JP5092726B2 - Electric power steering device - Google Patents

Description

  The present invention relates to an electric power steering apparatus in which a steering assist force is applied by an electric motor to a steering mechanism that steers steered wheels, and in particular, even when the grip force of a tire is lost, the vehicle The present invention relates to an electric power steering apparatus capable of stabilizing the behavior.

2. Description of the Related Art Conventionally, as a steering device, an electric power steering device that gives a steering assist force to a steering mechanism by driving an electric motor in accordance with a steering torque generated when a driver steers a steering wheel has been widely used.
Further, in such an electric power steering apparatus, in order to improve the steering performance and stabilize the behavior of the vehicle during cornering, a self-aligning torque that is a torque for returning the wheel attached to the vehicle to neutral is obtained. Further, there have been proposed ones that are used for steering control, and those that perform steering control in consideration of the grip state of the tire.

As a method for calculating the grip state of the tire, for example, a method of controlling the reaction force device using a deviation between the standard yaw rate and the actual yaw rate as a value corresponding to the grip state of the tire has been proposed (for example, see Patent Document 1). ). In addition, a vehicle steering reaction force control device that increases the steering force according to the rate of change of the yaw rate during understeer has been proposed (see, for example, Patent Document 2).
JP 2006-264392 A Japanese Patent No. 2894006

  However, as described above, when the deviation between the standard yaw rate and the actual yaw rate is used as a value corresponding to the grip state, these yaw rate deviations represent the grip state, but the error from the actual grip state is relatively large. The exact grip force of the tire cannot be detected. For example, when the vehicle is suddenly increased or decreased, or when making a large turn at a low speed such as a U-turn, the grip force of the tire is sufficient. Therefore, there is an unsolved problem that the correction control is turned on, and the driver feels uncomfortable.

  In addition, when the steering force is increased during oversteering, it is effective for preventing excessive steering during initial oversteering and suppressing the oversteering initial behavior, but self-aligning torque and driving after oversteering occur. Even during so-called countersteering, which is operated by a person to stabilize the oversteer behavior, the steering reaction force becomes heavy and the steering reaction force is felt, which makes the countersteer operation difficult. There are challenges.

  Therefore, the present invention has been made paying attention to the above-mentioned conventional unsolved problems, and prevents excessive steering when the vehicle steer state is oversteer and facilitates countersteer operation in oversteer. It is another object of the present invention to provide an electric power steering device that can improve the stability of vehicle behavior.

In order to achieve the above object, an electric power steering apparatus according to claim 1 of the present invention includes a steering torque detecting means for detecting a steering torque input to a steering mechanism for turning steered wheels, and steering to the steering mechanism. An electric power steering apparatus comprising: an electric motor that applies auxiliary force; and a control unit that calculates a steering auxiliary current command value based on the steering torque and controls the electric motor based on the calculated steering auxiliary current command value. A steering state detecting means for detecting a steering state of the vehicle, a grip loss degree detecting means for detecting a grip loss degree indicating a degree of loss of the grip force of the tire, and steering with respect to the steering auxiliary current command value. Command value compensation means for compensating characteristics, steer state detected by the steer state detection means, and grip loss degree detection means And a compensation value correcting means for correcting the steering characteristic compensation value of the command value compensating means on the basis of the detected grip loss of the command value compensating means, detects a self-aligning torque generated in the steered wheel side Self-aligning torque detecting means for performing self-aligning torque compensation for the steering auxiliary current command value based on the self-aligning torque detected value detected by the self-aligning torque detecting means. And the compensation value correction means includes a self-aligning torque compensation means according to a grip loss degree when the steer state is oversteer and the grip loss degree is a predetermined value or more. and characterized in that it is configured to correct the self aligning torque compensation value To have.

According to a second aspect of the present invention, there is provided an electric power steering apparatus including a steering torque detecting unit that detects a steering torque input to a steering mechanism that steers steered wheels, an electric motor that applies a steering assist force to the steering mechanism, An electric power steering device having a control means for calculating a steering assist current command value based on the steering torque and controlling the electric motor based on the calculated steering assist current command value, and detecting a steering state of the vehicle Steering state detecting means, grip loss degree detecting means for detecting the degree of grip loss indicating the degree of tire grip force loss, and command value compensating means for compensating steering characteristics with respect to the steering assist current command value The steer state detected by the steer state detection means and the grip loss degree detected by the grip loss degree detection means And a compensation value correction means for correcting the steering characteristic compensation value of the command value compensation means, the command value compensation means on the steered wheel side, and a convergence compensation means for compensating the convergence of the yaw rate of the vehicle. Self-aligning torque detection means for detecting the generated self-aligning torque, and self-aligning torque compensation for the steering assist current command value based on the self-aligning torque detection value detected by the self-aligning torque detection means Self-aligning torque compensation means for performing the compensation value correction means according to the grip loss degree when the steer state is oversteer and the grip loss degree is a predetermined value or more. Correcting the convergence compensation value of the convergence compensation means and the self-aligning torque compensation means It is characterized by being configured to correct the self aligning torque compensation value.

According to a third aspect of the present invention, there is provided the electric power steering apparatus according to the first or second aspect of the present invention, further comprising a yaw rate detecting unit that detects a yaw rate of the vehicle, and the compensation value correcting unit is configured such that the steering state is oversteer. When the grip loss degree is equal to or greater than a predetermined value, the steering characteristic compensation value correction mode is changed based on the rate of change of the yaw rate detected by the yaw rate detecting means. Yes.

