Steering control device and method for vehicle

Abstract

Embodiments of the present disclosure relate to a steering control device and method for a vehicle, and specifically, can provide a steering control device and method for a vehicle that can ensure driving stability by controlling the alignment of the wheels via rapid detection of misalignment between the steering angle of the steering wheel and the steering angle of the vehicle wheels.

Description

Technical Field

[0001] Embodiments of the present disclosure relate to a steering control device and method for a vehicle. Background Art

[0002] The steering system of a vehicle refers to a system that is capable of changing the steering angle of the wheels based on the steering force (or rotational force) applied to the steering wheel by the driver of the vehicle. Recently, an electric power steering system (EPS) has been applied to vehicles in order to reduce the steering force of the steering wheel to ensure the stability of the steering state. In addition, recently, research on a vehicle steering device based on steer-by-wire (SbW) is being actively carried out. In such a vehicle steering device based on steer-by-wire, a steering column module connected to the steering wheel and a steering rack module connected to the wheels are mechanically separated from each other.

[0003] Therefore, in a steer-by-wire based vehicle steering apparatus, since a steering column module and a steering rack module are mechanically separated from each other, misalignment may occur between a steering angle of a steering wheel and a steering angle of vehicle wheels, thereby reducing driver safety. Summary of the invention

[0004] Embodiments of the present disclosure provide a vehicle steering control apparatus and method capable of controlling the alignment of wheels by quickly detecting a misalignment between a steering angle of a steering wheel and a steering angle of vehicle wheels.

[0005] In one aspect of the present disclosure, the present embodiment may provide a steering control of a vehicle, which includes: an overheating detector, which is configured to detect an overheating state of the reaction force motor based on motor temperature information of the reaction force motor; an alignment determiner, which is configured to determine whether the steering wheel and the rack displacement are aligned based on steering angle information of the steering wheel and position information of the rack displacement; and a controller, which is configured to set the point where the alignment starts to be misaligned as an initial point if the overheating state is detected and it is determined that the alignment of the steering wheel and the rack displacement is misaligned, store the steering angle information of the steering wheel at the initial point as initial point information, and control the steering wheel and the rack displacement to align by using the initial point information.

[0006] In another aspect of the present disclosure, the present embodiment may provide a steering control method for a vehicle, the method comprising the following steps: detecting whether the reaction force motor is in an overheating state based on temperature information of the reaction force motor; determining the alignment of the steering wheel with the rack displacement based on steering angle information of the steering wheel and position information of the rack displacement; and if the overheating state is detected and it is determined that the alignment of the steering wheel with the rack displacement is misaligned, setting the point where the alignment starts to be misaligned as an initial point, storing the steering angle information of the steering wheel at the initial point as initial point information, and controlling the steering wheel and the rack displacement to align by using the initial point information.

[0007] According to an embodiment of the present disclosure, a steering control device and method of a vehicle capable of ensuring driving stability by controlling alignment of wheels through rapid detection of misalignment between a steering angle of a steering wheel and a steering angle of vehicle wheels may be provided. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] Figure 1 is a diagram for explaining the overall configuration of a vehicle steering apparatus based on steer-by-wire according to an embodiment of the present disclosure.

[0009] Figure 2 The configuration of the vehicle steering control device according to the embodiment of the present disclosure is illustrated.

[0010] Figure 3 is a flowchart for explaining the operation of the vehicle steering control device according to the embodiment of the present disclosure.

[0011] Figure 4 is a flowchart illustrating the operation of a vehicle steering control device in a misalignment situation according to an embodiment of the present disclosure.

[0012] Figure 5 1 is a diagram for explaining an operation state of a steering control device for a vehicle according to an embodiment of the present disclosure.

[0013] Figure 6 is a diagram for explaining an operation state of a steering control device of a vehicle in a misalignment situation according to an embodiment of the present disclosure.

[0014] Figure 7 is a diagram for explaining an operation state of a steering control device of a vehicle after a misalignment occurs according to an embodiment of the present disclosure.

[0015] Figure 8 is a flowchart of a steering control method of a vehicle in a case where a steering wheel is returned after a misalignment occurs according to an embodiment of the present disclosure.

[0016] Fig. 9is a block diagram of a computer system of a steering control device according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0017] The present disclosure relates to a steering control device and method for a vehicle.

[0018] In the following description of examples or embodiments of the present disclosure, reference will be made to the accompanying drawings, in which specific examples or embodiments are shown by way of example, and in which the same reference numerals and symbols may be used to designate the same or similar components even when they are shown in different drawings from each other. In addition, in the following description of examples or embodiments of the present disclosure, when it is determined that the description may make the subject matter unclear in some embodiments of the present disclosure, the detailed description of the well-known functions and components incorporated herein will be omitted. Unless the term is used with the term "only", the terms such as "including", "having", "comprising", "consisting of", "formed of", and "composed of" used herein are generally intended to allow the addition of other components. As used herein, unless the context clearly indicates, the singular form is intended to include the plural form.

