotation of the steering wheel and transmits the torque signal to the processing module;
the output end of the vehicle speed sensor is electrically connected with the processing module, and the vehicle speed sensor senses the driving speed of the vehicle and transmits a driving speed signal to the processing module;
a steering wheel corner sensor, the output end of which is electrically connected with the processing module, and which senses the corner of the steering wheel and transmits the corner signal to the processing module;
the output end of the brake command sensor is electrically connected with the processing module, and the brake command sensor senses the brake command of the automobile and transmits the brake command to the processing module; and
a four-wheel speed sensor, the output end of which is electrically connected with the processing module, and which senses the rotating wheel speed of each wheel of the automobile and transmits the rotating wheel speed to the processing module;
the driving module comprises a motor driver and a motor, the input end of the motor driver is electrically connected with the processing module, the output end of the motor driver is electrically connected with the motor, and the motor can drive the steering wheel, wherein after the processing module operates according to the output signals of the vehicle condition sensing module and the current sensor, the gain is output to the motor driver, so that the motor driver drives the motor to assist the steering wheel to rotate.
Therefore, the processing module can execute various compensation operation logics, the input parameters and the operation conditions of each compensation operation logic are different, and even if the automobile is subjected to different conditions during running, the driving module can control the steering wheel by proper torque, so that the problems of uncomfortable operation and dangerous operation of a driver are reduced.
Drawings
FIG. 1 is a block diagram of a preferred embodiment of the present invention.
FIG. 2 is a block diagram of the logic that can be executed by a processing module according to the preferred embodiment of the invention.
FIG. 3 is a graph of steering wheel torque and gain for a basic auxiliary control logic according to the preferred embodiment of the present invention.
FIG. 4 is a graph of vehicle speed versus gain for the basic assist control logic in accordance with the preferred embodiment of the present invention.
FIG. 5 is a diagram illustrating the relationship between the angular acceleration of a steering wheel and the gain of a calibration compensation control logic according to a preferred embodiment of the present invention.
FIG. 6 is a graph of steering wheel angle versus gain for the return compensation control logic in accordance with the preferred embodiment of the present invention.
FIG. 7 is a graph of vehicle speed versus gain for the return compensation control logic in accordance with a preferred embodiment of the present invention.
FIG. 8 is a graph of steering wheel angle versus gain for a damping compensation control logic in accordance with a preferred embodiment of the present invention.
FIG. 9 is a graph of vehicle speed versus gain for the damping compensation control logic in accordance with the preferred embodiment of the present invention.
FIG. 10 is a graph of vehicle speed versus gain for an inertia compensation control logic in accordance with a preferred embodiment of the present invention.
FIG. 11 is a graph of steering wheel angle versus gain for the inertia compensation control logic in accordance with a preferred embodiment of the present invention.
FIG. 12 is a graph of steering wheel angular velocity versus gain for shock compensation and flat tire compensation control logic in accordance with a preferred embodiment of the present invention.
FIG. 13 is a schematic diagram illustrating the reaction force and the speed change of a vehicle when the vehicle passes through a bump or a depression on a road surface according to a preferred embodiment of the present invention.
FIG. 14 is a graph of steering wheel angular acceleration versus gain for the shock compensation and flat tire compensation control logic in accordance with a preferred embodiment of the present invention.
FIG. 15 is a schematic diagram showing the change of wheel speed, vehicle speed and a reaction force of a vehicle with a flat tire or a quick leakage of tire pressure according to the preferred embodiment of the present invention.
[ description of main reference symbols ]
(10) Processing module
(20) Vehicle condition sensing module
(22) Steering wheel torque sensor
(24) Vehicle speed sensor
(26) Steering wheel corner sensor
(28) Brake command sensor
(29) Four-wheel speed sensor
(30) Driving module
(32) Motor driver
(34) Motor with a stator having a stator core
(40) Current sensor
Detailed Description
Referring to fig. 1, a Power assisted Steering (Electric Power Steering) control system according to a preferred embodiment of the present invention includes a processing module 10, a condition sensing module 20, a driving module 30 and a current sensor 40, wherein an output terminal of the condition sensing module 20 is connected to the processing module 10, an input terminal of the driving module 30 is connected to the processing module 10, and an input terminal and an output terminal of the current sensor 40 are respectively connected to the driving module 30 and the processing module 10.
