STEERING CONTROL DEVICE AND STEERING CONTROL METHOD

Abstract

The present invention relates to a steering control device comprising: a first measuring unit configured to measure a steering torque using a torque sensor; a high-frequency output unit configured to input a steering torque into a high-pass filter and output high-frequency steering torques in which low-frequency steering torques are eliminated; a detection unit configured to detect a first frequency corresponding to a maximum steering torque among the high-frequency steering torques; and a calculation unit configured to calculate a high-frequency steering torque rate of change, which is the rate of change in the high-frequency steering torques.a band frequency output unit configured to input the high-frequency steering torque rate of change into a bandpass filter that passes a first frequency band including the first frequency to output a first frequency band steering torque rate of change (steering torque rate for a first frequency band); and a compensation unit configured to compensate for an auxiliary current of a steering motor based on a blocking gain corresponding to the first frequency and the first frequency band steering torque rate of change.

Description

CROSS-REFERENCE TO A RELATED REGISTRATION

[0001] The present application claims priority from Korean patent application No. 10-2015-0176295, which was filed on December 10, 2015, and which is hereby incorporated by reference into the present application for all purposes as if it were fully set forth herein. BACKGROUND OF THE INVENTION 1. Field of the invention

[0002] The present invention relates to a steering control technology. 2. Description of the state of the art

[0003] In general, a steering device of a vehicle is a device for changing the direction along which a vehicle moves according to an intention of a driver, and it is a device that assists a driver in moving the vehicle in a direction desired by a driver by arbitrarily changing a center of rotation around which the front wheel or wheels of the vehicle rotate.

[0004] On the other hand, when the driver operates the vehicle's steering wheel (steering gear), the steering control device assists the driver's steering forces by using a steering motor, so that the driver can easily change the direction along which the vehicle is moving using a small force.

[0005] The steering control device described above is mainly divided into a hydraulic steering control device and an electronic steering control device.

[0006] In the hydraulic steering control device, when a hydraulic pump connected to a motor's rotating shaft supplies hydraulic fluid to a working cylinder connected to a rack and pinion, the piston of the working cylinder, supplied with hydraulic oil, moves to assist the steering forces, thus allowing the driver to perform a steering operation with minimal effort.

[0007] On the other hand, since the electronic steering control device has a steering motor and an electronic control unit (ECU; Electronic Control Unit) provided in a rack and pinion or column instead of the hydraulic pump and working cylinder, the engine power can assist the actuating force.

[0008] More precisely, the electronic steering control device applies an auxiliary current to the steering motor, which is generated on the basis of a steering torque produced by the steering wheel (steering gear) operated by the driver, in order to assist the steering force.

[0009] However, during actual operation of the electronic steering control device, an auxiliary current is generated due to the steering torque (disturbance) produced in an external environment, as well as due to the steering torque produced by the steering wheel (steering gear), and then the auxiliary current is applied to the steering motor.

[0010] Therefore, a problem exists in that unnecessary vibration in the steering wheel (steering gear) can occur due to disturbances in the external environment. OVERVIEW OF THE INVENTION

[0011] Against this background, one aspect of the present invention is to provide a steering control technology that can eliminate wheel vibration occurring in a steering wheel (steering gear).

[0012] In accordance with one aspect of the present invention, a steering control device is provided. The steering control device comprises: a first measuring unit configured to measure a steering torque using a torque sensor; a high-frequency output unit configured to input a steering torque into a high-pass filter and output high-frequency steering torques in which low-frequency steering torques are eliminated; a detection unit configured to detect a first frequency corresponding to a maximum steering torque among the high-frequency steering torques; and a calculation unit configured to calculate a high-frequency steering torque rate of change, which is the rate of change in the high-frequency steering torques.a band frequency output unit configured to input the high-frequency steering torque rate of change into a bandpass filter that passes a first frequency band including the first frequency to output a first frequency band steering torque rate of change (steering torque rate for a first frequency band); and a compensation unit configured to compensate for an auxiliary current of a steering motor based on a blocking gain corresponding to the first frequency and the first frequency band steering torque rate of change.

[0013] In accordance with another aspect of the present invention, a steering control method is provided.The steering control procedure comprises the following: measuring a steering torque using a torque sensor; inputting a steering torque into a high-pass filter and outputting high-frequency steering torques in which low-frequency steering torques are eliminated; detecting a first frequency corresponding to a maximum steering torque among the high-frequency steering torques; calculating a high-frequency steering torque rate of change, which is the rate of change in the high-frequency steering torques; inputting the high-frequency steering torque rate of change into a band-pass filter that passes a first frequency band, including the first frequency, to output a first frequency band steering torque rate of change (steering torque rate of change for the first frequency band); and compensating for an auxiliary current of a steering motor based on a blocking gain corresponding to the first frequency and the first frequency band steering torque rate of change.