[0019] Terms such as "first", "second", "A", "B", "(A)" or "(B)" may be used herein to describe elements of the present disclosure. Each of these terms is not used to define the essence, sequence, order or quantity of the elements, etc., but is only used to distinguish the corresponding element from other elements.

[0020] When it is mentioned that a first element is “connected or coupled to” a second element, “contacts or overlaps” the second element, etc., it should be interpreted that the first element may not only be “directly connected to” or “directly contacted to” the second element, but also a third element may be “interposed” between the first element and the second element, or the first element and the second element may be “connected or coupled to”, “contacts or overlaps”, etc., each other via a fourth element. Here, the second element may be included in at least one of the two or more elements that are “connected or coupled to”, “contacts or overlaps”, etc., each other.

[0021] When time relative terms such as “after,” “subsequently,” “next,” “before,” etc. are used to describe a process or operation of an element or configuration, or a flow or step in an operation, process, or manufacturing method, these terms may be used to describe non-continuous or non-sequential processes or operations, unless the terms “directly” or “immediately” are used together.

[0022] In addition, when any dimension, relative size, etc. is mentioned, even if no relative description is specified, the numerical value or corresponding information (e.g., level, range, etc.) of the element or feature should be considered to include variations or error ranges that may be caused by various factors (e.g., process factors, internal or external impacts, noise, etc.). In addition, the term "may" fully encompasses all meanings of the term "may".

[0023] Hereinafter, terms used in a steering control apparatus and a method of a vehicle according to an embodiment of the present disclosure will be described.

[0024] Overheating or overheating in this specification is a prerequisite for the operation of the overheat protection (OHP) device, and the overheat state may refer to a state in which a specific temperature or higher heat is generated in the reaction force motor by repeatedly driving the reaction force motor or generating a high output due to increased rotation of the steering wheel.

[0025] In addition, the overheating prevention device is a protection logic for preventing damage to the system due to continuous heat generation, and may refer to a device that prevents hardware overheating and damage by reducing the torque command and using only the minimum current in the event of an overheating state of the motor or electronic control unit (ECU).

[0026] In this specification, the reaction force motor may mean a steering feedback actuator (SFA) of the steer-by-wire apparatus, and the driving motor of the wheel may mean a road wheel actuator (RWA) of the steer-by-wire apparatus.

[0027] Figure 1 is a diagram for explaining the overall configuration of a vehicle steering apparatus based on steer-by-wire according to an embodiment of the present disclosure.

[0028] Reference Figure 1 , a steer-by-wire vehicle steering apparatus according to an embodiment of the present disclosure may include a steering wheel 100 , a steering column module (SCM) 120 , a steering rack module (SRM) 130 , a control module 110 , and a wheel 140 .

[0029] The steering wheel 100 may be operated by the driver's manipulation. For example, the steering wheel 100 is rotated by the driver's manipulation, and the driving direction of the vehicle may be determined or changed based on this.

[0030] The steering column module 120 may be connected to the steering wheel 100. In addition, the steering column module 120 may include a steering shaft, a steering reaction force motor, and one or more sensors. For example, the steering shaft may be connected to the steering wheel 100. In addition, when the steering wheel 100 rotates, the steering shaft may rotate in response to the rotating steering wheel 100. The steering reaction force motor may be coupled to the steering shaft. In addition, the steering reaction force motor rotates in a direction opposite to the rotation direction of the steering wheel 100 to provide the steering reaction force to the steering wheel 100 so that the driver can feel a proper steering feel. The plurality of sensors may include at least one of a steering angle sensor, a torque sensor, and a steering angular velocity sensor. However, the type of sensor is not limited thereto, as long as it can measure the states of various components included in the steering column module 120. For example, the steering angle sensor may measure the steering angle as the rotation angle of the steering wheel 100. When the steering wheel 100 rotates, the torque sensor may measure the torque generated in the steering shaft as the steering wheel 100 rotates. The steering angular velocity sensor may measure the steering angular velocity as the rotation angular velocity of the steering wheel 100.

[0031] The steering rack module 130 may be mechanically separated from the steering column module 120. In addition, the steering rack module 130 may include a drive motor, a pinion, a rack, and a sensor. For example, the drive motor may be driven by a drive current. The drive motor may generate a drive torque corresponding to the drive current, and may provide a steering force to the steering wheel 100 based on the generated drive torque. The pinion may be connected to the drive motor. The pinion may rotate based on the drive torque generated by the drive motor. The rack may be connected to the pinion. The rack may perform a linear motion based on the rotational motion of the pinion. That is, the pinion and the rack may change the direction of the steering wheel 100 by providing a steering force to the steering wheel 100 based on the drive torque of the drive motor. The sensor may include at least one of a rack position sensor, a rack displacement sensor, a pinion angle sensor, and a pinion angular velocity sensor. However, if the type of the sensor may measure the states of various components included in the steering rack module 130, it is not limited thereto. For example, the rack position sensor may measure the position of the rack, and the rack displacement sensor may measure the displacement of the rack. The pinion gear angle sensor can measure the angle of the pinion gear as the rotation angle of the pinion gear. In addition, the pinion gear angular velocity sensor can measure the angular velocity of the pinion gear as the rotation angular velocity of the pinion gear.