Referring to fig. 2, the processing module 10 can control the driving module 30 according to different driving and steering wheel rotation states, which can be a driving control computer of an automobile or an electronic module connected to the driving control computer; the driving and steering wheel rotation state includes driving state parameters related to the rotation of the steering wheel, such as a driving speed, a braking command, a steering wheel torque, a steering wheel rotation angle, and wheel speeds of four wheels. The processing module 10 of the preferred embodiment is a driving control computer with a steering wheel power auxiliary function, which receives the output signals of the vehicle condition sensing module 20 and the current sensor 40, and executes the operations of a steering wheel angular acceleration operation unit, a steering wheel angular velocity operation unit, a reaction force operation unit, a basic auxiliary control logic, a correction compensation control logic, a damping compensation control logic, an inertia compensation control logic, an impact compensation control logic and a tire burst compensation control logic according to the received signals, and then sends the operation results to a motor control operation unit to execute an addition operation to generate an output gain, and the output gain is transmitted to the driving module 30.
The vehicle condition sensing module 20 comprises a steering wheel torque sensor 22, a vehicle speed sensor 24, a steering wheel rotation angle sensor 26, a brake command sensor 28 and a four-wheel speed sensor 29, the output ends of which are respectively connected with the processing module 10; wherein the steering wheel torque sensor 22, the vehicle speed sensor 24, the steering wheel angle sensor 26, the brake command sensor 28 and the four wheel speed sensor 29 respectively sense the torque when the steering wheel of the vehicle is rotated, the vehicle running speed, the rotation angle of the steering wheel, whether the brake is triggered and the respective speeds of the four wheels of the vehicle. The vehicle speed sensor 24 may be an electronic sensor for detecting the driving speed of the vehicle, or may be a vehicle speed result obtained by a conventional estimation method, such as calculation using wheel speed and rotational speed of an output shaft of a transmission.
The driving module 30 comprises a motor driver 32 and a motor 34, wherein an input end of the motor driver 32 is electrically connected to the processing module 10, and an input end of the motor 34 is connected to the motor driver 32, wherein the motor 34 is connected to a steering wheel of an automobile, and can give a specific torque to the steering wheel to assist the rotation of the steering wheel. Thus, the processing module 10 can adjust the output to the motor driver 32 based on the driving and steering wheel rotation status, and can further adjust the auxiliary output provided by the motor 34 to the steering of the steering wheel.
The input terminal of the current sensor 40 is electrically connected to the motor 34, and senses the operating current of the motor 34 and transmits the sensing result to the processing module 10. The operating current of the motor 34 is related to the rotation state of the steering wheel, so that the processing module 10 can obtain the real-time operating states of the motor 34 and the steering wheel according to the operating current, and thus, when the steering wheel or the motor 34 changes operating states due to sudden situations (such as tire burst, impact … …, etc.) during the running of the vehicle, the operating current slightly changes, so that the processing module 10 can adjust the output to the driving module 30 in real time, thereby further stabilizing the running state of the vehicle.
To further explain the relationship between the processing module 10 receiving the signals from the vehicle condition sensing module 20 and the current sensor 40 and sending the signals to the driving module 30, and the functions of the processing module 10, such as the angular acceleration computing unit of the steering wheel, the angular velocity computing unit of the steering wheel, the reaction force computing unit, the basic auxiliary control logic, the correction compensation control logic, the damping compensation control logic, the inertia compensation control logic, the impact compensation control logic, and the tire burst compensation control logic, please refer to fig. 3-15, in which:
the basic auxiliary control logic is operated by the processing module 10 to convert the detected output signal into a Gain (Gain) according to the output signals of the steering wheel torque sensor 22 and the vehicle speed sensor 24 via different nonlinear conversion relationships. The relationship between the gain and the output signals of the steering wheel torque sensor 22 and the vehicle speed sensor 24 in the preferred embodiment is shown in fig. 3 and 4, respectively.
The correction compensation control logic is that after the processing module 10 executes the steering wheel angular acceleration computing unit according to the output signal of the steering wheel angle sensor 26, the processing module 10 further performs computation in accordance with the steering wheel angle, torque and vehicle speed to send the computation result to the motor control computing unit 30. The correction compensation control logic operation aims to assist a driver to correct the driving dynamics of the automobile to the straight driving and improve the stability of the automobile body in the correction process. Wherein, the torque of the steering wheel and the vehicle speed are used as the basis for activating the correction compensation control logic, and when the torque and the vehicle speed satisfy the following formulas (1) and (2), the processing module 1
0 then performs the return to positive compensation control logic operation.