[0014] In accordance with the present invention described above, a steering control technology can be provided which can eliminate vibrations occurring in the steering wheel (steering gear). BRIEF DESCRIPTION OF THE DRAWINGS

[0015] The above-mentioned and further tasks, features and advantages of the present invention will become more apparent from the following detailed description, which is given in conjunction with the accompanying drawings, wherein the drawings:

[0016] Fig. 1 is a diagram showing a configuration of a steering control device in accordance with a first embodiment of the present invention;

[0017] Fig. 2 is a diagram showing an example to describe an actuation of the steering control device in accordance with a first embodiment of the present invention;

[0018] Fig. 3 is a diagram showing a configuration of a steering control device in accordance with a second embodiment of the present invention;

[0019] Fig. 4 is a diagram showing an example to describe an actuation of a steering control device in accordance with a second embodiment of the present invention;

[0020] Fig. 5 is a diagram showing a configuration of a steering control device in accordance with a third embodiment of the present invention;

[0021] Fig. 6 is a diagram showing an example to describe an actuation of a steering control device in accordance with a third embodiment of the present invention;

[0022] Fig. 7 is a diagram showing a configuration of a steering control device in accordance with a fourth embodiment of the present invention;

[0023] Fig. 8 is a diagram showing an example to describe an actuation of a steering control device in accordance with a fourth embodiment of the present invention;

[0024] Fig. 9 is a diagram showing an example to describe an actuation of a steering control device in accordance with the present invention; and

[0025] Fig. 10 is a flowchart illustrating a steering control method in accordance with an embodiment of the present invention. DETAILED DESCRIPTION OF EXEMPLARY EXECUTION FORMS

[0026] In the following, some embodiments of the present invention will be described in detail with reference to the accompanying illustrative drawings. When designating elements of the drawings with reference numerals, the same elements will be designated with the same reference numerals even if they are shown in different drawings. Furthermore, in the following description of the present invention, a detailed description of known functions and configurations integrated herein will be omitted if such a description might obscure the subject matter of the present invention.

[0027] Furthermore, terms such as a first, a second, A, B, (a), (b), or the like may be used here when describing components or parts of the present invention. None of these terms are used to define an essence, order, or sequence of a corresponding component or part, but are merely used to distinguish the corresponding component or part from one or more other components or parts.In cases where it is described that a certain structural element is "connected", "coupled", or "in contact" with another structural element, this should be interpreted to mean that another structural element can be "connected", "coupled", or "in contact" with the structural elements, as well as that the certain structural element is directly connected to or in direct contact with another structural element.

[0028] Fig. Figure 1 is a diagram showing a configuration of a steering control device in accordance with a first embodiment of the present invention.

[0029] With reference to Fig. 1. A steering control device 100 in accordance with a first embodiment of the present invention, a first measuring unit 110for measuring steering torque using a torque sensor, a high-frequency output unit 120 A detection unit is used to input a steering torque into a high-pass filter and to output high-frequency steering torques in which low-frequency steering torques are eliminated. 130 A calculation unit is used to capture a first frequency that corresponds to a maximum steering torque among the high-frequency steering torques. 140 A band frequency output unit is used to calculate a high-frequency steering torque change rate, which is the rate of change in the high-frequency steering torques. 150 for inputting the high-frequency steering torque rate of change into a bandpass filter that allows a first frequency band, including the first frequency, to pass through, and for outputting a first frequency band steering torque rate of change (steering torque rate of change for the first frequency band), and a compensation unit 160to compensate for an auxiliary current of a steering motor based on a blocking gain corresponding to the first frequency and the first frequency band steering torque change rate.

[0030] The first measuring unit 110 It can measure steering torque using a torque sensor, but it is not limited to that. That is to say, the first measuring unit 110 It can measure a factor other than the steering torque using a sensor other than the torque sensor, and it can calculate the steering torque based on a mechanical or mathematical relationship with the measured factor.

[0031] The high-frequency output unit 120 can block a frequency component that is smaller than a predetermined cutoff frequency and the signal from the first measuring unit 110The measured steering torque value is entered into the high-pass filter, which allows a frequency component equal to or higher than the predetermined cutoff frequency to pass through in order to output the high-frequency steering torque.

[0032] This means that the frequency component of the high-frequency steering torque can be equal to or higher than the cutoff frequency specified in the high-pass filter.

[0033] The cutoff frequency set in the high-pass filter can be a frequency that can block the steering torque generated according to the driver's steering input, and it can be calculated based on data relating to the frequency of the steering torque generated according to the driver's steering input.

[0034] The recording unit 130can detect a first frequency that corresponds to the maximum steering torque among the high-frequency steering torques that come from the high-frequency output unit 120 have been issued.

[0035] The recording unit 130 For example, it can detect the first frequency that corresponds to the maximum steering torque among the input high-frequency steering torques by using a frequency detector that includes an active notch filter.

[0036] For example, if a high-frequency steering torque is input into the active notch filter, the dominant frequency can be output as the first frequency. The dominant frequency can semantically correspond to a frequency that represents a higher energy value among the steering torque energies obtained by performing a fast Fourier transform (FFT) on the input steering torque.

[0037] The unit of calculation 140The high-frequency steering torque change rate can be determined by differentiating the high-frequency steering torque output by the high-frequency output unit. 120 The output has been calculated with respect to time by multiplying it by a constant.

[0038] The constant can be calculated from experimental data, or it can be determined by adjusting the same data through experimentation.

[0039] The band frequency output unit 150 can the high-frequency steering torque change rate, which is determined by the calculation unit 140 The calculated value is entered into a bandpass filter that allows a first frequency band to pass through, which includes the first frequency detected by the detection unit. 130 has been issued to output an initial frequency band steering torque change rate or a steering torque change rate for the first frequency band.

[0040] The bandpass filter can, for example, have a control input into which the first frequency is entered. The bandpass filter can also have a passband that includes the first frequency entered via the control input.

[0041] More precisely, the first frequency band can be a band ranging from a frequency obtained by adding a negative margin to the first frequency received through the control port, to a frequency obtained by adding a positive margin to the first frequency. The positive and negative margins can be predefined.

[0042] The first frequency band steering torque rate of change, or the steering torque rate of change for the first frequency band, can be a steering torque rate of change that is contained in the first frequency band, which ranges from the frequency obtained by adding a negative margin to the first frequency to the frequency obtained by adding a positive margin to the first frequency.

