JP2000043749A - Steering controller and steering apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a steering controller capable of securing a steering control function even when a failure occurs, and a steering apparatus. SOLUTION: The close loop/open loop controller of a steering controller 100 is composed of two substantially identical sub-systems I and II connected to each other so as to be mutually switched. The sub-systems I and II are provided with servo motors 51 and 52 for driving a control rack steering portion 10, reduction transmissions 41 and 42 for adjusting rotational speeds transmitted from the servo motors 51 and 52 to the control rack steering portion 10, and process control calculators 81 and 82 for supplying steering signals through current controllers 71 and 72 and output last stages 61 and 62 to the servo motors 51 and 52. Steering angles outputted from the reduction transmissions 41 and 42 are superposed by a superposing transmission 3, and then supplied to the control rack steering portion 10. When a failure occurs steering is performed by any one of the sub-systems I and II.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

TECHNICAL FIELD The present invention relates to a steering control (operation).
Devices and steering systems, in particular having an electronic closed-loop / open-loop controller for generating steering signals for an electric servomotor, via a deceleration transmission to the steering column assembly of the axle on which the servomotor is steered. Operative, in which case the closed-loop / open-loop controller has a process control computer for supplying operating signals to the servomotor via a current controller and an output final stage, especially for using steer-by-wire in motor vehicles The present invention relates to a steering control device and a steering device.

[0002]

2. Description of the Related Art Conventionally, as this type of steering control device,
For example, German Offenlegungsschrift DE 195 40 956
Known from the issue. In a vehicle having a steer-by-wire system in which there is no mechanical connection between the steering wheel and the steering transmission, even if the steering control device fails, the failure can be tolerated. Care must be taken to be able to do so. In the conventional steering system, when the auxiliary power steering device or the automatic steering device fails, the function of the additional device, the auxiliary power steering device or the automatic steering device, is stopped (turned off). In this case, the driver of the vehicle mechanically controls the wheels to be steered by the steering column (mechanical regression plane).

[0003]

However, in the conventional steering control device, when the steering control device fails, the driver must directly steer the wheels without any assistance force.
There is a problem that the load on the driver increases.

[0004] When the steering control device breaks down, the steering characteristics change significantly. For this reason, if the steering control device breaks down while the vehicle is traveling, it becomes difficult for the driver to control the wheels, and there is a problem that the traveling safety of the vehicle is reduced.

The present invention has been made in view of the above-mentioned problems of the prior art, and an object of the present invention is to provide a steering control device having a structure and design having fault-tolerant characteristics, that is, when a fault occurs. It is an object of the present invention to provide a new and improved steering control device and steering device, in which the steering control device remains fully operable, especially suitable for steer-by-wire steering devices.

[0006]

According to a first aspect of the present invention, there is provided an electric motor for driving a steering column assembly of an axle, according to a first aspect of the present invention. 51, 52) and an electric motor (5
Transmissions (41, 42) for adjusting the number of revolutions transmitted from (1, 52) to the steering column assembly
And current controllers (71, 7) to the electric motors (51, 52).
2) and a closed loop control unit (81, 82) for supplying a steering signal via the final output stage (61, 62).
In a steering control device having an open loop control device, the closed loop / open loop control device is configured substantially identically,
Each of the subsystems (I, II) is divided into two or more subsystems (I, II) that are switchably connected to each other.
A transmission (3) is interposed between each of the transmissions (41, 42) and the steering column assembly.
A steering control device is provided in which the steering angles output from the transmissions (41, 42) are superimposed and the superimposed steering angles can be supplied to a steering column assembly.