[0032] The control module 110 may control the operation of the steering column module 120 and the steering rack module 130. For example, the control module 110 may generate a control signal by receiving information from each component included in the steering column module 120 and the steering rack module 130. In addition, the control module 110 may control the operation of each component included in the steering column module 120 and the steering rack module 130 based on the generated control signal. Specifically, the control module 110 may control the operation of each sensor provided in the vehicle. The control module 110 may control the operation of each sensor provided in the vehicle to generate a corresponding control signal based on the corresponding sensor information therefrom. And, the control module 110 may control the operation of each component included in the steering column module 120 and the steering rack module 130 by using each generated control signal. The control module 110 may refer to a steering control device. In addition, reference will be made later to Figures 2 to 8 The details of the control module 110 are described.

[0033] The wheel 140 can be connected to the steering rack module 130. For example, while the rotational force of the drive motor is transmitted to the rack bar, it can be converted into the axial linear motion force of the rack. In addition, the linear motion force of the rack can be transmitted to the wheel 140 through the tie rod and the steering knuckle arm.

[0034] Figure 2 The configuration of the vehicle steering control device according to the embodiment of the present disclosure is illustrated.

[0035] Reference Figure 2 According to an embodiment of the present disclosure, the steering control device 110 may include: an overheating detector 210, which is used to detect whether the reaction force motor is in an overheating state based on the motor temperature information of the reaction force motor; an alignment determiner 220, which is used to determine whether the steering wheel and the rack displacement are aligned based on the steering angle information of the steering wheel and the position information of the rack displacement; and a controller 230, which is used to set the point where the alignment starts to be misaligned as an initial point, store the steering angle information of the steering wheel at the initial point as the initial point information, and control the steering wheel and the rack displacement to align by using the initial point information when an overheating state is detected and it is determined that the alignment of the steering wheel and the rack displacement is misaligned.

[0036] If the temperature of the reaction force motor detected by the temperature sensor is higher than a preset threshold temperature, the overheat detector 210 may detect an overheat state. For example, the overheat detector 210 may detect the temperature of the reaction force motor driven by the application of current through the temperature sensor, and if the detected temperature is higher than a threshold temperature corresponding to the standard of the reaction force motor, it may be detected as an overheat state. For example, assuming that the preset threshold temperature is 80 degrees, if the temperature of the reaction force motor detected by the temperature sensor corresponds to 90 degrees, the overheat detector 210 may detect the occurrence of the overheat state.

[0037] In the case where the position of the rack displacement enters a preset range at the end of the rack, if at least one of a decrease in the amount of current of the reaction force motor and a decrease in the feedback torque of the reaction force motor is detected, the alignment determiner 220 can determine that the steering wheel and the rack displacement are not aligned. For example, the alignment determiner 220 can determine the position of the rack displacement by obtaining the operating state information of the wheel 140 from the steering rack module 130. In this case, the operating state information of the wheel 140 may include at least one of the position information of the rack, the driving current information of the driving motor driving the rack and pinion, the pinion angle sensor signal information, and the rack position sensor signal information. However, the operating state information of the wheel 140 is not limited thereto, and may include other information for identifying the position of the rack displacement.

[0038] For example, the alignment determiner 220 may determine whether the position of the rack displacement falls within a preset range of the acquired position information of the rack displacement. The preset range may be set by the situation where the position of the rack displacement reaches the right end or the left end of the rack. In this case, the end may be a position where the rack may no longer move even if the steering wheel is rotated to the right or to the left. That is, the end may mean the position of the rack in a state where the wheel can no longer be steered.

[0039] The alignment determiner 220 may directly determine whether the steering wheel and the rack displacement are aligned based on the steering angle information of the steering wheel and the position information of the rack displacement. The alignment determiner 220 may compare the steering angle information obtained from the steering angle sensor, the steering angle velocity sensor, or the torque sensor of the steering column module 120 with the position information of the rack displacement to determine the misalignment. Alternatively, the alignment determiner 220 may compare the steering angle information of the steering wheel with the steering angle information of the wheel 140 to determine the misalignment.

