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WO2018123473A1 - Dispositif de commande de système de direction - Google Patents

Dispositif de commande de système de direction Download PDF

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Publication number
WO2018123473A1
WO2018123473A1 PCT/JP2017/043678 JP2017043678W WO2018123473A1 WO 2018123473 A1 WO2018123473 A1 WO 2018123473A1 JP 2017043678 W JP2017043678 W JP 2017043678W WO 2018123473 A1 WO2018123473 A1 WO 2018123473A1
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WO
WIPO (PCT)
Prior art keywords
state
steering
clutch
battery
power supply
Prior art date
Application number
PCT/JP2017/043678
Other languages
English (en)
Japanese (ja)
Inventor
佐藤　慎一郎
Original Assignee
株式会社オートネットワーク技術研究所
住友電装株式会社
住友電気工業株式会社
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 株式会社オートネットワーク技術研究所, 住友電装株式会社, 住友電気工業株式会社 filed Critical 株式会社オートネットワーク技術研究所
Publication of WO2018123473A1 publication Critical patent/WO2018123473A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • 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

Definitions

  • the present invention relates to a control device for a steering system.
  • Patent Literature 1 discloses a vehicle steering apparatus including a steering unit including a steering reaction force actuator, a steering unit including a steering actuator, and a backup mechanism that connects or separates the steering unit and the steering unit. Has been.
  • the steering unit and the steering unit are mechanically separated by an electromagnetic clutch or the like (backup mechanism) when normal, and the current supply to the electromagnetic clutch is stopped and the electromagnetic clutch is connected when abnormal. State.
  • the present invention has been made based on the above-described circumstances, and an object of the present invention is to provide a steering system control device that can reduce the amount of electric power required for steering a wheel when the power supply device is not in a normal state.
  • the steering system control device of the present invention comprises: A steering wheel operated by a vehicle driver, and a clutch that switches between a transmission state and a non-transmission state in which an operation force to the steering wheel is transmitted to the wheel side of the vehicle, and the steering operation when the clutch is in the transmission state
  • a control device for controlling a steering system having a steering unit that transmits force to steer the wheel, an actuator that steers the wheel, and a power supply device that supplies power to the actuator;
  • a drive unit that drives the actuator based on an operation amount of the steering;
  • An acquisition unit for acquiring a detection value indicating at least one of an output state or a deterioration state of the power supply device; Based on the detection value acquired by the acquisition unit, the clutch is set to the non-transmission state on the condition that the state of the power supply device is a predetermined normal state, and the clutch is set when the state of the power supply device is not the normal state.
  • the control unit switches the clutch to the transmission state, so the operation force when the driver performs the steering operation is used.
  • the wheel will be steered.
  • the power supply device is not in a normal state, at least a part of the power source for turning the wheel can be used as the operation force by the driver, and the degree of dependence on the actuator can be reduced. The driving force required in the actuator is reduced.
  • the power consumption of the actuator is reduced when the wheel is steered, and a problem that may occur when the wheel is steered when the power supply device is not in a normal state (the problem that the actuator cannot be driven, The problem that sufficient electric power is not supplied to the device can be made difficult to occur.
  • FIG. 1 is a block diagram schematically illustrating the steering system according to the first embodiment.
  • FIG. 2 is a block diagram schematically illustrating the control device of FIG.
  • FIG. 3 is a flowchart showing an operation example of the battery ECU of FIG.
  • FIG. 4 is a flowchart showing an operation example of the control device of FIG.
  • FIG. 5 is an explanatory diagram for explaining a supply state of electric power to the vehicle load when the system is normal.
  • FIG. 6 is an explanatory diagram for explaining a supply state of power to the vehicle load when the system is abnormal.
  • the power supply apparatus includes a battery, the acquisition unit includes a deterioration degree acquisition unit that acquires the deterioration degree of the battery, and the control unit is in a normal state where the deterioration degree of the battery acquired by the deterioration degree acquisition unit is less than a predetermined level.