Tdriner＜Tre(1)
Vvehicle＜Vre(2)
Wherein,
Tdriveris steering wheel torque;
Trea torque threshold value activated for the return compensation control logic;
Vvehicleis the vehicle speed;
Vrethe vehicle speed threshold activated for the back-off compensation control logic.
The relationship between the gain after the correction compensation control logic operation and the angular acceleration, the steering angle and the vehicle speed of the steering wheel is shown in fig. 5, 6 and 7, respectively.
And the steering wheel angular acceleration is calculated as follows:
wherein,
theta is a steering wheel angle;
t is sampling time;
k is a time step;
in fig. 5, the horizontal axis represents angular acceleration of the steering wheel, and the vertical axis represents gain, wherein quadrants 1 and 2 represent reverse rotation (the steering wheel rotates counterclockwise) and quadrants 3 and 4 represent forward rotation, for example.
The damping compensation control logic is that the processing module 10 obtains the angular velocity of the steering wheel by the conversion of the steering wheel angular velocity computing unit according to the output signal of the steering wheel angle sensor 26, and then forms the gain by matching with the output signals of the steering wheel torque sensor 22, the vehicle speed sensor 24 and the steering wheel angle sensor 26. When the vehicle speed and the torque force respectively satisfy the following formulas (4) and (5), the damping compensation control logic operation is executed to generate a gain:
Tdriver＜Tda (4)
Vvehicle＞Vda (5)
wherein,
Tdaa torque threshold value activated for damping compensation control logic;
Vdaa vehicle speed threshold value activated for the damping compensation control logic.
The angular velocity of the steering wheel of the damping compensation control logic can be found by equation (6):
Θ(k-1)＝(Θ(k)-Θ(k-1)/T (6)
wherein,
Θ is the steering wheel angular velocity;
theta is the steering wheel angle;
t is sampling time;
k is the time step.
As shown in FIG. 8, the negative gain of the damping compensation control logic increases non-linearly as the steering wheel angle increases, the damping compensation control logic being activated at a time when the vehicle speed is greater than its set value (V)da) And the steering wheel torque force value is less than its set value (T)da) Then, the operation and control of the damping compensation control logic are performed.
In the inertia compensation control logic, it compensates the problem of heavy hand feeling generated when the driver rotates the steering wheel faster, because the traditional inertia compensation logic only adjusts the output gain value of inertia compensation according to the angular acceleration of the steering wheel, in the preferred embodiment, the input parameters used as the calculation of the inertia compensation control logic especially include the steering wheel rotation angle and the vehicle speed signal, wherein the processing module 10 forms the output gain according to the result of the steering wheel angular acceleration calculation unit and the outputs of the vehicle speed sensor 24 and the steering wheel rotation angle sensor 26, wherein the relationship between the gain and the vehicle speed and the steering wheel rotation angle is shown in fig. 10 and fig. 11 respectively.
The input signals to the shock compensation control logic include the vehicle speed sensor 24, the output of the steering wheel angle sensor 26, and the results of the steering wheel angular velocity arithmetic unit and the reaction force arithmetic unit to output the gain.