[0040] Alternatively, if the position of the rack displacement reaches a preset range from the end of the rack, and if at least one of a decrease in the amount of current of the reaction force motor and a decrease in the feedback torque of the reaction force motor is detected, the alignment determiner 220 can quickly determine the misalignment. This is because the decrease in the amount of current of the reaction force motor detected based on the current information of the reaction force motor can reduce the torque generated by the reaction force motor, which may be the cause of the misalignment of the steering angle of the steering wheel 100 and the steering angle of the wheel 140.

[0041] Alternatively, the alignment determiner 220 may determine misalignment if an increase in the current amount of the driving motor is detected to be greater than or equal to a maximum current value based on current information of the driving motor driving the rack and pinion that changes the direction of the wheel.

[0042] The controller 230 may set the point at which the alignment of the steering angle of the steering wheel 100 with the steering angle of the wheel 140 begins to deviate as an initial point. For example, if the steering angle of the steering wheel 100 is further rotated, even if the position of the rack displacement reaches the end of the rack and is no longer able to move, the wheel will not turn additionally in response to the steering angle of the reverse disk. In this case, the controller 230 may set the steering angle value of the steering wheel 100 as an initial point at this time and store it as initial point information. Alternatively, the controller 230 may set the steering angle value of the steering wheel 100 as an initial point at a point at which a deviation from the wheel 140 occurs due to the rotational idling of the steering wheel 100. For example, the steering angle position may be information about the steering angle value (e.g., 380 degrees) or the number of rotations (e.g., 1.6 turns) of the steering wheel.

[0043] If the measured steering angle of the steering wheel 100 is equal to or greater than the steering angle value corresponding to the initialization point, the controller 230 may stop sending the steering control signal generated by the steering angle information of the steering wheel 100. For example, the controller 230 may generate the steering control signal using signals such as the steering angle and steering torque of the driver on the steering wheel 100 and the speed of the vehicle. The controller 230 may send the generated steering control signal of the steering wheel 100 through a network (e.g., CAN communication), and the steering rack module 130 may calculate the rack displacement using the steering control signal and drive the drive motor.

[0044] However, if the position of the rack displacement has reached the end by rotating the steering wheel 100 to the right end or the left end and the rack position sensor detects that the position of the rack displacement has reached the end, the controller 230 may stop the transmission of the steering control signal. This is because even when the steering control signal is received, if the position of the rack displacement reaches the end, the position of the rack displacement cannot move beyond the end. Therefore, the steering angle of the wheel 140 can no longer be changed in the corresponding rotation direction.

[0045] In the case where the steering angle of the steering wheel deviates beyond the angle corresponding to the initial point and then returns to the initial point again, if the steering angle information of the steering wheel 100 is consistent with the initial point information, the controller 230 may initiate or resume the transmission of the steering control signal generated by the steering angle information of the steering wheel 100. For example, if the steering angle of the steering wheel 100 is further rotated beyond the initial point set to the right end or the left end, the controller 230 may stop the transmission of the steering control signal generated based on the steering angle information of the steering wheel 100 being equal to or greater than the angle corresponding to the initial point. However, if the steering wheel 100 is rotated by changing the rotation direction and if the steering angle position of the steering wheel 100 is consistent with the set initial point position again, the controller 230 may restart the transmission of the steering control signal generated based on the steering angle information of the steering wheel.

[0046] In the case where the steering angle of the steering wheel deviates beyond the angle corresponding to the initial point and then returns to the initial point again, if the steering angle of the steering wheel is equal to or less than the angle corresponding to the initial point, the controller may control the position of the rack displacement to be adjusted based on the steering angle information of the steering wheel 100. The controller 230 may synchronize the steering angle of the wheel 140 based on the steering angle information of the steering wheel 100. For example, if the steering angle of the steering wheel 100 measured by the steering angle sensor corresponds to 370 degrees, which is the angle corresponding to the initial point, the steering angle position of the wheel 140 may be set to correspond to 10 degrees. The controller 230 may synchronize the steering angle of the steering wheel with the steering angle of the wheel based on 370 degrees by driving a motor and a pinion that drives the rack to change the direction of the wheel.

[0047] Figure 3 is a flowchart for explaining the operation of the vehicle steering control device according to the embodiment of the present disclosure.

[0048] Reference Figure 3 , an example of an overheat protection (OHP) operation, which is a control operation performed by the steering control device of a vehicle according to an exemplary embodiment of the present disclosure in a case where an overheat state of a reaction force motor occurs, will be described.

[0049] The overheat detector 210 of the steering control device 110 can detect the occurrence of an overheat state due to overheating of the reaction force motor (S310). For example, the overheat detector 210 may include a temperature sensor to detect the temperature of the heating component. The overheat detector 210 can record the duration when the temperature measured by the temperature sensor is equal to or greater than the set threshold temperature, and the overheat state can be determined if the duration is equal to or greater than a predetermined time. Alternatively, if the temperature measured by the temperature sensor is greater than or equal to the set threshold temperature, the overheat detector 210 can determine the occurrence of an overheat state and provide a warning signal or alarm. In this case, the threshold temperature can be set differently according to the installation location of the reaction force motor, the ambient temperature of the motor installation location, the type of motor, the capacity of the motor, or the amount of current applied. This has been described as an example and is not limited to this.