Furthermore, the electric power steering apparatus according to claim 4 is the invention according to any one of claims 1 to 3 , wherein self-aligning torque detecting means for detecting self-aligning torque generated on the steered wheel side; A lateral force detecting means for detecting a lateral force of the vehicle; and a self-aligning torque estimating means for estimating a self-aligning torque based on the lateral force detected by the lateral force detecting means. The grip loss degree is detected based on the self-aligning torque detected value detected by the self-aligning torque detecting means and the self-aligning torque estimated value estimated by the self-aligning torque estimating means. It is characterized by being.

  According to the electric power steering device of the present invention, the steering characteristic compensation value of the command value compensation means for compensating the steering characteristic with respect to the electric current command value of the electric motor calculated based on the steering torque is obtained from the steering state of the vehicle and the tire. Since the electric motor is driven and controlled based on the steering assist current command value obtained by correcting based on the grip loss degree, the vehicle steer state is, for example, an oversteer state, and the grip loss degree is equal to or greater than a predetermined value. In this case, it is possible to obtain an effect that it is possible to easily perform the steering operation while suppressing excessive steering.

  Here, the steering characteristic compensation value of the command value compensation means includes a self-aligning torque compensation value for compensating the self-aligning torque and a convergence compensation value for compensating the yaw rate convergence. Is corrected according to the degree of grip loss, so that excessive steering during oversteer is suppressed and counter-steer operation can be easily performed, and the convergence compensation value is corrected according to the degree of grip loss, Excessive operation during counter-steer operation can be suppressed.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is an overall configuration diagram showing an embodiment of the present invention, in which SM is a steering mechanism. This steering mechanism SM has a steering shaft 2 having an input shaft 2a to which a steering force applied from a driver is transmitted to the steering wheel 1 and an output shaft 2b connected to the input shaft 2a via a torsion bar (not shown). It has. The steering shaft 2 is rotatably mounted on the steering column 3, one end of the input shaft 2a is connected to the steering wheel 1, and the other end is connected to a torsion bar (not shown).

The steering force transmitted to the output shaft 2b is transmitted to the intermediate shaft 5 via the universal joint 4 composed of the two yokes 4a and 4b and the cross connecting portion 4c for connecting them, It is transmitted to the pinion shaft 7 through a universal joint 6 composed of yokes 6a and 6b and a cross connecting portion 6c for connecting them.
The steering force transmitted to the pinion shaft 7 is transmitted to the left and right tie rods 9 via the steering gear mechanism 8, and the left and right steered wheels WL and WR are steered by these tie rods 9. Here, the steering gear mechanism 8 is configured in a rack and pinion type having a pinion 8b coupled to the pinion shaft 7 and a rack shaft 8c meshing with the pinion 8b in the gear housing 8a, and is transmitted to the pinion 8b. The rotational motion obtained is converted into a linear motion in the vehicle width direction by the rack shaft 8 c and transmitted to the tie rod 9.

A steering assist mechanism 10 for transmitting a steering assist force to the output shaft 2b is connected to the output shaft 2b of the steering shaft 2. The steering assist mechanism 10 includes a speed reducer 11 such as a reduction gear connected to the output shaft 2b, and an electric motor 12 composed of, for example, a brushless motor that generates a steering assist force connected to the speed reducer 11. Yes.
A steering torque sensor 14 is disposed in a housing 13 connected to the steering wheel 1 side of the speed reducer 11. The steering torque sensor 14 detects a steering torque applied to the steering wheel 1 and transmitted to the input shaft 2a. For example, a torsion bar (not shown) in which the steering torque is interposed between the input shaft 2a and the output shaft 2b. The torsional angular displacement is converted into a torsional angular displacement, the torsional angular displacement is detected as a magnetic change or a resistance change, and converted into an electrical signal.

  Then, the steering torque detection value T output from the steering torque sensor 14 is input to a controller 15 constituted by, for example, a microcomputer as shown in FIG. In addition to the torque detection value T, the controller 15 detects the vehicle speed detection value Vx detected by the vehicle speed sensor 16, the motor currents Ia to Ic flowing through the electric motor 12, the rotation angle sensor 17 configured by a resolver, an encoder, and the like. The rotation angle θm of the electric motor 12 is also input.

  The controller 15 calculates a steering assist current command value Iref that causes the electric motor 12 to generate a steering assist force according to the input torque detection value T and the vehicle speed detection value Vx, and the calculated steering assist current command value Iref. After performing various compensation processes such as convergence compensation, inertia compensation, and self-aligning torque compensation based on the motor angular velocity ωm and motor angular acceleration αm calculated based on the rotation angle θm, it is converted into a dq axis command value, These dq axis command values are converted into two-phase / three-phase to calculate motor current command values Iaref to Icref, and currents Ia to Ic flowing through the electric motor 12 are fed back based on the calculated motor current command values Iaref to Icref. The electric motor 12 is driven and controlled.

  That is, the controller 15 calculates the steering assist current command value Iref for calculating the steering assist current command value Iref based on the steering torque T and the vehicle speed Vx, and the steering assist current command calculated by the steering assist current command value calculator 21. A command value compensation unit 22 for compensating the value Iref, a grip loss degree detection unit 23 as a grip loss degree detection means for detecting a grip loss degree representing the degree of tire grip loss, and a vehicle steer state are detected. As compensation value correction means for correcting the compensation value of the command value compensation unit 22 based on the grip loss degree detected by the steer state detection unit 24 and the grip loss degree detection unit 23 and the steer state detected by the steer state detection unit 24. Based on the compensation value correction unit 25 and the post-compensation steering assist current command value Iref ′ compensated by the command value compensation unit 22, the dq axis current command value is obtained. The dq-axis current command value calculation unit 26 to be output, and the dq-axis command value output from the dq-axis current command value calculation unit 26 are subjected to two-phase / three-phase conversion to obtain a motor current command value Iaref˜ A two-phase / three-phase converter 27 that calculates Icref, and a motor current controller 28 that generates motor currents Ia to Ic based on motor current command values Iaref to Icref output from the two-phase / three-phase converter 27. It consists of and.