[0043] The compensation unit 160 can compensate for an auxiliary current of a steering motor based on a blocking gain corresponding to the first frequency and the first frequency band steering torque change rate from the band frequency output unit 150 has been issued.

[0044] The stopband gain is a value that determines the noise cancellation rate corresponding to a frequency. If a frequency has a value equal to a first frequency threshold, the stopband gain can be defined as a value of "1". If the frequency has a value that exceeds the first frequency threshold and is equal to or less than a second frequency threshold, then the stopband gain can be defined as a value between "1" and "0" and inversely proportional to the frequency. If the frequency has a value that exceeds the second frequency threshold, then the stopband gain can be defined as a value of "0".

[0045] The first frequency threshold and the second frequency threshold can be selected appropriately according to the degree (extent) of the disturbance or according to its nature, and they can be specified in advance in tabular form or they can be calculated by experimentation.

[0046] Accordingly, when the first frequency is detected by the detection unit 130 If the frequency threshold is less than or equal to the first frequency threshold, the blocking gain is set to "1", so that the compensation unit 160 the disturbance contained in the steering torque that is generated by the first measuring unit 110 which has been detected, can largely compensate for. On the other hand, the blocking gain is then used when the first frequency detected by the detection unit is detected. 130 The value detected is equal to or greater than the second frequency threshold, set to "0", so that the compensation unit 160the disturbance contained in the steering torque that is measured by the first measuring unit 110 has been recorded, can be maintained.

[0047] In the above description, the meaning of "the compensation unit" can be explained. 160 "maintains the disturbance," meaning that the disturbance contained in the steering torque is transmitted by the first measuring unit 110 The vibration detected is small, so that the vibration in the steering actuation device cannot occur, and consequently the compensation considered in relation to the disturbance is not carried out, so that as a result the disturbance is maintained.

[0048] Furthermore, the blocking gain is then active when the first frequency passed through the detection unit 130The detected frequency has a value between the first frequency threshold and the second frequency threshold, a value between 0 and 1, and is inversely proportional to the first frequency, so that the first frequency is controlled or regulated in such a way that the magnitude of the first frequency and the degree of disturbance compensation are inversely proportional to each other.

[0049] According to the steering control device 100 In accordance with the first embodiment of the present invention described above, the steering torque (corresponding to the disturbance) that has been generated due to external factors, and not the steering torque generated by the steering device operated by the driver, can be eliminated in order to eliminate the vibration that occurs in the steering gear.

[0050] Fig. Figure 2 is a diagram showing an example to describe an actuation of a steering control device in accordance with a first embodiment of the present invention.

[0051] With reference to Fig. 2. A high-frequency output unit of the steering control device, in accordance with a first embodiment of the present invention, can feed the steering torque measured by the first measuring unit into a high-pass filter. 210 Enter a value and output a high-frequency steering torque in which a low-frequency steering torque is eliminated.

[0052] The steering torque measured by the first measuring unit can refer to a steering torque across a whole frequency range. The low-frequency steering torque can refer to a steering torque at a frequency lower than the cutoff frequency defined in the high-pass filter. 210is fixed. Alternatively, the high-frequency steering torque can refer to a steering torque for a frequency that is equal to or higher than the cutoff frequency.

[0053] In the above-mentioned process, the cutoff frequency in the high-pass filter can be determined. 210 is defined as a frequency that can block the steering torque generated according to the driver's operation of the steering gear, and it can be calculated on the basis of data relating to the frequency of the steering torque generated according to the driver's operation of the steering gear.

[0054] That is, the high-frequency steering torque that comes from the high-pass filter 210 The output may be a steering torque generated by an external factor, and not the steering torque generated by the driver's operation of the steering gear.

[0055] The detection unit in accordance with the first embodiment of the present invention can detect the high-frequency steering torque emanating from the high-pass filter. 210 is output to the frequency detector 220 Enter in order to capture the first frequency f1 that corresponds to the maximum steering torque among the high-frequency steering torques.

[0056] The frequency detector 220 may have an active notch filter.

[0057] For example, if a high-frequency steering torque is transmitted to the frequency detector 220 The frequency detector can be entered 220 The dominant frequency is recorded as the first frequency. Semantically, the dominant frequency can correspond to a frequency that represents a larger energy value among the steering torque energies obtained by performing a fast Fourier transform (FFT) on the input steering torque.

[0058] The calculation unit in accordance with a first embodiment of the present invention can calculate the high-frequency steering torque resulting from the high-pass filter. 210 is output into a rate-of-change calculation unit 230 Enter the value and calculate the high-frequency steering torque change rate, which is the rate of change in the high-frequency steering torques.

[0059] For example, the rate of change calculation unit 230 Calculate the high-frequency steering torque rate of change by differentiating the input high-frequency steering torque (u(t)) with respect to time (dt) and multiplying it by a constant (K1).

[0060] The constant (K1) can be calculated from experimental data or it can be determined by adjusting the same through experimentation.

[0061] The frequency output unit in accordance with the first embodiment of the present invention outputs the high-frequency steering torque rate of change, which is calculated by the rate of change calculation unit. 230 has been calculated into the bandpass filter 240 one, to output the first frequency band steering torque change rate, which is the rate of change in the high-frequency steering torques, with respect to the first frequency band that includes the first frequency f1 detected by the frequency detector 220 has been recorded.

[0062] That means the bandpass filter 240It may have a control port into which the frequency is input, and it has a passband configured to range from a frequency obtained by adding a negative margin to the frequency input into the control port to a frequency obtained by adding a positive margin to the first frequency.