[0050] The alignment determiner 220 of the steering control device 110 can detect a decrease in feedback torque (S320). For example, the alignment determiner 220 can detect whether the feedback torque of the reaction force motor is reduced due to an overheat protection (OHP) function that is a protection logic when overheating occurs. By using the overheat protection function, the amount of current applied to the reaction force motor can be limited by adjusting the torque gain according to the temperature. Therefore, if the overheat protection function operates, the alignment determiner 220 can detect a decrease in the amount of current of the reaction force motor to prevent the motor from being overloaded.

[0051] The alignment determiner 220 of the steering control device 110 may detect misalignment (i.e., alignment deviation between the steering angle of the steering wheel and the steering angle of the wheel) (S330). For example, the steering reaction force transmitted to the steering wheel may be reduced according to a reduction in the amount of current of the reaction force motor or a reduction in feedback torque. In this case, the alignment determiner 220 may detect the misalignment between the steering angle of the steering wheel and the steering angle of the wheel caused by the reduction in the steering reaction force.

[0052] The controller 230 of the steering control device 110 may store the steering angle of the steering wheel at a point where the steering angle of the steering wheel and the steering angle of the wheel are not aligned (S340). For example, if the position of the rack displacement (as the point where the steering angle of the steering wheel and the steering angle of the wheel are not aligned) corresponds to the end of the rack, the controller 230 may store the position of the steering angle of the steering wheel at this time as the initial point information.

[0053] The controller 230 of the steering control device 110 may control the positions of the steering wheel and the wheels by using the position of the steering angle of the steering wheel stored as the initial point information (S350). For example, the controller 230 may use the steering angle position of the steering wheel at a point where the steering angles of the steering wheel and the wheels are not aligned to adjust the position of the rack displacement to control the steering angle of the wheels to be synchronized with the steering angle of the steering wheel. Figure 4 Describes details regarding the synchronous operation of the steering wheel and wheels.

[0054] Figure 4 is a flowchart illustrating the operation of a vehicle steering control device in the event of misalignment according to an embodiment of the present disclosure.

[0055] Reference Figure 4 , an example will be described in which, when misalignment is obtained in step S340, the steering control device of the vehicle according to the embodiment of the present disclosure performs a control operation of synchronizing the positions of the steering wheel and the wheel by using the steering angle information of the steering wheel. If the steering wheel continues to rotate in the same rotation direction even when the misalignment occurs, the controller 230 of the steering control device 110 may not use the steering angle information of the steering wheel rotation exceeding the steering angle of the point where the misalignment occurs to generate the steering control signal (S410). For example, if the driver rotates the steering wheel in the right direction, the position of the rack displacement that rotates the wheel may reach the end. In this case, even if the driver continues to rotate the steering wheel in the right direction, the steering angle information of the steering wheel from the point where the position of the rack displacement reaches the end may not be used to generate the steering control signal. Specifically, the controller 230 may store the steering angle information of the steering wheel from the point where the position of the rack displacement reaches the end, and may ignore the steering angle information of the steering wheel that is shifted based on the stored steering angle information.

[0056] If the steering wheel rotates beyond the steering angle of the steering wheel when the misalignment occurs and then returns to the point where the misalignment occurs, the controller 230 of the steering control device 110 may synchronize the steering angle of the steering wheel with the steering angle of the wheel (S420). For example, after the driver continues to rotate the steering wheel in the right direction even after the position of the rack displacement reaches the end, the driver may change the rotation direction to rotate to the left. At this time, since the driver rotates the steering wheel to the left, the position of the rack displacement may return to within the steering angle of the steering wheel when the end is reached. Then, if the steering wheel returns to within the steering angle when the position of the rack displacement reaches the end, the controller 230 may use the steering angle information of the steering wheel again to generate a steering control signal.

[0057] The controller 230 may synchronize the steering angle of the wheel to correspond to the steering angle information of the steering wheel at the point where the position of the rack displacement reaches the end. For example, the controller 230 may calculate the displacement amount of the rack for changing the steering angle of the wheel. The controller 230 may adjust the position of the displacement of the rack by using the calculated displacement amount of the rack so that the steering angle of the wheel corresponds to the steering angle information of the steering wheel.

[0058] Figure 5 1 is a diagram for explaining an operation state of a steering control device for a vehicle according to an embodiment of the present disclosure.