According to the present invention, a transmission (deceleration transmission) and an electric motor (servo motor)
A closed-loop / open-loop control device having the following functions to generate respective operating signals for the associated electric motor:
It is divided into two or more functionally substantially similar subsystems. Further, the two steering angles adjusted by each electric motor via the respective transmission are superimposed by a common superimposed transmission connected to the driven side of the transmission, and the resulting steering angle is supplied to the steering column assembly. Is done. Because of this, the subsystems are configured such that they have fault tolerance and are functionally connected to each other, so that this fault-tolerant steering control device can be used, for example, in conventional control rack steering.
Also, in the case of the conventional steering tie rod steering, it can be used for steer-by-wire use in the automobile. In this case, the pinion of the steering control device according to the present invention can be applied to the position where the pinion of the steering tube operates, for example, in the case of conventional control rack steering. In addition, the present invention
The same applies to the case of conventional steering tie-rod steering, for example, as used when the steered wheels are independently suspended.

According to this configuration, the closed-loop / open-loop control device is composed of two or more subsystems that are configured substantially identically. Therefore, even if one of the subsystems fails, the other subsystems can control the failure. Normal steering operation can be performed. For this reason, the steering performance of the vehicle and the steering sensation experienced by the driver of the vehicle hardly change before and after the failure of the subsystem, so that the traveling safety of the vehicle can be improved.

Further, for example, the steering angle adjusted by the subsystems (I, II) is provided between each subsystem (I, II) and the superimposed transmission (3). The steering angle sensor (31,
32), and each steering angle sensor (31, 3)
Preferably, each detected steering angle signal based on each detected steering angle detected in 2) is supplied to each control arithmetic unit (81, 82). According to such a configuration, the steering operation of each subsystem can be feedback-controlled based on the detected steering angle. Therefore, it is possible to cause each subsystem to perform an accurate steering operation.

A superposition steering angle sensor (30) for detecting a superposition steering angle is provided on the driven side of the superposition transmission (3).
A superimposed steering angle signal based on the detected superimposed steering angle detected by the superimposed steering angle sensor (30) is output to each control arithmetic unit (8).
1, 82). According to such a configuration, each subsystem can be controlled based on the superimposed steering angle. For this reason, even in the case of a failure, it is possible to perform substantially the same steering control as in the normal state by the subsystem that is operating normally. Further, even when the steering operation is performed by a plurality of subsystems, the superimposed steering angle can be kept at a predetermined angle based on the detected superimposed steering angle, so that the steering characteristics of the vehicle do not change.

In order to further expand the range in which the failure of the steering control device can be tolerated, each of the steering angle sensors (31, 32) and the superimposed steering angle sensor (30) are provided, for example, as in the present invention. Are preferably configured such that the angles can be detected based on different physical measurement principles.

In order to prevent the torque from the road surface or other subunits from acting, for example,
Each transmission (41,
42) preferably comprises a self-locking transmission.

Further, in order to secure a predetermined steering operation even in the case of a failure, for example, each of the electric motors (51, 52) is independently required for steering the wheels, as in the invention according to claim 6. It is preferable that the output torque can be generated.

Also, for example, each of the output final stages (61, 62) is connected to each control arithmetic unit (8).
, 82) from each of the enable signals (EN1, EN2).
EN2), and each output final stage (6
1, 62), the control operation unit (81, 8) of each subsystem (I, II) to which each output final stage (61, 62) does not belong.
It is preferable that the enable signals (EN1, EN2) obtained from 2) be supplied preferentially. According to such a configuration, for example, even if a control arithmetic unit constituting one subsystem breaks down, the one subsystem can be operated by another control arithmetic unit. For this reason, the reliability of the steering control device can be further improved.

Also, for example, as in the present invention, the intensity of the actual current flowing through each of the electric motors (51, 52) is determined by the corresponding one of the current sensors (33, 34), each current sensor (33, 34) supplies an actual current intensity signal corresponding to each actual current intensity to each current controller (71, 72), The actual current intensity obtained from each actual current intensity signal and the current controller (71, 7)
A motor target armature voltage signal corresponding to the motor target armature voltage is generated based on the motor target current strength supplied in 2), and the motor target armature voltage signal is supplied to each output final stage (61, 62). Is preferred. With this configuration, the controllability of each electric motor can be improved, and each electric motor can be accurately controlled according to the control command.