[0063] In other words, when the high-frequency steering torque rate of change is fed into the bandpass filter 240 Once entered, the first frequency band steering torque change rate, which is the rate of change in the high-frequency steering torques with respect to the passband, can be output.

[0064] The compensation unit in accordance with the first embodiment of the present invention can detect a blocking gain by measuring the first frequency f1, which is measured by the frequency detector. 220has been recorded in a blocking gain characteristic field 251 enters.

[0065] The blocking gain characteristic map 251 consists of data that has a stopband gain for the input frequency; the stopband gain has a value of "1" if the frequency has a value equal to or less than the first frequency threshold; the stopband gain has a value between "1" and "0" and is inversely proportional to the frequency if the frequency has a value that exceeds the first frequency threshold and is equal to or less than the second frequency threshold; and the stopband gain has a value of "0" if the frequency has a value that exceeds the second frequency threshold.

[0066] The blocking gain characteristic map 251Experiments can demonstrate the necessity of interference cancellation corresponding to the first frequency f1, which is determined by the frequency detector. 220 The recorded data can be converted into actual data. That is, as a result of experiments regarding the necessity of interference cancellation corresponding to the first frequency f1, the stopband gain can have a value of "0" or "1" depending on the degree of interference cancellation.

[0067] For example, as a result of experiments regarding the necessity of interference cancellation according to the first frequency f1, the stopband gain can be “1” if interference cancellation is necessary, and as a result of the experiment regarding the necessity of interference cancellation according to the first frequency f1, the stopband gain can be “0” if interference cancellation is not needed, and if a little interference cancellation is necessary, the stopband gain can be a value between “1” and “0”.

[0068] The compensation unit in accordance with the first embodiment of the present invention can adjust the auxiliary current of the steering motor by feeding it into the auxiliary current compensator. 253 the blocking gain, which is determined by the blocking gain characteristic map 251 has been recorded, and the first frequency band steering torque change rate, which is determined by the bandpass filter 240has been spent, compensate.

[0069] That is, the compensation unit in accordance with the first embodiment of the present invention can reduce the auxiliary current of the steering motor by using a configuration 250 compensate for the blocking gain characteristic curve 251 and the auxiliary current compensator 253 includes.

[0070] In accordance with the steering control device in accordance with the first embodiment of the present invention described above, the steering torque (corresponding to the disturbance) that has been generated due to external factors, and not the steering torque that has been generated by an actuation of the steering gear by the driver, is eliminated in order to eliminate the vibration that occurs in the steering gear.

[0071] Fig. Figure 3 is a diagram showing a configuration of a steering control device in accordance with a second embodiment of the present invention.

[0072] With reference to Fig. 3 can be a steering control device 300 in accordance with the second embodiment of the present invention, a steering control device 101 exhibiting features similar to the steering control device found in Fig. 1 is shown, and it can also have a second measuring unit 310 to detect vehicle speed using a vehicle speed sensor.

[0073] But a high-frequency output unit 121 can be partially derived from the high-frequency output unit of the steering control device. 100 , which in Fig. As shown in 1, they differ in that an actuation of the first-mentioned is determined by receiving an input of a cutoff frequency corresponding to the vehicle speed, which is determined by the second measuring unit. 310 is measured.

[0074] That is, the actuation of the high-frequency output unit of the steering control device. 100 , which in Fig. As shown in Figure 1, the cutoff frequency can be determined according to a predefined limit frequency without receiving an input of the cutoff frequency, whereas the activation of the high-frequency output unit 121 the steering control device 101 in accordance with an embodiment of Fig. 3 can be determined according to a cutoff frequency based on a cutoff frequency characteristic map corresponding to the vehicle speed, which has been previously stored, whereby the vehicle speed is determined by the second measuring unit 310is measured.

[0075] In general, the frequency of the steering torque, which is measured by the first measuring unit, tends to 110 The measurement then leads to a decrease in the vehicle speed as the vehicle speed increases, so that the cutoff frequency can be inversely proportional to the vehicle speed according to the cutoff frequency characteristic.

[0076] This means that the vehicle speed is measured using the vehicle speed sensor, and the high-pass filter can be set to be equal to or higher than a cutoff frequency corresponding to the high-frequency steering torque vehicle speed to be output, where the cutoff frequency can be inversely proportional to the vehicle speed.

[0077] Fig. Figure 4 is a diagram showing an example to describe an actuation of a steering control device in accordance with a second embodiment of the present invention.

[0078] With reference to Fig. 4. A high-frequency output unit in accordance with the second embodiment of the present invention can have a cutoff frequency f. c , which is achieved by entering the vehicle speed, measured by the second measuring unit, into a cutoff frequency map 410 is received in the control port of a high-pass filter. 211 Enter. Accordingly, the high-frequency output unit can, in accordance with the second embodiment of the present invention, adjust or regulate the frequency of the high-frequency steering torque according to the vehicle speed.

[0079] For example, if the vehicle speed is high, the high-frequency output unit can output a steering torque as a high-frequency steering torque for a frequency equal to or higher than a low cutoff frequency. Conversely, if the vehicle speed is low, the high-frequency output unit can output a steering torque as a high-frequency steering torque for a frequency equal to or higher than a high cutoff frequency.

[0080] The first measuring unit, the acquisition unit, the calculation unit, the band frequency output unit and the compensation unit, omitting the second measuring unit and the high frequency output unit, which with reference to Fig. 3 and Fig. The units described in section 4 can operate in the same manner as the first measuring unit, the acquisition unit, the calculation unit, the band frequency output unit, and the compensation unit of Fig. 1 and Fig. 2.