[0059] Reference Figure 5 , an example of operation before the misalignment of the steering angle of the steering wheel and the steering angle of the wheel in the steering control device of the vehicle will be described. As shown in the example, if the driver rotates the steering wheel 100 in the right direction, the vehicle steering control device 110 may also rotate the vehicle wheel 140 in the right direction. Specifically, the wheel 140 of the vehicle may be steered at an angle at which the rotation axis of the wheel 140 rotates in proportion to the steering angle of the steering wheel 100. The rotation angle of the wheel 140 (i.e., the steering angle of the wheel) may be calculated as the displacement amount of the rack bar corresponding to the rotation angle considering the gear ratio, etc.

[0060] For example, the initial point 500 may set the steering angle value of the steering wheel at a point where the steering angle of the steering wheel 100 and the steering angle of the wheel 140 begin to be misaligned. Figure 2 If the steering angle of the steering wheel 100 is rotated by an angle (section 520) corresponding to or less than the initial point 500, the vehicle steering control device 110 can move the position of the rack displacement corresponding to the steering angle of the steering wheel to steer the wheel. Therefore, if the steering angle of the steering wheel 100 is rotated by an angle 520 corresponding to or less than the initial point 500, the vehicle steering control device 110 can be determined as the normal operating range of the wheel.

[0061] Figure 6 is a diagram for explaining an operation state of a steering control device of a vehicle in a misalignment situation according to an embodiment of the present disclosure.

[0062] Reference Figure 6 For example, if the driver continues to rotate the steering wheel 100 to the right end, the wheel 140 of the vehicle rotates in the right direction, but further steering of the wheel at a predetermined position may become impossible. Specifically, the wheel 140 of the vehicle may be steered according to the displacement of the rack bar corresponding to the steering angle of the steering wheel 100, but if the displacement of the rack bar falls within a specific range from the end, the rack bar may not be moved any further. Therefore, if the displacement of the rack bar reaches the end, the wheel 140 of the vehicle may not be steered further.

[0063] For example, in the vehicle steering control device 110, within an angle range greater than the angle corresponding to the initial point 500 (as the point where the steering angle of the steering wheel 100 and the wheel 140 begin to be misaligned), an abnormal operation range may exist. The vehicle steering control device 110 may store the steering angle information of the steering wheel at the initial point 500 as the starting point of the abnormal operation range. If the steering wheel 100 is further rotated at an angle greater than the angle corresponding to the initial point 500 (sections 610 and 620), the vehicle steering control device 110 cannot steer the wheel more. This is because if the steering angle of the steering wheel is consistent with the angle corresponding to the initial point, the vehicle steering control device 110 may stop sending the steering control signal generated by the steering angle information of the steering wheel. Therefore, if the steering angle of the steering wheel is rotated at an angle corresponding to the initial point or more (sections 610 and 620), the steering control signal generated by the steering angle information of the steering wheel may not be sent.

[0064] Figure 7 is a diagram for explaining an operation state of a steering control device of a vehicle after a misalignment occurs according to an embodiment of the present disclosure.

[0065] Reference Figure 7 , as an example, if the driver rotates the steering wheel 100 to the right end and then changes the rotation direction to rotate to the left, the wheels 140 of the vehicle may be turned from the right side to the left side.

[0066] For example, if the steering angle of the steering wheel 100 is returned based on the angle corresponding to the initial point 500 (as the point where the steering angles of the steering wheel 100 and the wheel 140 begin to be misaligned), the vehicle steering control device 110 can determine the normal operating range of the wheel again. Therefore, the vehicle steering control device 110 can use the steering angle information at the stored initial point 500 of the steering wheel. If the steering wheel 100 of the vehicle is rotated 710 again at an angle corresponding to the initial point 500 or less, the vehicle steering control device 110 can rotate the steering wheel 100 corresponding to the steering angle. In this case, if the steering angle of the steering wheel deviates beyond the angle corresponding to the initial point and then returns to the initial point again, the vehicle steering control device 110 restarts the transmission of the steering control signal generated by the steering angle information of the steering wheel. Therefore, in the case where the steering wheel rotation (section 710) is again lower than the angle corresponding to the initial point, the steering control signal generated by the steering angle information of the steering wheel can be sent again. The vehicle steering control device 110 may adjust the position of the rack displacement based on the stored steering angle information of the steering wheel at the initial point 500 , and thus may control the steering angle of the wheel.

[0067] In the following, the description will be made of Figures 1 to 7 The vehicle steering control method performed by the vehicle steering control device 110 is described.

[0068] Figure 8 is a flowchart of a steering control method of a vehicle in a case where a steering wheel is returned after a misalignment occurs according to an embodiment of the present disclosure.

[0069] Reference Figure 8 , the steering control method of a vehicle according to the present disclosure may include detecting whether the reaction force motor is in an overheated state (S810). For example, the steering control device may detect the occurrence of the overheated state based on the motor temperature information of the reaction force motor. Alternatively, the steering control device may detect the temperature of the reaction force motor through a temperature sensor, and if the detected temperature of the reaction force motor is higher than a preset threshold temperature, it may be detected as an overheated state.