  • the clutch may be in the non-transmission state, and the deterioration degree of the battery acquired by the deterioration degree acquisition unit is equal to or higher than a predetermined level.
  • the control device of the steering system configured as described above can switch the clutch to the non-transmission state and steer the wheel by driving the actuator when the battery is in a normal state where the deterioration degree is less than a predetermined level. Therefore, in the normal state in which the deterioration does not progress, the operation burden during the steering operation can be reduced.
  • the wheels can be steered by switching the clutch to the transmission state and transmitting at least the operation force during the steering operation. Therefore, when battery deterioration progresses, power consumption can be reliably suppressed, and problems caused by large current consumption during battery deterioration can be addressed.
  • the steering system includes a steering reaction force generation unit that generates a steering reaction force, and the control unit is based on the detection value acquired by the acquisition unit and is based on the condition that the state of the power supply device is in a normal state.
  • the operation may be permitted and the operation of the steering reaction force generator may be prohibited when the operation is not normal.
  • the control device of the steering system configured as described above supplies power from the power supply device to generate the steering reaction force by prohibiting the operation of the steering reaction force generation unit when the power supply device is not in a normal state. There is no need, and the power consumption can be further reduced.
  • the drive unit is configured to prohibit driving of the actuator when the state of the power supply device is in a predetermined abnormal state based on the detection value acquired by the acquisition unit, and to drive the actuator when the state of the power supply device is not an abnormal state. There may be.
  • the control device of the steering system configured as described above can further suppress the power consumed by the actuator when the power supply device is not in a normal state.
  • the drive unit may drive the actuator while maintaining the state where the control unit switches the clutch to the transmission state.
  • the control device of the steering system configured as described above can steer the wheel by the driving force of the actuator and the operation force by the steering operation when the state of the power supply device is not normal. That is, while suppressing power consumption, mechanical power transmission during steering operation can be assisted by the power of the actuator, and the burden on the driver accompanying the steering operation can be reduced.
  • a steering system 10 shown in FIG. 1 is configured as a steer-by-wire (SBW) system, detects an operation amount in the operation of the steering wheel 20 by a driver of the vehicle, and determines the left and right front wheels T1, T2 of the vehicle based on the detected amount. It is configured as a steering system. Further, the steering system 10 is configured to transmit the operation of the steering 20 by the vehicle driver to the left and right front wheels T1, T2 via the clutch 35 when the system is abnormal.
  • SBW steer-by-wire
  • This steering system 10 includes a steering 20, a steering unit 30 that transmits the operation of the steering 20 to the left and right front wheels T1 and T2 via the clutch 35, a first motor 42 and a second motor that steer the left and right front wheels T1 and T2. 44, a control device 50 that drives the first motor 42 and the second motor 44 based on the operation amount of the steering 20, and a power supply device 60 that supplies electric power to the first motor 42 and the second motor 44. Yes.
  • the steering 20 is an operation member that is rotated by the driver, and is fixed to the upper part of the steering shaft 31.
  • the steering unit 30 includes a steering shaft 31, a steering angle sensor 32, a steering torque sensor 33, a steering reaction force motor 34, a clutch 35, a steered shaft 36, and a rack bar 37.
  • the steering angle sensor 32 detects the steering angle of the steering wheel 20 that is turned by the driver, and the steering torque sensor 33 detects the steering torque applied to the steering wheel 20.
  • the steering reaction force motor 34 is configured as a steering reaction force motor that forms a steering reaction force, and is assembled to the lower portion of the steering shaft 31.
  • the steered shaft 36 is rotatable about an axis, and meshes with rack teeth (not shown) of the rack bar 37 via a pinion gear (not shown), whereby the rack bar 37 is driven by the steered shaft 36. It is displaced in the axial direction (the left-right direction of the vehicle) in conjunction with the rotation around the axis.
  • the upper end of the steered shaft 36 is connected to the clutch 35.