[0081] Fig. Figure 5 is a diagram showing a configuration of a steering control device in accordance with a third embodiment of the present invention.

[0082] With reference to Fig. 5 can be a steering control device 500 in accordance with the third embodiment of the present invention, a steering control device 102 exhibiting features similar to the steering control device found in Fig. 1 is shown, and it can also have a second measuring unit 310 to detect vehicle speed using a vehicle speed sensor.

[0083] But a compensation unit 161 the steering control unit 102 can partially deviate from the compensation unit of the steering control device 100 , which in Fig. As shown in Figure 1, they differ in that the first-mentioned compensates for an auxiliary current of a steering motor on the basis of a speed amplification corresponding to the vehicle speed measured by the second measuring unit. 310 is recorded.

[0084] That is, the compensation unit of the steering control device 100 , which in Fig. As shown in Figure 1, the auxiliary current of the steering motor is compensated on the basis of the blocking gain corresponding to the first frequency detected by the detection unit and the first frequency band steering torque change rate output by the band frequency output unit, while the compensation unit 161 the steering control unit 102the auxiliary current of the steering motor by further taking into account a speed amplification based on a pre-stored speed amplification map according to the vehicle speed measured by the second measuring unit 310 The speed gain is defined as "0" when the vehicle speed is equal to or less than a first speed threshold, and it can be proportional to the vehicle speed when the vehicle speed exceeds the first speed threshold.

[0085] In general, the speed amplification can be proportional to the vehicle speed according to the speed amplification map, since the risk of an accident due to steering torque disturbance increases with vehicle speed. That is, as the vehicle speed increases, the steering control device, in accordance with the third embodiment of the present invention, can further reduce steering torque disturbance, thereby reducing the risk of an accident.

[0086] Fig. Figure 6 is a diagram showing an example to describe an actuation of a steering control device in accordance with a third embodiment of the present invention.

[0087] With reference to Fig. 6. In accordance with a third embodiment of the present invention, the compensation unit can further reduce the auxiliary current of the steering motor by feeding it into an auxiliary current compensator. 254 to compensate for the speed amplification caused by entering the vehicle speed detected by the second measuring unit into the speed amplification map 610 is obtained. Accordingly, the compensation unit, in accordance with the third embodiment of the present invention, can adjust the cancellation of the influence of a disturbance contained in the steering torque according to the vehicle speed.

[0088] For example, if the vehicle speed is high, the compensation unit can compensate for the auxiliary current in such a way that the influence of the disturbance contained in the steering torque is largely reduced. Alternatively, if the vehicle speed is low, the compensation unit can compensate for the auxiliary current in such a way that the influence of the disturbance contained in the steering torque is reduced to a lesser extent.

[0089] The first measuring unit, the high-frequency output unit, the acquisition unit, the calculation unit, and the band-frequency output unit, omitting the compensation unit, which refers to Fig. 5 and Fig. The units described in section 6 can operate in the same manner as the first measuring unit, the high-frequency output unit, the acquisition unit, the calculation unit, and the band-frequency output unit of Fig. 1 and Fig. 2.

[0090] Fig. Figure 7 is a diagram showing a configuration of a steering control device in accordance with a fourth embodiment of the present invention.

[0091] With reference to Fig. 7 can be a steering control device 700 in accordance with a fourth embodiment of the present invention, a steering control device 103 exhibiting features similar to the steering control device found in Fig. 1 is shown, and it can also have a third unit of measurement. 710 to detect a steering angle using an angle sensor.

[0092] But a compensation unit 162 the steering control unit 103 can partially deviate from the compensation unit of the steering control device 100 , which in Fig. 1 is shown, differing in that the first-mentioned compensates the auxiliary current of the steering motor on the basis of an angle gain corresponding to a steering angle determined by the third measuring unit. 710 has been recorded.

[0093] That is, the compensation unit of the steering control device 100 , which in Fig. As shown in Figure 1, the auxiliary current of the steering motor is compensated on the basis of the blocking gain corresponding to the first frequency detected by the sensing unit and the first frequency band steering torque change rate output by the band frequency output unit, while the compensation unit 162 the steering control unit 103 in accordance with the embodiment of Fig. 7. the auxiliary current of the steering motor based on an angle gain based on a pre-stored angle gain map according to the steering angle provided by the third measuring unit 710 The angle gain can be defined as a value of "1" if the steering angle is equal to or less than a first angle threshold, and the angle gain can be inversely proportional to the steering angle if the steering angle exceeds the first angle threshold and is equal to or less than a second angle threshold, and the angle gain can be defined as a value of "0" if the steering angle exceeds the second angle threshold.

[0094] Since it is generally pointless to eliminate the disturbance contained in the steering torque when the steering device operated by the driver generates a large steering angle, the angle gain can be inversely proportional to the steering angle according to any gain characteristic map. That is, as the steering angle decreases, the steering control device can reduce the disturbance in the steering torque in accordance with the fourth embodiment of the present invention.

[0095] Fig. Figure 8 is a diagram showing an example to describe an actuation of a steering control device in accordance with a fourth embodiment of the present invention.

[0096] With reference to Fig. 8. In accordance with the fourth embodiment of the present invention, the compensation unit can further adjust the auxiliary current of the steering motor by feeding it into an auxiliary current compensator. 255 to compensate for an angle gain caused by entering the steering angle, which has been detected by the third measuring unit, into an angle gain characteristic map 810 is obtained. Accordingly, the compensation unit, in accordance with the fourth embodiment of the present invention, can adjust the cancellation of the influence of disturbances contained in the steering torque according to the steering angle.