The steering assist current command value calculation unit 21 calculates a steering assist current command value Iref, which is a current command value, with reference to the steering assist current command value calculation map shown in FIG. 3 based on the steering torque T and the vehicle speed Vx.
As shown in FIG. 3, this steering assist current command value calculation map is a parabolic curve with the steering torque T on the horizontal axis, the steering assist current command value Iref on the vertical axis, and the vehicle speed Vx as a parameter. The steering assist current command value Iref is maintained at “0” while the steering torque T is between “0” and a set value Ts1 in the vicinity thereof, and the steering torque T is set at the set value Ts1. When it exceeds, the steering assist current command value Iref increases relatively slowly with the increase of the steering torque T, but when the steering torque T further increases, the steering assist current command value Iref increases steeply with the increase. The characteristic curve is set so that the inclination becomes smaller as the vehicle speed increases.

  The command value compensator 22 differentiates the motor rotation angle θm detected by the rotation angle sensor 17 to calculate the motor angular velocity ωm, and differentiates the motor angular velocity ωm calculated by the angular velocity calculator 31. The angular acceleration calculation unit 32 that calculates the motor angular acceleration αm and the motor angular velocity ωm calculated by the angular velocity calculation unit 31 compensates for the convergence of the yaw rate and brakes the operation of the steering wheel 1 swinging. Inertia that compensates for the torque equivalent generated by the inertia of the electric motor 12 based on the motor angular acceleration αm calculated by the convergence compensator 33 and the angular acceleration calculator 32 to prevent deterioration of the sense of inertia or control responsiveness. Compensator 34, SAT detector 35 for detecting self-aligning torque (SAT), and self-aligning detected by SAT detector 35 And a SAT compensation unit 36 that calculates a self aligning torque compensation value SATc performing self-aligning torque compensation based on torque.

  Here, the convergence compensator 33 receives the vehicle speed Vx detected by the vehicle speed sensor 16 and the motor angular velocity ωm calculated by the angular velocity calculator 31, and the steering wheel 1 swings to improve the yaw convergence of the vehicle. A convergence compensation value Id is calculated by multiplying the motor angular velocity ωm by a convergence control gain Kv that is changed according to the vehicle speed Vx so as to apply a brake to the turning operation.

  Further, the SAT detection unit 35 receives the steering torque T, the motor angular velocity ωm, the motor angular acceleration αm, and the steering assist current command value Iref calculated by the steering assist current command value calculation unit 21, and based on these, the self aligning torque is input. SAT is calculated.

The principle of calculating the self-aligning torque SAT will be described with reference to FIG. 4 showing the state of torque generated between the road surface and the steering. That is, when the driver steers the steering wheel 1, a steering torque T is generated, and the electric motor 12 generates an assist torque Tm according to the steering torque T. As a result, the wheel W is steered and a self-aligning torque SAT is generated as a reaction force. Further, at that time, torque serving as a steering resistance of the steering wheel 1 is generated by the inertia J and friction (static friction) Fr of the electric motor 12. Considering the balance of these forces, the following equation of motion can be obtained:
J ・ αm + Fr ・ sign (ωm) + SAT = Tm + T (1)

Here, when the above equation (1) is Laplace transformed with the initial value zero and the self-aligning torque SAT is solved, the following equation (2) is obtained.
SAT (s) = Tm (s) + T (s) − J · αm (s) − Fr · sign (ωm (s)) (2)
As can be seen from the above equation (2), the inertia J and static friction Fr of the electric motor 12 are obtained in advance as constants, so that the self-aligning torque is obtained from the motor angular velocity ωm, motor angular acceleration αm, assist torque Tm, and steering torque T. SAT can be detected, and this self-aligning torque detection value is SATd. Here, since the assist torque Tm is proportional to the steering assist current command value Iref, the steering assist current command value Iref is applied instead of the assist torque Tm.

  Then, the corrected self-aligning torque compensation value SATc ′ obtained by correcting the self-aligning torque compensation value SATc calculated by the SAT compensation unit 36 from the inertia compensation value Ii calculated by the inertia compensation unit 34 by the compensation value correcting unit 25 described later. Is subtracted by the subtractor 37, and the subtracted output of the subtractor 37 and the corrected convergence compensation value Id ′ obtained by correcting the convergence compensation value Id calculated by the convergence compensation unit 33 by the compensation value correction unit 25 described later. The command compensation value Icom is calculated by addition by the adder 38, and this command compensation value Icom is added to the steering assist current command value Iref output from the steering assist current command value calculation unit 21 by the adder 39 to perform post-compensation steering. The auxiliary current command value Iref ′ is calculated, and the post-compensation steering auxiliary current command value Iref ′ is output to the dq axis current command value calculator 26.

The grip loss degree detection unit 23 also includes a self-aligning torque detection value SATd input from the SAT detection unit 35 of the command value compensation unit 22 and a self-alignment torque input from the SAT estimation unit 41 that estimates the self-aligning torque. Based on the estimated aligning torque SATp, a grip loss degree that represents the degree of tire grip loss is calculated.
Here, the principle by which the SAT estimating unit 41 estimates the self-aligning torque estimated value SATp is as follows.
FIG. 5 and FIG. 6 show a model of a vehicle motion in which a tire rolls while skidding.

  In FIG. 5, the lateral force generated on the entire contact surface of the tire becomes a deformation area (shaded portion) in the lateral direction of the tread portion, and the self-aligning torque SAT acts in the direction of decreasing the slip angle. FIG. 6 also shows that the point of application of lateral force (the center point of the ground contact surface) is behind the tire centerline. The added value of the pneumatic trail and the caster trail is the trail.