Further, in order to further expand the fault tolerance range, each of the current sensors (33, 34) can detect a current based on a different physical measurement principle, as in the ninth aspect of the present invention. It is preferable to configure.

Further, for example, the motor target current intensity is set to the value of each subsystem (I, I) to which each current controller (71, 72) belongs during normal driving.
From the control computing units (81, 82) of the other subsystems (I, II) to which the current controllers (71, 72) do not belong during emergency driving, respectively. It is preferable to selectively supply each of the current controllers (71, 72). With such a configuration, for example, even if a control operation unit configuring one sub-unit fails, the one sub-unit can be operated by another control operation unit.

Further, for example, as in the invention according to claim 11, each control arithmetic unit (81, 82) controls each detected steering angle signal, detected superimposed steering angle signal, and each actual current intensity signal. Is preferably obtained as an input amount. According to this configuration, since the detection signal from each sensor is input to each of the control arithmetic units, it is possible to cause each control arithmetic unit to perform an accurate calculation. further,
Even if one of the control arithmetic units fails, the other control arithmetic units can be reliably operated. For this reason, steering control at the time of failure can be reliably performed.

Further, in order to mutually complement each control arithmetic unit and to mutually test the function of each control arithmetic unit,
For example, as in the twelfth aspect of the present invention, it is preferable that the control arithmetic units (81, 82) are connected to each other via a data bus (35) so as to be able to communicate with each other.

In order to ensure that the mutual operation test of each control arithmetic unit is performed, each control arithmetic unit (81, 82) is connected to each control arithmetic unit (81). 81, 82) and the steering control tasks of the other control arithmetic units (81, 82) can be calculated together.

Further, in order to perform the steering control more accurately, each control arithmetic unit (81, 82) is replaced with each control arithmetic unit (81, 82).
It is preferable to obtain a signal corresponding to the target steering position from a vehicle control device connected to the vehicle.

Further, in order to drive each subsystem independently in the event of a fault and further expand the fault tolerance, each of the subsystems (I, II) has its own configuration. Current supply unit (91, 9
It is preferable to include the above 2).

In order to reduce the size and weight of each subsystem, each transmission (41, 42) may be entirely or partially superimposed on the transmission (3). ) Is preferably integrated.

According to a second aspect of the present invention, as in the seventeenth aspect of the present invention, the first, second, third, fourth and fourth aspects of the present invention are provided.
5, 6, 7, 8, 9, 10, 11, 12, 13, 14,
A steer-by-wire type steering device provided with the steering control device according to any one of claims 15 and 16, wherein the superimposed steering angle is transmitted to wheels via a steering tie rod. Is done. The invention described in any one of the first to sixteenth aspects can be applied to the steering tie rod steering according to the present invention.

Further, according to a third aspect of the present invention, as in the invention of claim 18, as in claims 1, 2, 3, 3,
4,5,6,7,8,9,10,11,12,13,1
A steer-by-wire type steering device provided with the steering control device according to any one of 4, 15 and 16, wherein the superimposed steering angle is transmitted to wheels via a control rack. Is provided. The invention described in any one of the first to sixteenth aspects can also be applied to the control rack steering according to the present invention.

Also, the superimposed transmission (3) is
For example, according to the invention as set forth in claim 19, the life and mean time between failures (MTBF) are configured to have substantially the same characteristics as those of the superimposed transmission constituting another steering system without a steering control system. Is preferred.

According to another aspect of the present invention, the steering control device may be, for example, an electric servomotor (51, 52).
An electronic closed-loop / open-loop controller for generating a steering signal for the axle, which is actuated via a deceleration transmission (41, 42) to a steering column assembly of the axle, in which case the closed-loop /
The open loop control device controls the servo motors (51, 5) via the current controllers (71, 72) and the output final stage (61, 62).
2) Process control computer (81,
82), especially for steering-by-wire use in motor vehicles, in a steering control device, a deceleration transmission (41, 42) and a servomotor (51, 5).
An electronic closed-loop / open-loop control device having two functionally identical subsystems (I, II) for generating operating signals for the associated servomotors (51, 52). ), And the two steering angles adjusted by the respective servomotors (51, 52) via the respective deceleration transmissions (41, 42) are connected to the driven side of the deceleration transmission (41, 42). The resulting steering angle is supplied to the steering column assembly, superimposed by a common superimposed transmission (3), and the two subsystems (I, II) form a fault-tolerant steering controller And may be configured to be functionally connected to each other.