[0097] For example, if the steering angle is small, the compensation unit can compensate for the auxiliary current in such a way that the influence of the disturbance contained in the steering torque is largely reduced. Alternatively, if the steering angle is large, the compensation unit can compensate for the auxiliary current in such a way that the influence of the disturbance contained in the steering torque is reduced to a lesser extent.

[0098] The steering control device according to the second embodiment, the steering control device according to the third embodiment, and the steering control device according to the fourth embodiment described above can operate by having an additional configuration compared to the steering control device according to the first embodiment. However, the steering control device of the present invention is not limited to this and can be operated by adding two or more configurations.

[0099] That is, the steering control device in accordance with the first embodiment may include a steering control device in accordance with a fifth embodiment, in which a configuration added in accordance with the second embodiment and a configuration added in accordance with the third embodiment are added.

[0100] That is, the steering control device in accordance with the fifth embodiment can include the steering control device in accordance with the first embodiment, and it can further include a second measuring unit that measures the vehicle speed using the vehicle speed sensor, the high-pass filter used by the high-frequency output unit can output the high-frequency steering torque which is equal to or higher than the cutoff frequency corresponding to the measured vehicle speed, and the compensation unit can compensate the auxiliary current based on the speed gain corresponding to the measured vehicle speed.

[0101] Furthermore, the steering control device in accordance with the first embodiment may include a steering control device in accordance with a sixth embodiment, in which a configuration in accordance with the second embodiment and a configuration in accordance with the fourth embodiment are added.

[0102] That is, the steering control device in accordance with the sixth embodiment can include the steering control device in accordance with the first embodiment, and it can further include the second measuring unit, which measures the vehicle speed using the vehicle speed sensor, and the third measuring unit, which measures the steering angle using the angle sensor; the high-pass filter used by the high-frequency output unit can output the high-frequency steering torque, which is equal to or greater than the cutoff frequency corresponding to the measured vehicle speed; and the compensation unit can compensate the auxiliary current based on the speed gain corresponding to the measured vehicle speed and an angle gain corresponding to the measured steering angle.

[0103] Furthermore, the steering control device in accordance with the first embodiment may include a steering control device in accordance with a seventh embodiment, in which a configuration in accordance with the third embodiment and a configuration in accordance with the fourth embodiment are added.

[0104] That is, the steering control device in accordance with the seventh embodiment can include the steering control device in accordance with the first embodiment, and it can further include the second measuring unit, which measures the vehicle speed using the vehicle speed sensor, and the third measuring unit, which measures a steering angle using an angle sensor, and the compensation unit can compensate the auxiliary current on the basis of the speed gain corresponding to the measured vehicle speed and an angle gain corresponding to the measured steering angle.

[0105] Finally, the steering control device in accordance with the first embodiment may include a steering control device in accordance with an eighth embodiment, in which a configuration in accordance with the second embodiment, a configuration in accordance with the third embodiment and a configuration in accordance with the fourth embodiment are added.

[0106] That is, the steering control device in accordance with the eighth embodiment can include the steering control device in accordance with the first embodiment and it can further comprise a second measuring unit that measures the vehicle speed using the vehicle speed sensor and a third measuring unit that measures the steering angle using the angle sensor, the high-pass filter used by the high-frequency output unit can output the high-frequency steering torque which is equal to or greater than the cutoff frequency corresponding to the measured vehicle speed, and the compensation unit can compensate the auxiliary current based on the speed gain corresponding to the measured vehicle speed and the angle gain corresponding to the measured steering angle.

[0107] Fig. Figure 9 is a diagram showing an example to describe an actuation of the steering control device of the present invention.

[0108] With reference to Fig. 9. An ordinary steering control device can generate an auxiliary current corresponding to a steering torque containing a disturbance and apply the generated auxiliary current to the steering motor, as described in Fig. 9A is shown. On the other hand, a steering control device of the present invention can generate an auxiliary current corresponding to a steering torque in which the disturbance is eliminated, and apply the generated auxiliary current to the steering motor, as shown in Fig. 9B is shown.

[0109] Accordingly, the auxiliary current generated by the ordinary steering control device can be a triangular wave having a peak value of about 0.9, while the auxiliary current generated by the steering control device of the present invention can be a triangular wave having a peak value of about 0.3.

[0110] That is, the steering control device of the present invention can eliminate the vibration that occurs in the steering gear by applying an auxiliary current to the steering motor which has a smaller variation in the current compared to an ordinary steering control device.

[0111] In the following, a steering control method, which is a process carried out by the steering control device of the present invention, is described with reference to Fig. 1 to Fig. 9 will be described.

[0112] Fig. Figure 10 is a flowchart illustrating a steering control method in accordance with an embodiment of the present invention.

[0113] With reference to Fig. 10. The steering control method, in accordance with an embodiment of the present invention, may comprise the following steps: measuring a steering torque using a torque sensor (S1000); inputting a steering torque into a high-pass filter and outputting high-frequency steering torques in which low-frequency steering torques are eliminated (S1010); detecting a first frequency corresponding to the maximum steering torque among the high-frequency steering torques (S1020); calculating a high-frequency steering torque rate of change, which is the rate of change in the high-frequency steering torques (S1030); inputting the high-frequency steering torque rate of change into a band-pass filter that passes a first frequency band including the first frequency, and outputting a first frequency band steering torque rate of change, respectively.a steering torque change rate for a first frequency band (S1040); and compensating an auxiliary current of a steering motor on the basis of a blocking gain corresponding to the first frequency and the first frequency band steering torque change rate (S1050).