  • the clutch 35 is configured as an electromagnetic clutch such as a two-way clutch or a multi-plate clutch.
  • a current is supplied to be in a non-fitted state (separated state), while current is supplied when the system is abnormal Is stopped and brought into a fitted state by a spring force or the like. For this reason, when the current supply is stopped, the steering shaft 31 and the steered shaft 36 are integrally rotated via the engaged clutch 35.
  • the rack bar 37 extends in the left-right direction of the vehicle, and left and right front wheels T1, T2 are connected to both ends thereof via a tie rod and a knuckle arm (not shown).
  • the left and right front wheels T1 and T2 are steered left and right by the axial displacement of the rack bar 37.
  • the first motor 42 and the second motor 44 function as an example of an actuator, and are configured as a steering motor provided on the outer periphery of the rack bar 37, and the rotation is converted into an axial displacement of the rack bar 37.
  • Each of the first motor 42 and the second motor 44 includes a rotation angle sensor (not shown) that detects the rotation angle of the rotation shaft.
  • the control device 50 performs overall control of the steering system 10, and acquires information related to the deterioration state of the power supply device 60 from the control unit 51 and the battery ECU 64 configured by a CPU and the like.
  • the deterioration level acquisition unit 52, a drive unit 53 that transmits drive signals to the first motor 42 and the second motor 44, a memory (not shown), a system bus, an input / output interface, and the like function as an information processing device.
  • the deterioration level acquisition unit 52 functions as an example of an acquisition unit.
  • the control device 50 can communicate information with the steering angle sensor 32, the steering torque sensor 33, the steering reaction force motor 34, the clutch 35, the first motor 42, the second motor 44, the battery ECU 64, and the like via the input / output interface. It is configured.
  • control unit 51 transmits a drive signal to the first motor 42 and the second motor 44 based on the steering angle detection value received from the steering angle sensor 32. Further, the control unit 51 functions as an example of a steering reaction force generation unit, and based on the steering torque detected by the steering torque sensor 33, the steering reaction force motor 34 is applied so as to apply the command steering reaction force torque to the steering wheel 20. A drive signal is transmitted to. In addition, the control unit 51 transmits a non-engagement command signal to the clutch 35 when the system is normal, thereby bringing the clutch 35 into a non-engaged state, and transmits a engagement command signal to the clutch 35 when the system is abnormal. Then, the clutch 35 is brought into a fitted state.
  • the power supply device 60 includes a battery 62, a battery ECU 64 that detects the state (specifically, the degree of deterioration) of the battery 62, and a generator 66 (see FIG. 5) configured as an alternator.
  • the battery 62 is configured by known in-vehicle power storage means such as an electric double layer capacitor, a lead battery, or a lithium ion battery, and is electrically connected to a power supply path via a relay or the like.
  • the battery ECU 64 detects SOH (State Of Health), which is a value for specifying the degree of deterioration of the battery 62 based on information such as the terminal voltage, the charge / discharge current, and the temperature of the battery 62, and this detection result is deteriorated.
  • SOH State Of Health
  • various known methods can be adopted as a method for detecting the SOH of the battery 62.
  • a known detection method disclosed in Japanese Patent Application Laid-Open No. 2009-214766 can be used.
  • the battery ECU 64 transmits information on the detected degree of deterioration (specifically, the detected SOH value) to the control device 50.
  • the clutch 35 is in a non-engaged state. That is, the steering system 10 is in a state where only steer-by-wire (SBW) control is performed.
  • SBW steer-by-wire
  • the control device 50 derives the actual turning angles of the left and right front wheels T1 and T2 based on the rotation angle detection value received from the rotation angle sensor, and causes the actual turning angle to follow the command turning angle.
  • the first motor 42 and the second motor 44 are driven.
  • the control device 50 drives the first motor 42 and the second motor 44 so as to apply to the steering 20 a command steering reaction torque corresponding to the steering angle of the steering wheel 20 and the steered state of the left and right front wheels T1, T2. .