Each of the subsystems (I, II) has a deceleration transmission (4) for detecting the respective angle adjusted by the subsystems (I, II).
, 42) and a common superimposed transmission (3), and has angle sensors (31, 32), and the angles generated according to the angles detected from the respective angle sensors (31, 32). The signal is sent to each process control computer (81, 8) of the two subsystems (I, II).
It may be configured to be supplied to 2).

Further, another angle sensor (30) is provided on the driven side of the superimposed transmission (3), and the signal of the angle sensor indicating the angle obtained in that case is transmitted to the two process control computers. (81, 82).

Each angle sensor (30, 31, 32)
However, you may comprise so that it may be based on a different physical measurement principle.

Further, two reduction transmissions (4
1, 42) may be formed as a self-locking transmission so that the torque supplied from one servomotor does not react to the other servomotor and vice versa.

Also, two servo motors (51, 52)
May be designed such that the servomotor can solve the steering problem completely independently.

The final output stages (61, 62) for driving the attached servo motors (51, 52) of the respective subsystems (I, II) are respectively provided with enable signals (EN1, EN2).
EN2) is obtained from the two process control computers (81, 82), and the enable signal is transmitted to the process control computers (81, 8) that do not belong to the corresponding subsystem (I, II).
2) may be configured to be prioritized.

The actual current strength flowing through each servomotor (51, 52) is determined by the attached current sensor (33, 33).
34), the current sensor supplies a signal corresponding to the actual current intensity to the current controllers (71, 72), and the current controller (71, 72) is supplied with the received actual current intensity. A signal corresponding to the motor target armature voltage may be generated based on the motor target current strength, and the signal may be supplied to the final output stage (61, 62).

Further, two current sensors (33, 34)
However, it may be configured to be based on different physical measurement principles.

Further, the target current intensity is determined by each current controller (7
1, 72), and optionally own subsystems (I, I
It may be configured to be supplied from the process control computer of I) or, in the case of emergency driving, from the process control computers of the other subsystems (II, I).

Each process control computer (81, 8)
2) As an input quantity, in addition to all the sensor signals generated by the sensors of its own subsystem, all the sensor signals of other subsystems may be obtained.

Further, two process control computers (81,
82) may be connected to each other by a fault-tolerant data bus (35) and communicate with each other to test their functions with each other.

Each process control computer (81, 8)
2) may be configured to calculate the operation task of another process control computer in addition to its own operation task.

Further, two process control computers (81,
82) is connected to a vehicle control device arranged at a higher level, and a signal corresponding to the target steering position may be obtained from the vehicle control device.

Each of the subsystems (I, II) may have a dedicated current supply unit (91, 92).

The deceleration transmission (41, 4)
2) may be configured to be completely or partially integrated in the superimposed transmission (3).

Further, the steering angle is transmitted from the superimposed transmission to the wheel to be steered through the conventional steering tie rod steering. -It may be used for a wire steering system.

Further, the steering angle is transmitted from the superimposed transmission to the wheel to be steered through the conventional control rack steering. -It may be used for a wire steering system.

In addition, the superimposed transmission (3) may be configured to have the same characteristics as the conventional vehicle steering apparatus using a steering control device having the superimposed transmission with respect to the service life, MTBF, and the like.

[0046]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a preferred embodiment in which a steering control device and a steering device according to the present invention are applied to a vehicle steering control device and a steering device will be described in detail with reference to the accompanying drawings. I do. The steering control device according to the present embodiment is applied (used) to a conventional steer-by-wire type steering device that performs control rack steering. Of course, those skilled in the art can easily apply the same structure of the steering control device to a steering device that performs conventional steering tie rod steering.