[0114] In step S1000 of the steering torque measurement process, the steering torque can be measured using a torque sensor, but this is not limited to that. That is, in step S1000 of the steering torque measurement process, a factor other than the steering torque can be measured using a sensor other than the torque sensor, and the steering torque can be calculated based on a mechanical or mathematical relationship with the measured factor.

[0115] In step S1010 of the output of the high-frequency steering torques, the high-frequency steering torques can be output by entering the steering torque value, which was acquired in step S1000, into the high-pass filter, which blocks frequency components that are lower than the specified cutoff frequency and allows frequency components that are equal to or higher than the cutoff frequency to pass through.

[0116] This means that frequency components of the high-frequency steering torque can be equal to or higher than the cutoff frequency specified in the high-pass filter.

[0117] The cutoff frequency set in the high-pass filter can be a frequency at which the steering torque generated by the steering device operated by the driver is blocked, and it can be calculated based on data relating to the frequency of the steering torque generated by the operation of the steering device by the driver.

[0118] In step S1020 of capturing the first frequency, the first frequency that corresponds to the maximum steering torque among the high-frequency steering torques output in step S1010 can be captured.

[0119] In step S1020 of capturing the first frequency, the first frequency can be captured, for example, by using a frequency detector that has an active notch filter, where the first frequency corresponds to the maximum steering torque among the input high-frequency steering torques.

[0120] For example, if a high-frequency steering torque is input into an active notch filter, the dominant frequency can be output as the first frequency. The dominant frequency can semantically correspond to a frequency that represents a higher energy value among the steering torque energies obtained by performing a fast Fourier transform (FFT) on the input steering torque.

[0121] In step S1030 of calculating the steering torque rate of change, the high-frequency steering torque rate of change can be calculated by differentiating the high-frequency steering torque output in step S1010 with respect to time and by multiplying it by a constant.

[0122] The constant can be calculated from experimental data, or it can be determined by adjusting the same through experimentation.

[0123] In step S1040 of outputting the first frequency band steering torque rate, the high-frequency steering torque rate calculated in step S20130 is fed into a bandpass filter that allows a first frequency band, which includes the first frequency output in step S1020, to pass through in order to calculate the first frequency band steering torque rate.

[0124] For example, the bandpass filter can have a control input into which the first frequency is entered. The bandpass filter can also have a first frequency band as its passband, which includes the first frequency entered via the control input.

[0125] More precisely, the first frequency band can be a band ranging from a frequency obtained by adding a negative margin to the first frequency received through the control port, to a frequency obtained by adding a positive margin to the first frequency. The positive and negative margins can be predefined.

[0126] The first frequency band steering torque change rate can be a steering torque change rate contained in the first frequency band, which ranges from the frequency obtained by adding a negative margin to the first frequency to the frequency obtained by adding a positive margin to the first frequency.

[0127] In step S1050 of compensating the auxiliary current, the auxiliary current of the steering motor can be compensated on the basis of a blocking gain corresponding to the first frequency detected in step S1020 and the first frequency band steering torque change rate output in step S1040.

[0128] The stopband gain is a value that determines the noise cancellation rate corresponding to a frequency. If a frequency has a value equal to or less than a first frequency threshold, then the stopband gain can be defined as a value of "1". If a frequency has a value that exceeds the first frequency threshold and is equal to or less than the second frequency threshold, then the stopband gain can be inversely proportional to the frequency and defined as a value between "1" and "0". And if the frequency has a value that exceeds the second frequency threshold, then the stopband gain can be defined as a value of "0". The first and second frequency thresholds can be determined experimentally.

[0129] Accordingly, if the first frequency detected in step S1020 is less than or equal to the first frequency threshold, the locking gain becomes "1", so that in step S1050 the disturbance contained in the steering torque detected in step S1000 can be canceled out. Conversely, if the first frequency detected in step S1020 has a value equal to or greater than the first frequency threshold, the locking gain becomes "0", so that in step S1050 the disturbance contained in the steering torque detected in step S1000 can be maintained.

[0130] In the above description, maintaining the disturbance in step S1050 can mean that the disturbance contained in the steering torque detected in step S1000 is small, so that the vibration in the steering actuation device cannot occur, so that the compensation for disturbance cancellation is not carried out, and as a result, the disturbance can be maintained.

[0131] According to the steering control method in accordance with an embodiment of the present invention described above, the steering torque (corresponding to the disturbance) generated due to external factors, and not the steering torque generated by the steering device operated by the driver, can be eliminated in order to eliminate a vibration occurring in the steering device.

[0132] Furthermore, the steering control method of the present invention can perform all operations that are required by the steering control device of the present invention, which is described with reference to Fig. 1 to Fig. As described in section 9, the following will be carried out.

[0133] The above description and the accompanying drawings provide an example of the technical idea of ​​the present invention for illustrative purposes only. Persons skilled in the art in the field to which the present invention belongs will recognize that various modifications and changes with respect to the form, such as combination, separation, substitution, and modification of a configuration, are possible without departing from the essential features of the present invention. Therefore, the embodiments disclosed in the present invention are intended to illustrate the scope of protection of the technical idea of ​​the present invention, and the scope of protection of the present invention is not limited by the embodiment.The scope of protection of the present invention shall be interpreted on the basis of the attached claims in such a way that all technical ideas contained in the scope of protection and equivalent to the claims shall belong to the present invention. QUOTES INCLUDED IN THE DESCRIPTION

[0134] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0135] KR 10-2015-0176295

[0001]