[0070] The steering control method of a vehicle according to the present disclosure may include determining the alignment of the steering wheel and the rack displacement (S820). For example, the steering control device may determine the alignment of the steering wheel and the rack displacement based on the steering angle information of the steering wheel and the position information of the rack displacement. Alternatively, in the case where the position of the rack displacement enters the preset range of the rack end, if at least one of a decrease in the amount of current of the reaction force motor and a decrease in the feedback torque of the reaction force motor is detected, the steering control device may determine that the steering wheel and the rack displacement are not aligned. In this case, a preset range may be set when the position of the rack displacement reaches the end of the right rack or the left rack. In addition, the end may mean a state in which the wheels can no longer steer because the rack can no longer move in the same direction even when the steering wheel is further rotated to the right or left.

[0071] The steering control method of the vehicle according to the present disclosure may include a step of controlling the displacement of the steering wheel and the rack to be aligned (S830). For example, if an overheating state is detected and it is determined that the steering wheel and the rack are misaligned, the steering control device may set the point where the misalignment starts to be aligned as an initial point, store the steering angle information of the steering wheel at the initial point as initial point information, and control the displacement of the steering wheel and the rack to be aligned by using the initial point information.

[0072] As another example, if the steering angle of the steering wheel is equal to or greater than the angle corresponding to the initial point, the steering control device may stop transmitting the steering control signal generated by the steering angle information of the steering wheel. Alternatively, in the case where the steering angle of the steering wheel deviates beyond the angle corresponding to the initial point and then returns to the initial point again, if the steering angle information of the steering wheel is consistent with the initial point information, the steering control device may initiate or restart the transmission of the steering control signal generated by the steering angle information of the steering wheel.

[0073] As another example, in a case where the steering angle of the steering wheel deviates beyond the angle corresponding to the initial point and then returns to the initial point again, if the steering angle of the steering wheel is equal to or less than the angle corresponding to the initial point, the steering control device may control the position of the rack displacement to be adjusted based on the steering angle information of the steering wheel. That is, the steering control device may control the steering angle of the steering wheel to be synchronized with the steering angle of the wheel based on the steering angle information of the steering wheel.

[0074] Fig. 9 is a block diagram of a computer system of a steering control device according to an embodiment of the present disclosure.

[0075] Reference Fig. 9 , the above-mentioned embodiments can be implemented in a computer system in, for example, a computer-readable recording medium. As shown in the figure, a computer system 900 as an example of a steering control device according to the present embodiment may include at least one or more elements of one or more processors 910, a memory 920, a storage unit 930, a user interface input unit 940, and a user interface output unit 950 that can communicate with each other via a bus 960. In addition, the computer system 900 may also include a network interface 970 for connecting to a network. The processor 910 may be a CPU or a semiconductor device that executes processing instructions stored in the memory 920 and / or the storage unit 930. The memory 920 and the storage unit 930 may include various types of volatile storage media / non-volatile storage media. For example, the memory may include ROM and RAM.

[0076] Therefore, the present embodiment may be implemented as a computer-implemented method or a non-transitory computer recording medium having computer-executable instructions stored therein. When executed by a processor, the instructions may perform a method according to at least one embodiment of the present embodiment.

[0077] More specifically, the steering control device 200 according to the present embodiment and the overheat detector 210 , the alignment determiner 220 , and the controller 230 included therein may be implemented as an ECU or a module of a control device of a steering system mounted on a vehicle.

[0078] The control device or ECU of such a steering system may include a processor, a storage device such as a memory, and a computer capable of performing specific functions. In addition, the above-mentioned overheat detector 210, alignment determiner 220 and controller 230 may be implemented as software modules capable of performing corresponding corresponding functions.

[0079] That is, the overheat detector 210, alignment determiner 220 and controller 230 according to the present embodiment may be implemented as corresponding software modules and stored in a memory, and each software module may be executed at a specific time point in an arithmetic processing unit such as an ECU included in the steering system.

[0080] According to the present disclosure, a vehicle steering control device and method can be provided. Specifically, a vehicle steering control device and method can be provided that can control the alignment of vehicle wheels by quickly detecting the misalignment between the steering angle of the steering wheel and the steering angle of the wheels to ensure driving stability.

[0081] The above description has been presented to enable any technician in the field to make and use the technical ideas of the present disclosure, and has been provided in the context of specific applications and their requirements. It will be apparent to those skilled in the art that various modifications, additions and substitutions to the described embodiments will be apparent, and the general principles defined herein may be applied to other embodiments and references without departing from the spirit and scope of the present disclosure. The above description and accompanying drawings provide examples of the technical ideas of the present disclosure for illustrative purposes only. That is, the disclosed embodiments are intended to illustrate the scope of the technical ideas of the present disclosure. Therefore, the scope of the present disclosure is not limited to the embodiments shown, but conforms to the widest scope consistent with the claims. The scope of protection of the present disclosure should be interpreted based on the attached claims, and all technical ideas within the scope of their equivalents should be interpreted as included within the scope of the present disclosure.