5 and 6 that the self-aligning torque SAT is a product of the lateral force Fy and the trail (lateral force Fy × trailer). That is, when the trail is εn, the self-aligning torque SAT can be calculated by the following equation (3). The self-aligning torque calculated by the equation (3) is assumed to be an estimated value SATp of the self-aligning torque.
SATp = εn · Fy (3)

When the distance from the center of gravity to the rear wheel is L2 (fixed value), the vehicle weight is m, the lateral acceleration is Gy, the vehicle inertia moment is Mo, the differential value of the yaw rate γ is dγ / dt, and the wheelbase is L, The lateral force Fy can be calculated by the following equation (4).
Fy = (L2 · m · Gy + Mo · dγ / dt) / L (4)

  On the other hand, FIG. 7 is a characteristic diagram showing the characteristics of the lateral force Fy and the self-aligning torque SAT with respect to the slip angle, and the lateral force Fy and SAT are non-linear characteristics with respect to the slip angle. Since the SAT is the lateral force Fy × the trail εn and the caster trail is a fixed value, the non-linear characteristic of the self-aligning torque SAT with respect to the lateral force Fy directly represents a change in the pneumatic trail. Further, the characteristic of the self-aligning torque SAT with respect to the lateral force is caused by an increase in the slip area in FIG. 6 and a decrease in the pneumatic trail.

  Further, since the self-aligning torque SAT is a product of the lateral force Fy and the trail εn, the slip area does not increase in the linear region, and the pneumatic trail has a constant value. Therefore, the pneumatic trail and caster in the linear region are constant. FIG. 8 shows the estimated self-aligning torque SATp in accordance with the dimension of the self-aligning torque SAT with the sum with the trail, that is, the trail εn and the lateral force Fy in accordance with the dimension of the self-aligning torque SAT.

Here, if the pneumatic trail is constant, the self-aligning torque detection value SATd and the self-aligning torque estimated value SATp follow the same trajectory. There is a difference between the detected torque value SATd and the estimated self-aligning torque value SATp. This difference represents the degree to which the grip is lost, and this is referred to as “grip loss degree” in the present invention. The self-aligning torque detection value SATd calculated by the above equation (2) and the self-aligning torque estimated value SATp calculated by the above equation (3) are compared by the following equation (5).
g = SATp−SATd (5)

The g calculated by the equation (5) is the grip loss degree, and the degree of loss of the grip force of the tire in the vehicle can be estimated from the grip loss degree g.
FIG. 8 is a characteristic diagram showing a comparison between the detected self-aligning torque value SATd and the estimated self-aligning torque value SATp (trail εn × lateral force Fy), and shows the self-aligning torque as the slip angle increases. It shows how the SAT is lost, and the difference between the self-aligning torque detection value SATd and the self-aligning torque estimated value SATp calculated from the above equation (5) is used as the grip loss degree g (shaded portion in the figure). Show.

  For this reason, a yaw rate sensor 42 that detects the yaw rate of the vehicle and a lateral acceleration sensor 43 that detects the lateral acceleration of the vehicle are provided, and the yaw rate γ detected by the yaw rate sensor 42 and the lateral acceleration Gy detected by the lateral acceleration sensor 43 are obtained. This is input to the lateral force detection unit 44, and the lateral force detection unit 44 calculates the lateral force Fy by calculating the equation (4). The calculated lateral force Fy is input to the SAT estimation unit 41, and this SAT The estimation unit 41 calculates the equation (3) to calculate the self-aligning torque estimated value SATp.

  The self-aligning torque detection value SATd detected by the SAT detection unit 35 and the self-aligning torque estimation value SATp estimated by the SAT estimation unit 41 are input to the grip loss degree detection unit 23, and the grip loss degree detection unit 23. By calculating the equation (5), a grip loss degree g indicating the degree of tire grip loss is calculated, and the calculated grip loss degree g is applied to the compensation value correction unit 25 as compensation value correction means. input.

Further, the steering state detection unit 24 outputs the steering angle δ output from the steering angle sensor 45 that detects the steering angle δ of the steering mechanism SM, the yaw rate γ detected by the yaw rate sensor 42 described above, and the vehicle speed Vx detected by the vehicle speed sensor 16. Is input, and based on these, it is determined whether the steering state of the vehicle is understeer or oversteer.
The determination of the steer state is performed as follows. First, the standard yaw rate γ _{0 of the} vehicle can be expressed by the following equation (6).

γ ₀ = {1 / (1 + Ts)} {1 / (1 + A · Vx ² )} (Vxδ / Lα) (6)
Here, δ is a steering angle, Vx is a vehicle speed, L is a wheel base, T is a time constant, s is a Laplace operator, A is a stability factor, and α is a steering ratio.
The stability factor A is expressed by the following equation (7).
A = (m / 2L ² ) {(Lf · Kf−Lr · Kr) / Kf · Kr} (7)
Here, m is the vehicle weight, Lf is the distance between the vehicle center of gravity and the front wheel axle, Lr is the distance between the vehicle center of gravity and the rear wheel axle, Kf is the cornering power of the front tire, and Kr is the rear tire. Cornering power.

Then, by comparing the reference yaw rate γ ₀ and the actual yaw rate γ detected by the yaw rate sensor 42, the steering state of the vehicle can be determined as follows.
| Γ | − | γ ₀ |> 0: Oversteer | γ | − | γ ₀ | <0: Understeer A logical value “1” when the steering state of the vehicle is oversteer, and a logical value “0” when the vehicle is understeered. Is output to the compensation value correction unit 25.