The input signals to the flat tire compensation control logic include the outputs of the steering wheel torque sensor 22, the vehicle speed sensor 24, the steering wheel angle sensor 26, the brake command sensor 28, the four wheel speed sensor 29 and the current sensor 40. The impact compensation control logic and the tire burst compensation control logic are used for integrating output signals of the sensors to judge various conditions of the automobile running on the road, so that the processing module 10 controls the driving module 30 according to different running conditions to assist a driver to effectively control the running safety and comfort of the automobile. The main purpose of impact compensation is to directly transmit impact force to a steering wheel when a tire is disturbed due to the protrusion or the depression of a road surface when an automobile runs on the road, so that the automobile is steered by mistake or a driver feels uncomfortable; the impact compensation is mainly performed when the vehicle runs at a low speed, and the working conditions are shown in formulas (7) and (8):
Vvehicle≤V1 (7)
|(TR(k)-TR(k-1))/t|≥I(8)
wherein,
Vvehicleis the vehicle speed;
V1a critical set value of the vehicle speed;
TRa reaction force applied to a steering column of the steering wheel for a road surface;
i is a critical set value of the time-varying rate of the steering column reaction force;
t is the sampling time;
k is a time step;
wherein when the vehicle speed (V)vehicle) Below a critical set point (V)1) Time (as shown in equation (7)), reaction force (T) of a steering column of the steering wheel by a road surfaceR) And when the time-varying rate thereof satisfies the formula (8), the impact compensation control logic performs operation with reference to the relationship of fig. 12 and outputs a gain; for example, fig. 13 shows the reaction force (T) when the left tire meets the bump or the dent of the road surface when the simulated automobile of the preferred embodiment runs on the roadR) With vehicle speed (V)vehicle) A change situation of (2). Wherein the reaction force (T)R) The reaction force computing unit calculates the torque of the steering wheel, the angular acceleration of the steering wheel, and the assist torque, wherein the assist torque can be calculated from the signal of the current sensor. The following formula (9):
wherein,
Tdriveris the torque of the steering wheel;
Tassistassist torque output for motor 34;
j is the rotational inertia of the steering column;
In addition, the tire burst compensation control logic is mainly intended to solve the problems caused by the conditions that the automobile has abnormal running dynamic changes due to the rapid leakage of the air pressure of the automobile tire when the automobile runs at a high speed, and the driver quickly operates the steering wheel due to scaring.
The flat tire compensation control logic first determines the reaction force TRWhether the foregoing formula (10) and the following formula (11) are satisfied:
Vvehicle≥V2 (10)
wherein, V2A vehicle speed critical set value of a tire burst compensation control logic; if both equations (10) and (11) are satisfied, the wheel speed of each tire is compared with the vehicle speed as shown in the following equation (12):
Vvehicle-Vwheel，i＞F，i＝1，2，3，4 (12)
wherein,
Vwheel，ithe wheel speed for a particular tire;
f is a critical set value of the difference between the vehicle speed and the wheel speed of the specific tire;
alternatively, the average of the four wheel speeds can be compared to each wheel speed as shown in equation (13):
max(ave(Vwheel)-Vwheel，i)＞G，i＝1，2，3，4 (13)
wherein,
ave(Vwheel) Is the average wheel speed of the four tires;
g is a critical set value of wheel speed difference;
if the formula (12) or the formula (13) is satisfied, the processing module 10 determines that the vehicle has a tire burst, and the vehicle condition sensing module 20 and the current sensor 40 detect signals of vehicle speed, brake command, steering wheel angle, motor operating current, four wheel speed, etc. in real time, and perform a tire burst compensation control logic operation (as shown in fig. 14), so as to generate a gain to be transmitted to the motor control operation unit, and output and control the driving module, so as to compensate and prevent the driver from swiftly and excessively rotating the steering wheel due to the tire burst. As shown in fig. 15, it is the change of the four wheel speed, the vehicle speed and the reaction force when a vehicle is blown out or the air pressure is rapidly leaked.
Claims (7)
1. A power-assisted steering control system, comprising:
the driving module is connected with a steering wheel of an automobile and outputs a specific torque at a specific moment to assist the steering wheel to rotate;
a processing module electrically connected to the driving module and outputting a gain control to the driving module according to a driving state and a steering wheel rotation state, so that the driving module can assist the steering wheel to rotate;
a current sensor, the input end of which is electrically connected with the driving module, reads the working current of the driving module and transmits the working current signal to the processing module; and
a condition sensing module, comprising:
a steering wheel torque sensor, the output end of which is electrically connected with the processing module, and which senses the torque generated by the rotation of the steering wheel and transmits the torque signal to the processing module;
the output end of the vehicle speed sensor is electrically connected with the processing module, and the vehicle speed sensor senses the driving speed of the vehicle and transmits a driving speed signal to the processing module;
a steering wheel corner sensor, the output end of which is electrically connected with the processing module, and which senses the corner of the steering wheel and transmits the corner signal to the processing module;
the output end of the brake command sensor is electrically connected with the processing module, and the brake command sensor senses the brake command of the automobile and transmits the brake command to the processing module; and
a four-wheel speed sensor, the output end of which is electrically connected with the processing module, and which senses the rotating wheel speed of each wheel of the automobile and transmits the rotating wheel speed to the processing module;
wherein, the processing module executes the operation results of a steering wheel angular acceleration operation unit, a steering wheel angular velocity operation unit, a reaction force operation unit, a basic auxiliary control logic, a correction compensation control logic, a damping compensation control logic, an inertia compensation control logic, an impact compensation control logic and a tire burst compensation control logic according to the signals transmitted by the vehicle condition sensing module and the current sensor, and then sends the operation results to a motor control operation unit to execute summation operation, and outputs the gain to the driving module to assist the steering wheel to rotate, wherein:
the impact compensation logic is that when the driving speed is lower than a critical set value of the driving speed and the time-varying rate of the reaction force is greater than a set value, the processing module receives the output and the result of the driving speed sensor, the steering wheel angle sensor, the steering wheel angular speed arithmetic unit and the reaction force arithmetic unit, and changes the gain; the steering wheel angular velocity is non-linearly proportional to the negative of the gain.