FIG. 1 is a schematic block circuit diagram showing main components of a steering control device 100 capable of tolerating a failure (failure tolerance) according to the present embodiment and its functional connections. It is.

The pinion of the steering control device (steering operation device) 100 is connected to the portion of the control rack steering section (steering column assembly) 10 where the pinion of the steering tube generally operates. It should be noted that for the (current) steering wheel with mechanical control over the steered wheels, the necessary actuators for the driver to provide the driver of the vehicle with feedback on the proper steering behavior. Is not the object of the present invention, and the description is omitted.

The steering control device 100 is divided into two subsystems I and II, which are configured substantially identically. Each of the subsystems I and II is an electric (electronic) device having a deceleration transmission (UG1, UG2) 41, 42 connected to the output side of the servomotor (M1, M2) 51, 52, respectively. It has a closed loop / open loop controller. In addition, each reduction transmission (UG
1, UG2) 41, 42 each output angle (steering angle)
It is superimposed in the superimposed transmission (UEG) 3 common to each of the subsystems I and II. A driven shaft of the superimposed transmission (UEG) 3 is connected to a control rack steering unit 1 via a superimposed steering angle sensor (angle sensor) 30.
It is connected (guided) to the 0 pinion. The angles of the subsystems I and II before being superimposed (added) by the superposition transmission (UEG) 3 are detected by the corresponding steering angle sensors (angle sensors) 31 and 32, respectively.

The structure of the superimposed transmission (UEG) 3 is assumed to have approximately the same life and MTBF (mean time between failures) as in the conventional steering column assembly and steering wheel structures. Therefore, the angle measured (detected) by the steering angle sensor 31 and the angle measured (detected) by the steering angle sensor 32 are the superimposed transmission (UEG).
3 superimposed. In this case, the steering angle sensor 31
Are measured by the elements of the subsystem I, namely, the steering angle sensor 31 and the deceleration transmission (UG).
1) 41, servo motor (M1) 51, output final stage (L
E1) An angle formed by 61, a current controller (SR1) 71, a process control computer (control arithmetic unit) (ECU1) 81, and a current supply system 91. The angles measured by the steering angle sensor 32 are elements of the subsystem II, that is, the steering angle sensor 32, the deceleration transmission (UG2) 42, the servo motor (M2) 52, the final output stage (LE2) 62, and the current controller. (SR2) 72,
A process control computer (control arithmetic unit) (ECU2) 82,
The angle formed by the current supply system 92. The superimposed steering angle (output angle) provided by the superimposed transmission (UEG) 3 is an angle generated (detected) by the common superimposed steering angle sensor 30 on the driven shaft of the superimposed transmission (UEG) 3.

All the angle sensors constituting the operation control device 100, in particular, the respective steering angle sensors 31 and 32 attached to the respective subsystems I and II are provided in order to increase the fault tolerance (error) of the system. It is based on different physical measurement principles.

That is, each of the subsystems I and II has a corresponding deceleration transmission (UG1, U
G2) 41, 42 are provided. Each of the deceleration transmissions (UG1, UG2) 41, 42 has an electric servomotor (M1, M2) 51,
The number of revolutions generated at 52 is reduced. Each of the reduction transmissions (UG1, UG2) 41, 42 is formed as a self-locking transmission, for example, a worm transmission. With such a configuration, the road surface and one servomotor (M1, M2) 51, 52
From the other servo motors (M1, M2) 5
1 and 52, the other servo motors (M1, M
2) 51 and 52 are not rotated. It is preferable that the reduction transmission (UG1) 41 and / or the reduction transmission (UG2) 42 be integrated into the superposed transmission (UEG) 3 by a structural means.

Each servo motor (M1, M2) 51, 52
From the torque side, these servo motors (M1, M
2) 51 and 52 are designed to completely solve the above-mentioned steering problem alone. With this configuration, fail-safe characteristics can be obtained.