  The compensation value correction unit 25 receives the grip loss degree g detected by the grip loss degree detection unit 23, the steer state signal SS corresponding to the steer state detected by the steer state detection unit 24, and the yaw rate γ detected by the yaw rate sensor 42. Based on these, a compensation gain Ks for correcting the self-aligning torque compensation value SATc output from the SAT compensation unit 36 of the command value compensation unit 22 is calculated, and from the convergence compensation unit 33 of the command value compensation unit 22 A compensation gain calculation unit 51 for calculating a compensation gain Kd for correcting the output convergence compensation value Id, and a self-aligning torque calculated by the SAT compensation unit 36 using the compensation gain Ks calculated by the compensation gain calculation unit 51. The multiplier 52 that multiplies the compensation value SATc, and the compensation gain Kd calculated by the compensation gain calculator 51 is used as the convergence compensation unit 3. In and a multiplier 53 for multiplying the calculated convergence compensating value Id.

Here, the compensation gain calculator 51 executes the SAT compensation gain calculation process shown in FIG. 9 and the convergence compensation gain calculation process shown in FIG.
As shown in FIG. 9, in the SAT compensation gain calculation process, first, in step S1, the yaw rate γ, the steer state signal SS and the grip loss degree g are read, and then the process proceeds to step S2 where the yaw rate γ is differentiated and the yaw rate After calculating the change rate Δγ, the process proceeds to step S3.

  In this step S3, it is determined whether or not the grip loss degree g is equal to or greater than a predetermined value g1 representing a preset grip limit. When g <g1, the normal grip state where the grip force of the tire has not reached the grip limit. Then, the process proceeds to step S4, where the SAT compensation gain Ks is set to “1”, the set SAT compensation gain Ks is output to the multiplier 52, and then the process returns to step S1.

  When the determination result in step S3 is g ≧ g1, the process proceeds to step S5, and it is determined whether or not the steer state signal SS read in step S1 indicates oversteer with the logical value “1”. When the steer state signal SS indicates the understeer or neutral steer when the logical value is “0” and does not indicate oversteer, the process proceeds to step S4. When the steer state signal SS indicates the oversteer when the logical value is “1”, the compensation value is corrected. It judges that it will start, and it transfers to step S6.

  In step S6, the current yaw rate change rate Δγ calculated in step S2 is stored as a correction start yaw rate change rate Δγ1 in a predetermined storage area such as a RAM, and the current yaw rate γ read in step S1 is stored. The sign is stored in a predetermined storage area such as a RAM as the correction start yaw rate γ1.

  Next, the process proceeds to step S7, where a characteristic line L1 having a large slope in the SAT compensation gain calculation map shown in FIG. 11 is selected, and the function Fs1 (g) according to the characteristic line L1 is based on the grip loss degree g. The expressed SAT compensation gain Ks is calculated, and the calculated SAT compensation gain Ks is output to the multiplier 52, and then the process proceeds to step S8.

In this step S8, the yaw rate γ detected by the yaw rate sensor 42 is read as the yaw rate γ2 after the start of correction, and then the process proceeds to step S9 where the read yaw rate γ2 after the start of correction is differentiated and the yaw rate change rate Δγ2 after the start of correction is obtained. After the calculation, the process proceeds to step S10.
In this step S10, the signs of the correction start yaw rate change rate Δγ1 and the post correction start yaw rate change rate Δγ2 are compared to determine whether or not they are different signs. It judges that it is in, and transfers to step S11.

  In step S11, it is determined whether or not a predetermined time has elapsed since the grip loss degree g is equal to or greater than the predetermined value g1 and the vehicle is in a steer state. When the predetermined time has elapsed, the step S4 is performed. When the predetermined time has not elapsed, the process proceeds to step S12 where the signs of the correction start yaw rate γ1 and the correction start yaw rate γ2 are different signs (not only positive and negative but also positive and zero, negative and negative). If both are of the same sign, the process proceeds to step S4, and if both are the same sign, the process returns to step S7.

Furthermore, when the determination result of step S10 indicates that the sign of the correction start yaw rate change rate Δγ1 and the correction start yaw rate change rate Δγ2 are different signs, oversteer suppression that suppresses excessive steering is started. Alternatively, it is determined that the driver has performed a countersteer operation and the oversteer behavior has been stabilized, and the process proceeds to step S13.
In step S13, a characteristic line L2 having a small slope in the SAT compensation gain calculation map shown in FIG. 11 is selected, and the SAT represented by the function Fs2 (g) according to the characteristic line L2 based on the grip loss degree g. The compensation gain Ks is calculated, and the calculated SAT compensation gain Ks is output to the multiplier 52, and then the process proceeds to step S14.

  In step S14, the yaw rate γ detected by the yaw rate sensor 42 is read again as the yaw rate γ3 after starting correction, and then the process proceeds to step S15 where the grip loss degree g is equal to or greater than the predetermined value g1 and the vehicle steering state is oversteer. It is determined whether or not a predetermined time has elapsed from the point of time, and when the predetermined time has elapsed, the process proceeds to step S4. When the predetermined time has not elapsed, the process proceeds to step S16, Similarly, it is determined whether or not the signs of the correction start yaw rate γ1 and the correction start yaw rate γ3 are different signs (not only positive and negative, but also positive and zero, and negative and zero). If YES in step S4, the flow advances to step S4. If both have the same sign, the flow returns to step S13.

  Here, the SAT compensation gain calculation map of FIG. 11 takes the grip loss degree g on the horizontal axis and the SAT compensation gain Ks on the vertical axis, and when the grip loss degree g is less than the predetermined value g1, the SAT compensation gain Ks. Is maintained at “1” and the grip loss degree g is equal to or greater than the predetermined value g1, the SAT compensation gain Ks increases from “1” at the characteristic line L1 with a large change rate as the grip loss degree g increases. In the characteristic line L2, the SAT compensation gain Ks is set to increase from “1” with a small change rate as the grip loss degree g increases.

