Motor operation method by proportional differential regulator in consideration of rigidity of power steering system
Patent Information
- Application Number
- JP2022196247
- Authority / Receiving Office
- JP · JP
- Patent Type
- Applications
- Current Assignee / Owner
- Priority Date
- 2021-12-17
- Filing Date
- 2022-12-08
- Publication Date
- 2025-11-25
AI Technical Summary
【0013】 本発明の目的は、車両のパワーステアリングシステムのモータを操作する方法を提案することによって、前述の欠点の全部または一部を改善することである。このパワーステアリングシステムは少なくとも1つのステアリングホイールとラックとを有し、前記モータは前記モータの角度位置と設定角度とを入力として受ける閉ループの比例微分レギュレータによって操作され、前記レギュレータは設定モータトルクを決定する。この方法の特徴は、 パワーステアリングシステムに作用するモータトルクと、モータに連結されるパワーステアリングシステムの剛性とから補正信号を決定する剛性補正コンピュータによって、剛性補正を決定するステップと、 補正信号に応じてモータの角度位置を変更するステップと、 を有することである。
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Abstract
Claims
1. A method (100, 101) for operating a motor (1) of a power steering system of a vehicle, the power steering system having at least one steering wheel and one rack (2), the motor (1) being controlled by an angular position (θ ｍ ) and setting angle (θ ｃ ) as an input. θ ) and the regulator (R θ ) is the set motor torque (C ｃ ) is determined, and the characteristics are The output motor torque (C ｅｘ ) and the stiffness (K ｔｏｔ ) and the correction signal (S θ , S ｃ ) is determined by a stiffness correction computer (C ｃｏｍｐ ) determining a stiffness correction by The angular position (θ ｍ ) to the correction signal (S θ , S ｃ ) as a function of The operating method (100, 101) is to have:
2. 2. The operating method (100, 101) according to claim 1, The motor (1) outputs an output motor torque (C ｅｘ ) and the stiffness (K ｔｏｔ ) is the mechanical stiffness component (K ｍ ), and / or a virtual stiffness component (K ｖ ) and an operation method (100, 101).
3. 3. The operating method (100, 101) according to claim 2, The stiffness (K ｔｏｔ ) is the mechanical stiffness component (K ｍ ) and the virtual stiffness component (K ｖ ) and the stiffness (K ｔｏｔ ) is an operation method (100, 101) determined taking into account the terms calculated according to the following equation 11: [0011] where: K ｔｏｔ : Stiffness of the power steering system connected to the motor K ｖ : Virtual stiffness between the motor and the steering wheel K ｍ : Mechanical stiffness between the motor and rack is.
4. 4. The operating method according to claim 3, The correction signal (S θ , S ｃ ) is the regulator (R θ ) to input the correction setting angle (θ ｃｃ ) to form the set angle (θ ｃ ) by changing the angle correction signal (S θ ) is the operating method (100).
5. 5. The operating method according to claim 4, The angle correction signal (S θ ) is the set angle (θ ｃ ) is added to the operation method (100).
6. 6. The method (100) of claim 5, The angle correction signal (S θ ) is determined taking into account a term calculated according to the following equation (12): [0012] where: S θ : Angle correction signal C ｅｘ : Motor torque K ｔｏｔ : Stiffness of the power steering system connected to the motor is.
7. 4. The operating method according to claim 3, The correction signal (S θ , S ｃ ) is the corrected set motor torque (C ｃｃ ) to form the set motor torque (C ｃ ) is changed by the torque correction signal (S ｃ ) is the operation method (101).
8. 8. The operating method (101) according to claim 7, The torque correction signal (S ｃ ) is the set motor torque (C ｃ ) is added to the operation method (101).
9. 10. The operating method (101) according to claim 8, The torque correction signal (S ｃ ) is determined taking into account a term calculated according to the following equation (13): [0013] where: S ｃ : Torque correction signal C ｅｘ : Motor torque K ｔｏｔ : Stiffness of the power steering system connected to the motor K ｖ : Virtual stiffness between the motor and the steering wheel is.
10. A vehicle in which the operating method (100, 101) according to claim 1 is carried out.