  • FIG. 5 is an explanatory diagram for explaining the state of power supply to the vehicle load (the first motor 42 and the like) when the system is normal.
  • the battery 62 When such a system is normal, the battery 62 is sufficiently charged, and as shown in FIG. 5, sufficient power is supplied from the battery 62 and the generator 66 to the first motor 42, the second motor 44, the control device 50, and the other. Supplied to the load. That is, even if the power consumption by the first motor 42 and the second motor 44 is large, it is possible to sufficiently supply power to other loads.
  • the battery ECU 64 measures the terminal voltage, charge / discharge current, temperature, and the like of the battery 62 (S11).
  • the degree of deterioration of the battery 62 is detected based on the terminal voltage, charge / discharge current, temperature, etc. of the battery 62 measured in S11 (S12).
  • S12 specifically, SOH (State Of Health), which is a value for specifying the degree of deterioration, is detected.
  • SOH corresponds to an example of a detection value indicating a deterioration state of the power supply device.
  • the current SOH of the battery 62 (at the time of execution of step S12) is the current full charge capacity of the battery 62 relative to the reference full charge capacity (specifically, the initial full charge capacity of the battery 62 (for example, at the time of product shipment)). Can be represented.
  • SOH is set to “value for specifying the degree of deterioration”. For example, if SOH is 30%, the degree of deterioration corresponds to SOH 30%, and if SOH is 50%, it corresponds to SOH 50%. Degree of deterioration.
  • information on the degree of deterioration of the battery 62 (specifically, the SOH of the battery 62 detected in S12) is transmitted to the control device 50 (S13).
  • the battery ECU 64 may repeat such processing (S11 to S13) every time a predetermined time elapses, and when the predetermined time (for example, when the ignition switch is switched from the on state to the off state). For example, at the start of vehicle operation, etc.).
  • FIG. 6 is an explanatory diagram for explaining the state of power supply to the vehicle load when the system is abnormal.
  • the battery 62 is not sufficiently charged, and rapid power supply is difficult for the generator 66. Therefore, sufficient power is supplied from the battery 62 and the generator 66 to the first motor 42, the second motor 44, The control device 50 and other loads will not be supplied.
  • FIG. 6 shows an example in which power is not supplied to the second motor 44 and some other loads, and the operation stops.
  • the control device 50 operates to perform the following processing based on the abnormality signal transmitted in S13 by the battery ECU 64.
  • the control device 50 receives a signal including information related to the degree of deterioration from the battery ECU 64 (S21). Specifically, the information regarding the deterioration level is SOH (value for specifying the deterioration level) data transmitted in S13 by the battery ECU 64, and the control device 50 receives the SOH data in S21. Next, based on the information received from the battery ECU 64, it is determined whether or not the deterioration level of the battery 62 is equal to or higher than a predetermined level (S22).
  • SOH value for specifying the deterioration level
  • the case where the SOH received in S21 is equal to or smaller than a predetermined threshold corresponds to “a case where the degree of deterioration of the battery 62 is equal to or higher than a predetermined level”.
  • the case where the SOH received in S21 exceeds the predetermined threshold corresponds to “the case where the deterioration level of the battery 62 is less than the predetermined level”.
  • the predetermined threshold is set to 30%
  • the case where the SOH received in step S21 is equal to or lower than the predetermined threshold (30%) is “when the deterioration level of the battery 62 is equal to or higher than the predetermined level” in step S22. .
  • the control device 50 determines that the SOH received in step S21 is equal to or lower than a predetermined threshold (30%), that is, determines that the deterioration level of the battery 62 is equal to or higher than a predetermined level (in S22). Yes), fitting instruction information is transmitted to the clutch 35 (S23). While the control device 50 transmits fitting instruction information to the clutch 35 and gives the fitting instruction, the non-fitting operation (current supply for non-fitting) is stopped in the clutch 35, and the clutch 35 Is in a fitted state. As a result, the clutch 35 enters a power transmission state, and the operation of the steering wheel 20 is transmitted to the left and right front wheels T1, T2 of the vehicle via the clutch 35.