The servo motors (M1, M2) 51, 52 of the subsystems I, II are driven by the corresponding output final stages (LE1, LE2) 61, 62, respectively. The final output stages (LE1, LE2) 61, 62 themselves obtain the respective enable signals EN1, EN2 from the two process control computers (ECU1, ECU2) 81, 82. In this case, each of the enable signals EN1 and EN2 is
Another (other) process control computer (ECU1, ECU2) 8 not belonging to each of subsystems I and II 8
Those obtained from 1,82 have priority. With this configuration, even if one of the process control computers (ECU1 and ECU2) 81 and 82 constituting each of the subsystems I and II fails, each of the output final stages (LE1,
LE2) 61 and 62 themselves can be driven. Accordingly, when one of the process control computers (ECU1) 81 or the process control computer (ECU) 82 fails, the other process control computer (ECU1) 81 or the process control computer (ECU) 82 respectively controls the servo motor (M).
1, M2) 51 and 52 can be driven.

The last stage of each output (LE1, LE2) 61, 6
2 are current controllers (SR1, SR1
2) From 71 and 72, target current intensity and actual (actual)
A signal is obtained that corresponds to the motor target armature (rotor) voltage formed by comparison with the current strength. The target current intensity for the current controller (SR1) 71 is supplied from the motor current sensor 33. Current controller (SR2) 72
Is supplied from the current sensor 34 provided in the servo motor (M2) 52.

The two current sensors 33 and 34 are configured based on different physical measurement principles. For this reason, the fault tolerance (error) of the steering control device 100 can be further increased. The current controller (SR
1) The target current intensity for 71 is directly selected by the process control computer (ECU1) 81 selectively (during normal driving).
Set or process control computer (ECU
2) It is set via the bus system 35 (at the time of emergency drive (function)) by 82. In addition, a current controller (SR2)
The target current strength for 72 is selectively set directly (during normal operation) by the process control computer (ECU 2) 82 or is set to the process control computer (ECU 1) 8.
1 is set via the bus system 35 (in case of emergency drive (function)). Each process control computer (E
CU1, ECU2) 81, 82 are process control computers belonging to the respective subsystems I, II. In addition, each process control computer (ECU1, ECU
2) Each of the angle sensors 30 and
All measured (sensor) values are supplied from 31, 32 and current sensors 33,34.

Two process control computers (ECU1, E
The CU 2) 81 and 82 communicate with each other via a data bus 35, which is not described in detail but also has a fault tolerance characteristic. In particular,
Each process control computer (ECU1, ECU2) 81, 8
2 are other process control computers (ECU1, ECU2) 81, 8 in addition to the operation tasks described above.
The two operation tasks are also tested together to calculate their function. In this way, the process control computers (ECU1, ECU2) 8
1, 82 can be monitored mutually. Two process control computers (ECU1, ECU2) 8 as input quantities
1, 82 are signals 95 corresponding to the target position (steering task)
To each process control computer (ECU1, ECU2) 81,
It is supplied from an unillustrated vehicle computer connected to the input side of 82 (located at a higher level). Note that the vehicle computer is not an object of the present invention, and thus the description is omitted.

Each of the subsystems I and II has a dedicated current supply system 91 and 92, respectively. Each of the current supply systems 91 and 92 supplies a current (voltage) to each component of each of the subsystems I and II.

With this configuration, each process control computer (ECU1, ECU2) 81, 82 and each current controller (S
R1, SR2) 71, 72, final stage of each output (LE1, L
E2) 61, 62, each servo motor (M1, M2) 5
1, 52 or each reduction transmission (UG1, U
G2) According to the drive type of 41, 42 (normal drive or emergency function in case of failure), and the process control computer (EC
U1, ECU 2) Depending on the operating strategy used, which is defined and stored in 81, 82, the two subsystems I, II solve the above-mentioned operating tasks completely independently and partly in common can do.