[0082] CROSS-REFERENCE TO RELATED APPLICATIONS

[0083] This application claims priority to Korean Patent Application No. 10-2021-0021855, filed on February 18, 2021, which is hereby incorporated by reference for all purposes as if fully set forth herein.

Claims

1. A steering control device for a vehicle, the steering control device comprising: an overheat detector configured to detect whether the reaction force motor is in an overheat state based on motor temperature information of the reaction force motor; an alignment determiner configured to determine whether the steering wheel and the rack displacement are aligned based on steering angle information of the steering wheel and position information of the rack displacement; as well as a controller configured to, if the overheat state is detected and it is determined that the alignment of the steering wheel displacement with the rack is misaligned, set a point where the alignment starts to be misaligned as an initial point, store steering angle information of the steering wheel at the initial point as initial point information, and control the steering wheel and the rack displacement to be aligned by using the initial point information, wherein, in a case where the position of the rack displacement enters a preset range at an end of the right rack or the left rack, if at least one of a decrease in the amount of current of the reaction force motor and a decrease in the feedback torque of the reaction force motor is detected, the alignment determiner determines that the steering wheel and the rack displacement are misaligned, Here, the end means a state in which the wheels cannot be steered any more because the rack can no longer move in the same direction even when the steering wheel is further rotated to the right or left.

2. The steering control device according to claim 1, wherein: The overheat detector detects the overheat state if the temperature of the reaction force motor detected by the overheat detector is higher than a preset threshold temperature.

3. The steering control device according to claim 1, wherein: If the steering angle of the steering wheel is equal to or greater than an angle corresponding to the initial point, the controller stops transmitting the steering control signal generated by the steering angle information of the steering wheel.

4. The steering control device according to claim 1, wherein: In a case where the steering angle of the steering wheel deviates beyond the angle corresponding to the initial point and then returns to the initial point again, if the steering angle information of the steering wheel is consistent with the initial point information, the controller initiates transmission of a steering control signal generated by the steering angle information of the steering wheel.

5. The steering control device according to claim 1, wherein: In a case where the steering angle of the steering wheel deviates beyond the angle corresponding to the initial point and then returns to the initial point again, if the steering angle of the steering wheel is equal to or less than the angle corresponding to the initial point, the controller controls the position of the rack displacement to be adjusted based on the steering angle information of the steering wheel.

6. A steering control method for a vehicle, the steering control method comprising the following steps: detecting whether the reaction force motor is in an overheated state based on temperature information of the reaction force motor; determining whether the steering wheel is aligned with the rack displacement based on the steering angle information of the steering wheel and the position information of the rack displacement; as well as if the overheating state is detected and it is determined that the alignment of the steering wheel displacement with the rack is misaligned, setting a point from which the alignment starts to be misaligned as an initial point, storing steering angle information of the steering wheel at the initial point as initial point information, and controlling the steering wheel and the rack displacement to be aligned by using the initial point information, The step of determining whether the displacement of the steering wheel and the rack is aligned comprises the following steps: when the position of the rack displacement enters a preset range at the end of the right rack or the left rack, if at least one of a decrease in the current amount of the reaction force motor and a decrease in the feedback torque of the reaction force motor is detected, determining that the displacement of the steering wheel and the rack is not aligned, Here, the end means a state in which the wheels can no longer be steered because the rack can no longer move in the same direction even when the steering wheel is further rotated to the right or left.

7. The steering control method according to claim 6, wherein: The step of detecting whether the reaction force motor is in an overheat state includes the step of detecting the overheat state if the temperature of the reaction force motor detected by the overheat detector is higher than a preset threshold temperature.

8. The steering control method according to claim 6, wherein: The step of controlling the steering wheel and the rack to be displaced to be aligned includes the step of stopping sending a steering control signal generated by the steering angle information of the steering wheel if the steering angle of the steering wheel is equal to or greater than an angle corresponding to the initial point.

9. The steering control method according to claim 6, wherein: The step of controlling the displacement of the steering wheel and the rack to align includes the following steps: in a case where the steering angle of the steering wheel deviates beyond the angle corresponding to the initial point and then returns to the initial point again, if the steering angle information of the steering wheel is consistent with the initial point information, initiating transmission of a steering control signal generated by the steering angle information of the steering wheel.

10. The steering control method according to claim 6, wherein: The step of controlling the steering wheel and the rack displacement to be aligned includes the following steps: in a case where the steering angle of the steering wheel deviates beyond the angle corresponding to the initial point and then returns to the initial point again, if the steering angle of the steering wheel is equal to or less than the angle corresponding to the initial point, controlling the position of the rack displacement based on the steering angle information of the steering wheel.

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