  • a signal for prohibiting the output of the steering reaction force is transmitted to the steering reaction force motor 34 (S24).
  • the steering reaction force motor 34 does not perform the operation of generating the steering reaction force.
  • the control device 50 receives the signal from the battery ECU 64 again (S21).
  • the left and right front wheels T1 and T2 are steered based on the power generated by the driver's steering operation while maintaining the steer-by-wire (SBW) control.
  • Steer-by-wire (SBW) control can be assisted by power based on the steering operation. Therefore, the amount of electric power required for steering the left and right front wheels T1, T2 can be reduced, and more electric power can be supplied to other loads.
  • the steering reaction motor 34 does not operate when the system is in an abnormal state, it is possible to supply larger power to the left and right front wheels T1 and T2 and other loads.
  • the control device 50 determines that the SOH received in S21 exceeds the predetermined threshold (30%), that is, the degree of deterioration of the battery 62 is predetermined.
  • disconnection instruction information non-fitting instruction information
  • the clutch 35 While the cutting instruction information (non-fitting instruction information) is transmitted from the control device 50 to the clutch 35 and the cutting instruction is given to the clutch 35, the clutch 35 is in the non-fitted state (fitted state). Is supplied, and the clutch 35 is maintained in a disconnected state (non-fitted state).
  • the clutch 35 is in a power non-transmission state, and the steering system 10 is in a state where only steer-by-wire (SBW) control is performed.
  • SBW steer-by-wire
  • a signal for permitting the steering reaction force output to the steering reaction force motor 34 is transmitted (S26).
  • steering is performed while applying a command steering reaction torque corresponding to the steering angle of the steering wheel 20 and the steered state of the left and right front wheels T1 and T2 to the steering wheel 20.
  • the control device 50 receives the signal from the battery ECU 64 again (S21), and performs the subsequent processes.
  • the control unit 51 switches the clutch 35 to the transmission state.
  • the left and right front wheels T1 and T2 are steered using.
  • the power supply device 60 is not in a normal state, at least a part of the power source for turning the left and right front wheels T1 and T2 can be used as the operating force by the driver. Since the degree of dependence on the two motors 44 can be reduced, the driving force required for the first motor 42 and the second motor 44 is reduced.
  • the power consumption of the first motor 42 and the second motor 44 is reduced, and occurs when the left and right front wheels T1 and T2 are steered when the power supply device 60 is not in a normal state.
  • the problem that the first motor 42 and the second motor 44 cannot be driven, or the problem that the first motor 42 and the second motor 44 are not supplied with sufficient power cannot be obtained. Can do.
  • the power supply device 60 includes a battery 62, the deterioration level acquisition unit 52 acquires the deterioration level of the battery 62, and the control unit 51 is normal in which the deterioration level of the battery 62 acquired by the deterioration level acquisition unit 52 is less than a predetermined level.
  • the clutch 35 is set to a non-transmission state on condition that it is in a state, and the deterioration level of the battery 62 acquired by the deterioration level acquisition unit 52 is equal to or higher than a predetermined level. ing.
  • the control device 50 configured in this way switches the clutch 35 to the non-transmission state when the deterioration level of the battery 62 is less than a predetermined level, and drives the first motor 42 and the second motor 44 to drive the left and right front wheels. T1 and T2 can be steered. Therefore, in the normal state in which the deterioration does not progress, the operation burden during the steering operation can be reduced. On the other hand, when the deterioration level of the battery 62 is a predetermined level or higher, the left and right front wheels T1, T2 are steered by switching the clutch 35 to the transmission state and transmitting at least the operation force during the steering operation. Can do. Therefore, when the battery 62 is deteriorated, the power consumption can be reliably suppressed, and the problem caused by the large current consumed when the battery is deteriorated can be dealt with.