In addition, as shown in FIG. 10, the convergence compensation gain calculation process is changed as follows, except for steps S1, S2, and S5.
That is, step S3 in the SAT compensation gain calculation process of FIG. 9 is changed to step S3 ′ for determining whether or not the grip loss degree g is equal to or greater than a predetermined value g2 representing a preset grip limit. When the determination result of step S3 ′ is g ≧ g2, it is determined that the grip force has reached the grip limit, and the process proceeds to step S5 similar to FIG. 9, and when g <g2, the grip force of the tire is It is determined that the normal steering state has not reached the grip limit, and the process proceeds to step S4 ′.

In this step S 4 ′, the SAT compensation gain Ks is set to “1” in step S 4, whereas the convergence compensation gain Kd is set to “1”, and the set convergence compensation gain Kd is output to the multiplier 53. Has been changed to.
Further, step S6 is changed to step S6 ′ for storing the sign of the correction start yaw rate change rate Δγ4 and the correction start yaw rate γ4, and step S7 is a characteristic line with a small slope of the convergence compensation gain calculation map shown in FIG. L11 is selected, a convergence compensation gain Kd represented by a function Fd1 (g) according to the characteristic line L11 is calculated based on the grip loss degree g, and the calculated convergence compensation gain Kd is supplied to the multiplier 53. After the output, the process is changed to step S7 ′ for performing the process of moving to step S8.

  Furthermore, step S8 is changed to step S8 'for reading the yaw rate γ as the corrected yaw rate γ5, and step S9 is changed to step S9' for differentiating the yaw rate γ5 to calculate the corrected yaw rate change rate Δγ5. Step S10 determines whether or not the signs of the correction start yaw rate change rate Δγ4 and the post-correction yaw rate change rate Δγ5 are different signs, and when both are the same sign, the process proceeds to step S11 ′. Step S10 'is shifted to step S13' when the sign is different.

  Still further, step S11 determines whether or not a predetermined time has elapsed from the time when the grip loss degree g is equal to or greater than the predetermined value g2 and the vehicle is in a steer state, and when the predetermined time has elapsed, The process proceeds to step S4, and when the predetermined time has not elapsed, the process is changed to step S11 ′ that proceeds to step S12. In step S12, whether the correction start yaw rate γ4 and the correction start yaw rate γ5 have different signs or not. If the sign is the same, the process returns to step S7 ', and if the sign is different, the process is changed to step S12', which moves to step S4 '.

  Step S13 is represented by a function Fd2 (g) according to the characteristic line L12 based on the grip loss degree g by selecting the characteristic line L12 having a large slope in the convergence compensation gain calculation map shown in FIG. In step S13 ′, the process proceeds to step S16 ′ after calculating the convergence compensation gain Kd and outputting the calculated convergence compensation gain Kd to the multiplier 53. Further, step S14 is changed to step S14 ′ which reads the yaw rate γ as the yaw rate γ6 after the start of correction.

  Further, step S15 determines whether or not a predetermined time has elapsed from the time when the grip loss degree g is equal to or greater than the predetermined value g2 and the vehicle is in a steer state, and when the predetermined time has elapsed, If the predetermined time has not elapsed, the process proceeds to step S15 ′ where the process proceeds to step S16 ′. In step S16, the signs of the correction start yaw rate γ4 and the correction start yaw rate γ6 are different. The process returns to step S13 ′ when the sign is the same, and is changed to step S16 ′ where the process proceeds to step S4 ′ when the sign is different.

  Here, the convergence compensation gain calculation map of FIG. 12 has the grip loss degree g on the horizontal axis and the convergence compensation gain Kd on the vertical axis, and when the grip loss degree g is less than the predetermined value g2, the convergence is obtained. When the compensation gain Kd is maintained at “1” and the grip loss degree g is equal to or greater than the predetermined value g2, the convergence compensation gain Kd is “1” at the characteristic line L11 with a small change rate as the grip loss degree g increases. In the characteristic line L12, the convergence compensation gain Kd is set to increase from “1” at a large change rate as the grip loss degree g increases.

  Further, the dq axis current command value calculation unit 26 calculates a d axis current command value Idref based on the compensated steering assist current command value Iref ′ and the motor angular velocity ωm, Based on the electrical angle θe and the motor angular velocity ωm input from the electrical angle conversion unit 30, the d-axis EMF component ed (θ) and the q-axis EMF component eq (θ) of the dq-axis induced voltage model EMF (Electromotive Force) are obtained. The induced voltage model calculating unit 62 to calculate, the d-axis EMF component ed (θ) and the q-axis EMF component eq (θ) output from the induced voltage model calculating unit 62, and the d-axis current command value calculating unit 61 are output. A q-axis current command value calculation unit 63 for calculating a q-axis current command value Iqref based on the d-axis current command value Idref, the compensated steering assist current command value Iref ′, and the motor angular velocity ωm; It is provided. The d-axis current command value Idref calculated by the d-axis current command value calculation unit 61 and the q-axis current command value Iqref calculated by the q-axis current command value calculation unit 63 are supplied to the 2-phase / 3-phase conversion unit 27. Is done.

  The two-phase / three-phase conversion unit 27 performs two-phase / three-phase conversion on the input d-axis current command value Idref and the q-axis current command value Iqref based on the electrical angle θe input from the electrical angle conversion unit 30. The three-phase motor current command values Iaref, Ibref and Icref are calculated, and the calculated motor current command values Iaref, Ibref and Icref are output to the motor current control unit 28.