2. The power assisted steering control system of claim 1, wherein the driving module comprises a motor driver and a motor, the input terminal of the motor driver is electrically connected to the processing module, the output terminal of the motor driver is electrically connected to the motor, and the motor can drive the steering wheel, wherein when the processing module operates according to the output signals of the vehicle condition sensing module and the current sensor, the gain is outputted to the motor driver, so that the motor driver drives the motor to assist the steering wheel to rotate.
3. The power-assisted steering control system according to claim 1 or 2,
the steering wheel angular acceleration computing unit computes the angular acceleration of the steering wheel rotation according to the output of the steering wheel angle sensor;
the steering wheel angular velocity operation unit calculates the angular velocity of the steering wheel rotation according to the output of the steering wheel angle sensor; and
the reaction force calculation unit calculates the reaction force of the steering wheel when the automobile runs and encounters tire burst, rapid leakage of tire pressure, passing through a bulge or a depression according to the result of the steering wheel angular acceleration calculation unit and the outputs of the steering wheel torque sensor and the current sensor.
4. The power-assisted steering control system according to claim 3,
the basic auxiliary control logic calculates the gain according to the outputs of the steering wheel torque sensor and the vehicle speed sensor, wherein the steering wheel torque is in nonlinear proportion to the gain; and
the driving speed of the basic auxiliary control logic is in non-linear inverse proportion to the gain.
5. The power-assisted steering control system according to claim 3,
the correction compensation control logic is that the processing module outputs the gain according to the output and result of the steering wheel torque sensor, the vehicle speed sensor, the steering wheel angle sensor and the direction angle acceleration computing unit after judging that the torque is lower than a torque critical set value and whether the driving speed is lower than a driving speed critical set value; wherein the gain is in non-linear inverse proportion to the absolute value of the angular acceleration; the steering wheel angle is in nonlinear direct proportion to the negative number of the gain; the driving speed is in nonlinear inverse proportion to the negative number of the gain;
the damping compensation control logic changes the gain after calculation according to the output and result of the steering wheel torque sensor, the vehicle speed sensor, the steering wheel angle sensor and the steering wheel angular speed calculation unit; wherein the steering wheel angle is in nonlinear direct proportion to the negative of the gain; when the running speed exceeds a critical running speed set value, the negative number of the gain is in nonlinear direct proportion to the running speed;
the inertia compensation control logic is that the processing module changes the gain after calculating according to the output and result of the vehicle speed sensor, the steering wheel angle sensor and the steering wheel angular acceleration calculating unit; wherein, the gain is in nonlinear proportion to the driving speed; the gain is non-linearly proportional to the steering wheel angle; and
the tyre burst compensation control logic is that when the driving speed is higher than a critical set value of the driving speed and the time-varying rate of the reaction force is higher than a set value, the processing module receives the output and the result of the speed sensor, the steering wheel angle sensor, the brake command sensor, the four-wheel speed sensor, the steering wheel angular acceleration computing unit and the reaction force computing unit, and changes the gain; wherein the steering wheel angular acceleration is non-linearly proportional to the negative of the gain.
6. The power-assisted steering control system according to claim 5, wherein the flat tire compensation control logic discriminates a flat tire by comparing a difference between a vehicle speed and a wheel speed of each wheel to change the gain and the specific torque.
7. The power-assisted steering control system of claim 5, wherein the flat tire compensation control logic compares the difference between the average wheel speed of all wheels and the wheel speed of each wheel to identify a flat tire to change the gain and the specific torque.
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| CN102303490A (en) * | 2011-06-28 | 2012-01-04 | 广西工学院 | Automobile tire burst prevention controller on basis of electrical power steering |
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