  • the steering system 10 includes a steering reaction force motor 34 that generates a steering reaction force, and the control unit 51 is based on the detection value acquired by the deterioration level acquisition unit 52 on the condition that the state of the power supply device 60 is normal.
  • the operation of the steering reaction force motor 34 is permitted, and the operation of the steering reaction force motor 34 is prohibited when it is not in a normal state.
  • the control device 50 configured in this manner supplies power from the power supply device 60 to generate the steering reaction force by prohibiting the operation of the steering reaction force motor 34 when the power supply device 60 is not in a normal state. There is no need, and the power consumption can be further reduced.
  • the drive unit 53 When the state of the power supply device 60 acquired by the deterioration level acquisition unit 52 is not normal, the drive unit 53 maintains the state where the control unit 51 switches the clutch 35 to the transmission state, and the drive unit 53 performs the first motor 42 and the second motor. 44 is driven.
  • the control device 50 configured as described above steers the left and right front wheels T1, T2 by the driving force of the first motor 42 and the second motor 44 and the operation force by the steering operation. It can be performed. That is, while suppressing power consumption, mechanical power transmission during steering operation can be assisted by the power of the first motor 42 and the second motor 44, and the burden on the driver accompanying the steering operation can be reduced. .
  • the battery ECU 64 measures the output voltage and output current of the battery 62, and uses the output state of the battery 62, for example, an index value of the remaining charge.
  • a certain SOC State Of Charge
  • the SOC can be detected by a known detection method disclosed in, for example, Japanese Patent Application Laid-Open No. 2009-214766, and may be detected by other known methods.
  • the SOC corresponds to an example of a detection value indicating the output state of the power supply device.
  • the battery ECU 64 detects the SOC of the battery 62 in S12 of FIG. 3, the SOC detected in S12 is transmitted in S13.
  • the control device 50 may receive the SOC transmitted in S13 in S21 of the control in FIG. 4, and in S22, if it is determined whether or not the SOC received in S21 is below a predetermined level. Good.
  • the “predetermined level” various values can be adopted, for example, 30%.
  • the control device 50 determines in S22 that the SOC received in S21 is equal to or lower than the predetermined level, the control device 50 transmits a fitting instruction signal to the clutch 35 in S23, engages the clutch 35, and steers in S24.
  • a reaction force prohibition signal is transmitted to prevent the steering reaction force motor 34 from performing an operation for generating a steering reaction force.
  • the control device 50 transmits a disconnection instruction signal to the clutch 35 in S25 so that the clutch 35 is not engaged.
  • a steering reaction force permission signal is transmitted to cause the steering reaction force motor 34 to perform an operation for generating a steering reaction force.
  • the left and right front wheels T1 and T2 are steered based on the power generated by the driver's steering operation while maintaining the steer-by-wire (SBW) control in an abnormal state of the system.
  • SBW steer-by-wire
  • the left and right front wheels T1, T2 may be steered based only on the power generated by the driver's steering operation.
  • the drive unit 53 is based on the detection value acquired by the deterioration level acquisition unit 52 when the state of the power supply device 60 is a predetermined abnormal state (for example, when the deterioration level of the battery 62 is equal to or higher than a predetermined level, The driving of the first motor 42 and the second motor 44 is prohibited when the output state is equal to or less than a predetermined level, and the first motor 42 and the second motor 44 are driven when the state of the power supply device 60 is not an abnormal state. It is good also as a structure.
  • the control device 50 configured as described above can further suppress the power consumed by the first motor 42 and the second motor 44 when the power supply device 60 is not in a normal state.
  • a signal for prohibiting the output of the steering reaction force is transmitted to the steering reaction force motor 34.
  • a signal is not transmitted. There may be.
  • the steer-by-wire (SBW) system when the steer-by-wire (SBW) system is abnormal (for example, when a drive signal is not normally transmitted from the control device 50 to the clutch 35), a fitting command signal is transmitted from the control device 50 to the clutch 35.
  • the clutch 35 may be engaged and steering may be performed by the driver's steering operation.