The process control computer (ECU 1) 8
1 is out of order, the process control computer (ECU)
2) 82 is connected to the current controller (SR) via the bus system 35.
1) It is possible to drive 71 and clear it by its enable signal EN2. For this reason, the process control computer (ECU2) 82
When the CU 1) 81 fails, the subsystem I is driven completely alone or partially in common with the subsystem II. In addition, the current controller (SR
2) 72, output last stage (LE2) 62, servo motor (M2) 52, deceleration transmission (UG2) 42
Alternatively, if the steering angle sensor 32 fails, the process control computer (ECU 2) 82
The subsystem I can be driven to fulfill the steering task.

A process control computer (ECU 2) 8
2 fails, the process control computer (ECU)
1) 81 is a current controller (SR) via the bus system 35
2) 72 can be driven, thereby clearing its enable signal EN1. For this reason, when the process control computer (ECU2) 82 breaks down, the process control computer (ECU1) 81 completely uses the subsystem II completely or partially.
And drive in common. Also, the current controller (SR1) 71 of the subsystem I, the final output stage (LE1) 61, the servo motor (M1) 51, and the reduction transmission (UG1)
If 41 fails or the steering angle sensor 31 fails, the process control calculator (ECU2) 82 can drive subsystem II in the manner described above to satisfy the steering task.

Although the preferred embodiment of the present invention has been described with reference to the accompanying drawings, the present invention is not limited to such a configuration. In the scope of the technical idea described in the claims, those skilled in the art
Various changes and modifications can be conceived, and it is understood that these changes and modifications also belong to the technical scope of the present invention.

For example, in the above-described embodiment, an example has been described in which the steering control device is composed of two subsystems. However, the present invention is not limited to this configuration, and the steering control device may be composed of three or more subsystems. , The present invention can be implemented.

[0064]

According to the present invention, even if the steering control device fails, the steering control function can be ensured.

[Brief description of the drawings]

FIG. 1 is a schematic block circuit diagram showing the main components of a fault-tolerant steering control device according to the present invention and their functional connections.

[Explanation of symbols]

 Reference Signs List 3 superimposed transmission 10 control rack steering unit 30 superimposed steering angle sensor 31, 32 steering angle sensor 33, 34 current sensor 35 bus system 41, 42 deceleration transmission 51, 52 servo motor 61, 62 output final stage 71, 72 current controller 81 , 82 Process control computer 91, 92 Current supply system 100 Steering controller I, II Subsystem EN1, EN2 Enable signal

Claims (19)