Claims

[1] Steering control device comprising the following: a first measuring unit configured to measure steering torque using a torque sensor; a high-frequency output unit configured to input a steering torque into a high-pass filter and output high-frequency steering torques in which low-frequency steering torques are eliminated; a detection unit configured to detect a first frequency corresponding to a maximum steering torque among the high-frequency steering torques; a computing unit configured to calculate a high-frequency steering torque change rate, which is the rate of change in the high-frequency steering torques over time; a band frequency output unit configured to input the high-frequency steering torque rate of change into a bandpass filter that passes a first frequency band including the first frequency to output a first frequency band steering torque rate of change (steering torque rate of change for a first frequency band); and a compensation unit configured to compensate for an auxiliary current of a steering motor based on a blocking gain corresponding to the first frequency and the first frequency band steering torque change rate. [2] Steering control device according to claim 1, wherein when a frequency has a value equal to or less than a first frequency threshold, the blocking gain is defined as a value of “1”, when a frequency has a value exceeding the first frequency threshold and equal to or less than the second frequency threshold, the blocking gain is inversely proportional to the frequency and is defined as a value between “1” and “0”, and when the frequency exceeds the second frequency threshold, the blocking gain is defined as a value of “0”. [3] Steering control device according to claim 1, further comprising: a second measuring unit configured to measure vehicle speed using a vehicle speed sensor, where the high-pass filter outputs the high-frequency steering torques that are equal to or higher than a cutoff frequency corresponding to the vehicle speed. [4] Steering control device according to claim 3, wherein the cutoff frequency is inversely proportional to the vehicle speed. [5] Steering control device according to claim 1, further comprising: a second measuring unit configured to measure vehicle speed using a vehicle speed sensor, the compensation unit compensates the auxiliary current on the basis of the blocking gain, the first frequency band steering torque change rate and a speed gain corresponding to the vehicle speed. [6] Steering control device according to claim 5, wherein when the vehicle speed has a value equal to or less than a first speed threshold, the speed gain is defined as a value of “0”, and when the vehicle speed has a value exceeding the first speed threshold, the speed gain is defined as being proportional to the vehicle speed. [7] Steering control device according to claim 1, further comprising: a third measuring unit configured to measure a steering angle using an angle sensor, wherein the compensation unit compensates the auxiliary current on the basis of the blocking gain, the first frequency band steering torque change rate and an angle gain corresponding to the steering angle. [8] Steering control device according to claim 7, wherein when the steering angle has a value equal to or less than a first angle threshold, the angle gain is defined as a value of “1”, when the steering angle has a value exceeding the first angle threshold and equal to or less than a second angle threshold, the angle gain is inversely proportional to the frequency and is defined as a value between “1” and “0”, and when the steering angle has a value exceeding the second angle threshold, the angle gain is defined as a value of “0”. [9] Steering control device according to claim 1, further comprising: a second measuring unit configured to measure vehicle speed using a vehicle speed sensor, where the high-pass filter outputs the high-frequency steering torques that are equal to or higher than a cutoff frequency corresponding to the vehicle speed, and The compensation unit compensates the auxiliary current based on the blocking gain, the first frequency band steering torque change rate, and a speed gain corresponding to the vehicle speed. [10] Steering control device according to claim 1, further comprising: a second measuring unit configured to measure vehicle speed using a vehicle speed sensor, and a third measuring unit configured to measure steering angle using an angle sensor, wherein the compensation unit compensates the auxiliary current on the basis of the blocking gain, the first frequency band steering torque change rate, a speed gain corresponding to the vehicle speed, and an angle gain corresponding to the steering angle. [11] Steering control device according to claim 10, wherein the high-pass filter outputs the high-frequency steering torque which is equal to or higher than a cutoff frequency corresponding to the vehicle speed. [12] Steering control procedure comprising the following steps: Measuring steering torque using a torque sensor; Inputting the steering torque into a high-pass filter and outputting high-frequency steering torques in which low-frequency steering torques are eliminated; Detecting a first frequency that corresponds to a maximum steering torque among the high-frequency steering torques; Calculating a high-frequency steering torque rate of change, which is the rate of change in the high-frequency steering torques over time; Feeding the high-frequency steering torque rate of change into a bandpass filter that passes a first frequency band including the first frequency to output a first frequency band steering torque rate of change (steering torque rate of change for a first frequency band); and Compensating for an auxiliary current of a steering motor based on a blocking gain corresponding to the first frequency and the first frequency band steering torque change rate. [13] Steering control method according to claim 12, wherein when a frequency has a value equal to or less than a first frequency threshold, the blocking gain is defined as a value of “1”, when a frequency has a value exceeding the first frequency threshold and equal to or less than the second frequency threshold, the blocking gain is inversely proportional to the frequency and is defined as a value between “1” and “0”, and when the frequency has a value exceeding the second frequency threshold, the blocking gain is defined as a value of “0”. [14] Steering control method according to claim 12, wherein the output of the high-frequency steering torques comprises: outputting the high-frequency steering torques which are equal to or higher than a cutoff frequency which corresponds to a vehicle speed. [15] Steering control method according to claim 14, wherein the cutoff frequency is inversely proportional to the vehicle speed. [16] Steering control method according to claim 12, further comprising: Measuring a vehicle speed where compensating the auxiliary current includes compensating the auxiliary current based on the blocking gain, the first frequency band steering torque change rate, and a speed gain corresponding to the vehicle speed. [17] Steering control method according to claim 12, further comprising: Measuring a steering angle, where compensating the auxiliary current includes compensating the auxiliary current based on the blocking gain, the first frequency band steering torque change rate, and an angle gain corresponding to the steering angle.

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