  • the configuration in which the determination of the abnormal state of the system is performed based on the degree of deterioration of the battery 62 detected by the battery ECU 64 (S22).
  • the configuration may be a state.
  • the battery ECU 64 is configured to detect the output state of the generator 66, and the control device 50 detects that the output voltage included in the information acquired from the battery ECU 64 via the deterioration level acquisition unit 52 is less than or equal to a predetermined voltage value.
  • an abnormal signal may be transmitted.
  • the power supply device 60 includes a DC-DC converter, and the battery ECU 64 detects the output state of the DC-DC converter.
  • the control device 50 uses the information acquired from the battery ECU 64 via the deterioration level acquisition unit 52.
  • the configuration may be such that an abnormal signal is transmitted when the included output voltage is equal to or lower than a predetermined voltage value.
  • the battery ECU 64 detects the SOH or SOC of the battery 62, and the control device 50 acquires these information.
  • the control device 50 measures the output voltage, output current, and the like of the battery 62.
  • the control device 50 may be configured to detect the SOH or SOC of the battery 62.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Steering Mechanism (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)

Abstract

Le but de la présente invention est de produire un dispositif de commande de système de direction pouvant réduire la quantité de puissance requise pour les roues de direction lorsqu'une alimentation électrique est dans des conditions anormales. Un dispositif de commande (50) comprend : une unité d'entraînement (53) qui entraîne un premier moteur (42) et un second moteur (44) sur la base de la quantité de manipulation d'un volant (20); une unité d'acquisition de degré de détérioration (52) qui acquiert une valeur de détection montrant l'état de détérioration d'une batterie (62); et une unité de commande (51) qui, sur la base de la valeur de détection acquise par l'unité d'acquisition de degré de détérioration (52), commute un embrayage (35) sur un état de non-transmission de puissance à condition que la batterie (62) soit dans des conditions normales prédéfinies, et commute l'embrayage (35) sur un état de transmission de puissance si la batterie (62) est dans des conditions anormales.
PCT/JP2017/043678 2016-12-26 2017-12-05 Dispositif de commande de système de direction WO2018123473A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2016-251213 2016-12-26
JP2016251213A JP2018103731A (ja) 2016-12-26 2016-12-26 ステアリングシステムの制御装置

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WO2018123473A1 true WO2018123473A1 (fr) 2018-07-05

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WO (1) WO2018123473A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP4173868A1 (fr) * 2021-10-26 2023-05-03 Jtekt Corporation Dispositif de contrôle de direction, système d'alimentation de véhicule et véhicule

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Publication number Priority date Publication date Assignee Title
JP2006224709A (ja) * 2005-02-15 2006-08-31 Nissan Motor Co Ltd 操舵制御装置
JP2007022461A (ja) * 2005-07-20 2007-02-01 Fuji Kiko Co Ltd 車両用操舵装置
JP2007055453A (ja) * 2005-08-25 2007-03-08 Nissan Motor Co Ltd 操舵制御装置
JP2015003689A (ja) * 2013-06-24 2015-01-08 トヨタ自動車株式会社 車両の操舵装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2006224709A (ja) * 2005-02-15 2006-08-31 Nissan Motor Co Ltd 操舵制御装置
JP2007022461A (ja) * 2005-07-20 2007-02-01 Fuji Kiko Co Ltd 車両用操舵装置
JP2007055453A (ja) * 2005-08-25 2007-03-08 Nissan Motor Co Ltd 操舵制御装置
JP2015003689A (ja) * 2013-06-24 2015-01-08 トヨタ自動車株式会社 車両の操舵装置

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP4173868A1 (fr) * 2021-10-26 2023-05-03 Jtekt Corporation Dispositif de contrôle de direction, système d'alimentation de véhicule et véhicule
US12286171B2 (en) 2021-10-26 2025-04-29 Jtekt Corporation Steering control device, vehicle power source system, and vehicle

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