[Claims] An electric motor (51, 52) for driving a steering column assembly of an axle, and a transmission (4) for adjusting the number of revolutions transmitted from the electric motor (51, 52) to the steering column assembly.
1, 42) and a control calculator (81, 82) for supplying a steering signal to the electric motor (51, 52) via a current controller (71, 72) and a final output stage (61, 62). In a steering control device having a closed-loop / open-loop control device comprising: the closed-loop / open-loop control device is substantially identical and is switchably connected to each other.
A superposed transmission (3) is interposed between the transmissions (41, 42) of each of the subsystems (I, II) and the steering column assembly. Done;
The superimposed transmission (3) is configured to superimpose each steering angle output from each of the transmissions (41, 42) and to supply the superimposed steering angle to the steering column assembly. Steering control device. 2. A steering angle sensor (31, 2) for detecting a steering angle adjusted by the subsystems (I, II) between each of the subsystems (I, II) and the superposed transmission (3). 32) are respectively arranged;
Each detected steering angle signal based on each detected steering angle detected by each of the steering angle sensors (31, 32) is supplied to each of the control calculators (81, 82).
The steering control device according to claim 1. 3. A superposition steering angle sensor (30) for detecting the superposition steering angle is provided on a driven side of the superposition transmission (3);
The steering according to claim 1, wherein a superimposed steering angle signal based on the detected superimposed steering angle detected in (0) is supplied to each of the control calculators (81, 82). Control device. 4. The steering angle sensors (31, 32) and the superimposed steering angle sensor (30) are configured to be capable of detecting angles based on different physical measurement principles. The steering control device according to claim 3. 5. The transmission (41, 4).
The steering control device according to any one of claims 1, 2, 3, and 4, wherein 2) comprises a self-locking type transmission. 6. An electric motor according to claim 1, wherein each of said electric motors is capable of independently generating an output torque required for steering said wheels.
The steering control device according to any one of 3, 4, and 5. 7. Each of the output final stages (61, 62) is configured to obtain each enable signal (EN1, EN2) from each of the control arithmetic units (81, 82); In the stage (61, 62), the enable signal (EN1, EN1) obtained from the control operation unit (81, 82) of each of the subsystems (I, II) to which the output final stage (61, 62) does not belong. EN2) is supplied preferentially.
7. The steering control device according to any one of 5 or 6. 8. The actual current intensity flowing through each of the electric motors (51, 52) can be detected by each current sensor (33, 34) corresponding to each of the electric motors (51, 52); The current sensors (33, 34) supply respective actual current intensity signals corresponding to the respective actual current intensity to the respective current controllers (71, 72);
2) a motor corresponding to a motor target armature voltage based on the actual current intensity obtained from each of the actual current intensity signals and the motor target current intensity supplied to the current controllers (71, 72); 7. A target armature voltage signal is generated, said motor target armature voltage signal being provided to each of said output final stages (61, 62). 8. The steering control device according to claim 7. 9. The steering control device according to claim 8, wherein each of the current sensors is configured to detect a current based on a different physical measurement principle. 10. The control computing unit (81, 8) of each of the subsystems (I, II) to which the current controller (71, 72) belongs during normal driving.
From 2), the current controllers (71, 7
2) is selectively supplied to each of the current controllers (71, 72) from the control operation units (81, 82) of the respective subsystems (I, II) to which the sub-systems do not belong. 10. The steering control device according to claim 8, wherein: 11. Each of the control computing units (81, 82)
2. The apparatus according to claim 1, wherein each of the detected steering angle signals, the detected superimposed steering angle signal, and the actual current intensity signal is obtained as an input amount.
The steering control device according to any one of 2, 3, 4, 5, 6, 7, 8, 9, and 10. 12. Each of the control computing units (81, 82) includes:
4. The data bus according to claim 1, wherein said data bus is communicably connected to each other.
The steering control device according to any one of 7, 8, 9, 10, and 11. 13. The control arithmetic units (81, 82)
The steering control task of each of the control calculators (81, 82) itself and the steering control task of the other control calculators (81, 82) can be calculated together. The steering control device according to claim 11. 14. Each of the control arithmetic units (81, 82)
5. A vehicle control device connected to each of the control computing units (81, 82), wherein a signal corresponding to a target steering position is obtained.
The steering control device according to any one of 5, 6, 7, 8, 9, 10, 11, 12 and 13. 15. Each of the subsystems (I, II) includes:
3. The method according to claim 1, further comprising a current supply unit.
The steering control device according to any one of 8, 9, 10, 11, 12, 13, and 14. 16. The transmission (41, 4)
2. The method according to claim 1, wherein the second transmission is entirely or partially integrated with the superimposed transmission.
2,3,4,5,6,7,8,9,10,11,12,
The steering control device according to any one of 13, 14, and 15. 17. The method of claim 1, 2, 3, 4, 5, 6, 6.
A steer-by-wire type steering device provided with a steering control device according to any one of 7, 8, 9, 10, 11, 12, 13, 14, 15, and 16, wherein the superimposed steering angle is a steering tie rod. The steering device is transmitted to the wheel via a steering wheel. 18. The method of claim 1, 2, 3, 4, 5, 6,
In a steer-by-wire steering device provided with a steering control device according to any one of 7, 8, 9, 10, 11, 12, 13, 14, 15, and 16, the superimposed steering angle is controlled by a control rack. The steering device is transmitted to the wheel via a steering wheel. 19. The superposition transmission (3)
19. The device according to claim 17, characterized in that it has substantially the same characteristics in terms of service life and mean time between failures (MTBF) as the superposed transmission constituting another steering system without said steering control system. The steering device according to claim 1.