  The motor current control unit 28 includes a motor current detection unit 70 that detects motor currents Ia, Ib, and Ic supplied to the three-phase coils of the electric motor 12, and a motor current command input from the two-phase / three-phase conversion unit 27. Subtracters 71a, 71b, and 71c for obtaining respective phase current deviations ΔIa, ΔIb, and ΔIc by individually subtracting the motor currents Ia, Ib, and Ic detected by the motor current detector 70 from the values Iaref, Ibref, and Icref A current control unit 72 that performs proportional-integral control on the phase current deviations ΔIa, ΔIb, and ΔIc to calculate voltage command values Va, Vb, and Vc, and voltage command values Va, Vb output from the current control unit 72 And an inverter formed of a pulse width modulation (PWM) signal by calculating a duty ratio of each phase of the electric motor 12 by performing duty calculation based on Vc A pulse width modulation unit 73 that forms a control signal, and an inverter 74 that forms three-phase motor currents Ia, Ib, and Ic based on the inverter control signal output from the pulse width modulation unit 73 and outputs them to the electric motor 12; It has.

Next, the operation of the controller 15 will be described with reference to the flowchart of FIG.
First, steering torque T from the steering torque sensor 14, vehicle speed Vx from the vehicle speed sensor 16, motor rotation angle θm from the rotation angle sensor 17, yaw rate γ from the yaw rate sensor 42, lateral acceleration Gy from the lateral acceleration sensor 43, steering The steering angle δ from the angle sensor 45 is read (step S21). Next, the steering assist current command value Iref corresponding to the steering torque T and the vehicle speed Vx is calculated based on the read steering torque T and the vehicle speed Vx with reference to the steering assist current command value calculation map shown in FIG. 3 (step S22). Then, the motor rotation angle θm from the rotation angle sensor 17 is differentiated to calculate the motor angular velocity ωm of the electric motor 12, and the calculated motor angular velocity ωm is differentiated to calculate the motor angular acceleration αm (step S23).

  Next, based on the steering torque T, the steering assist current command value Iref, the motor angular velocity ωm, and the motor angular acceleration αm, the calculation of the equation (2) is performed to detect the self-aligning torque detection value SATd (step S24). Based on the calculated self-aligning torque detection value SATd, a self-aligning torque compensation value SATc is calculated (step S25). Furthermore, the lateral force Fy is calculated based on the yaw rate γ and the lateral acceleration Gy, and the lateral force Fy is calculated. Based on the calculated lateral force Fy and the trail εn, the above equation (3) is calculated. Thus, the self-aligning torque estimated value SATp is calculated (step S26).

Subsequently, the grip loss degree g is detected from the deviation between the self-aligning torque detection value SATd and the self-aligning torque estimated value SATp (step S27), and then based on the vehicle speed Vx and the steering angle δ, the equation (6) and The reference yaw rate γ ₀ is calculated by calculating the expression (7), and the calculated reference yaw rate γ ₀ and the actual yaw rate γ are compared to detect whether the vehicle steer state is oversteer or understeer. (Step S28).

  Next, based on the grip loss degree g calculated in step S27, the steer state detected in step S28, and the yaw rate γ, the SAT compensation gain calculated in the SAT compensation gain calculation process shown in FIG. 9 and the convergence compensation gain calculation process shown in FIG. Ks and the convergence compensation gain Kd are read (step S29), and the read SAT compensation gain Ks is multiplied by the self-aligning torque compensation value SATc to calculate a corrected self-aligning torque compensation value SATc '(step S30).

  Next, a convergence compensation value Id for compensating the convergence of the yaw rate is calculated based on the motor angular velocity ωm, and the inertial feeling or the torque equivalent generated by the inertia of the electric motor 12 is compensated based on the motor angular acceleration αm. An inertia compensation value Ii for preventing deterioration of control responsiveness is calculated (step S31), and then the calculated convergence compensation value Id is multiplied by the convergence compensation gain Kd read in step S29 to obtain a corrected convergence gain. Kd 'is calculated (step S32).

Then, the corrected inertia compensation value Id ′ and the inertia compensation value Ii are added, and the compensation value Icom is calculated by subtracting the corrected self-aligning torque compensation value SATc ′ (step S33), and the calculated compensation value Icom is steered. The compensated steering assist current command value Iref ′ is calculated by adding to the assist current command value Iref (step S34).
Next, the d-axis current command value Idref is calculated based on the calculated post-compensation steering assist current command value Iref ′, the q-axis current command value Iqref is calculated (step S35), and then the d-axis current command value Idref and q The shaft current command value Iqref is subjected to two-phase / three-phase conversion based on the electrical angle θe to calculate three-phase motor current command values Iaref, Ibref, and Icref (step S36).

  Next, the motor currents Ia, Ib, and Ic detected by the motor current detector 70 are subtracted from the three-phase motor current command values Iaref, Ibref, and Icref to calculate current deviations ΔIa, ΔIb, and ΔIc (step S37). PI control processing is performed on the current deviations ΔIa, ΔIb, and ΔIc calculated by the control unit 72 to calculate voltage command values Va, Vb, and Vc (step S38), and the calculated voltage command values Va, Vb, and Vc are pulsed. The width modulation is performed to form a pulse width modulation signal, and the formed pulse width modulation signal is output to the inverter 74 (step S39).

As a result, three-phase motor drive currents Ia, Ib, and Ic are output from the inverter 74 to the electric motor 12, and the electric motor 12 is driven and controlled, so that the optimum steering assist force according to the steering torque T and the vehicle speed Vx. This steering assist force is transmitted to the steering shaft 2 via the speed reducer 11.
Therefore, in the SAT compensation gain calculation process of FIG. 9, as shown in FIG. 11, when the grip loss degree g is less than the predetermined value g1, it is determined that the vehicle is in the normal steering state, and the process proceeds from step S3 to step S4. , The SAT compensation gain Ks is set to “1”. Therefore, since the SAT compensation gain Ks is multiplied by the self-aligning torque compensation value SATc output from the SAT compensation unit 36 by the multiplier 52, the self-aligning torque compensation value SATc is directly used as the corrected self-aligning torque compensation value SATc. 'Is input to the subtractor 37.

  Further, in the convergence compensation gain calculation process of FIG. 10, as shown in FIG. 12, when the grip loss degree g is less than the predetermined value g2, it is determined that the vehicle is in the normal steering state, and from step S3 ′ to step S4 ′. Then, the convergence compensation gain Kd is set to “1”. Therefore, since the convergence compensation value Kd output from the convergence compensation unit 33 is multiplied by the convergence compensation gain Kd by the multiplier 53, the convergence compensation value Id is directly used as the corrected convergence compensation value Id ′. 38.

  Therefore, in the normal steering state, the command value compensation unit 22 calculates the normal corrected convergence compensation value Id ′, the inertia compensation value Ii, and the corrected self-aligning torque compensation value SATc ′, and the corrected convergence compensation value Id. 'And inertia compensation value Ii are added, and corrected self-aligning torque compensation value SATc' is subtracted to calculate compensation value Icom. This compensation value Icom is calculated by steering assist current command value calculation unit 21. The command value compensation that is optimal for the steering state is performed by adding to the auxiliary current command value Iref, and the steering operation of the steering wheel 1 by the driver can be accurately assisted.

From this normal steering state, the grip force of the front wheel (or rear wheel) exceeds the grip limit and becomes understeer (or oversteer), and the grip loss degree g detected by the grip loss degree detection unit 23 is greater than or equal to a predetermined value g1. Then, the process proceeds from step S3 to step S5 in the SAT compensation gain calculation process of FIG. At this time, if the steering state of the vehicle is understeer, the steering state detection unit 24 determines that it is understeer because | γ | − | γ ₀ | <0, and accordingly, the steering of the logical value “0” is determined. The state signal SS is output to the compensation gain calculator 51.

Therefore, in the SAT compensation gain calculation process of FIG. 9, the process proceeds from step S5 to step S4, and the SAT compensation gain Ks is set to “1” as in the normal state.
On the other hand, in the convergence compensation gain calculation process of FIG. 10, the grip force of the front wheel (or rear wheel) exceeds the grip limit and becomes understeer (or oversteer) from the normal steering state. When the detected grip loss degree g is equal to or greater than the predetermined value g2, the process proceeds from step S3 'to step S5 in the SAT compensation gain calculation process of FIG. At this time, if the steering state of the vehicle is understeer, the steering state detection unit 24 determines that it is understeer because | γ | − | γ ₀ | <0, and accordingly, the steering of the logical value “0” is determined. The state signal SS is output to the compensation gain calculator 51.

Therefore, in the SAT compensation gain calculation process of FIG. 10, the process proceeds from step S5 to step S4 ′, the convergence compensation gain Kd is set to “1”, and the steering assist control similar to the normal state is performed.
However, when the rear wheel grip force exceeds the grip limit and the vehicle is oversteered, the steer state detection unit 24 determines | γ | − | γ ₀ | ≧ 0 as oversteer, and the logic is determined accordingly. A steer state signal SS having a value “1” is input to the compensation gain calculation unit 51.

  For this reason, in the SAT compensation gain calculation process of FIG. 9, the process proceeds from step S5 to step S6, and the yaw rate change rate Δγ calculated in step S2 at the time of oversteer is used as the correction start yaw rate change rate Δγ1. Is stored in a predetermined storage area such as a RAM, and the yaw rate γ read in step S1 is stored in a predetermined storage area such as a RAM as the correction start yaw rate γ1.

Next, the process proceeds to step S7, where a characteristic line L1 having a large inclination is selected on the SAT compensation gain calculation map shown in FIG. 11, and starts from “1” according to the increase in the grip loss degree g and is larger than the characteristic line 2. A SAT compensation gain Ks that increases at an increasing rate of the slope is calculated, and the calculated SAT compensation gain Ks is output to the multiplier 52.
Therefore, the multiplier 52 multiplies the self-aligning torque compensation value SATc calculated by the SAT compensator 36 by the SAT compensation gain Ks greater than “1”, so that the corrected self-aligning output from the multiplier 52 is performed. The torque compensation value SATc ′ becomes a value larger than the self-aligning torque compensation value SATc, and self-aligning torque compensation is performed to increase the steering reaction force in a normal state or an understeer state.

  On the other hand, in the convergence compensation gain calculation process of FIG. 10, the process proceeds from step S5 to step S6 ′ through step S6 ′. In this step S7 ′, a characteristic line L11 having a small inclination with respect to the characteristic line 12 is selected from the convergence compensation gain calculation map shown in FIG. 12, and the characteristic starts from “1” as the grip loss degree g increases. A convergence compensation gain Kd that increases at an increasing rate of inclination smaller than that of the line 12 is calculated, and the calculated convergence compensation gain Kd is output to the multiplier 53.

  Therefore, the multiplier 53 multiplies the convergence compensation value Id calculated by the convergence compensation unit 33 by the convergence compensation gain Kd larger than “1”, so that the corrected convergence compensation output from the multiplier 53 is obtained. The value Id ′ becomes a value larger than the convergence compensation value Id, and the convergence compensation for applying a slightly stronger brake than the normal state or the understeer state is performed for the operation in which the steering wheel 1 swings.

  When the grip loss degree g exceeds the predetermined values g1 and g2, the self-aligning torque compensation and the convergence compensation are performed at the same time, and the inertia compensation value Ii and the corrected convergence compensation value Id ′ are obtained. At the same time, the corrected self-aligning torque compensation value SATc ′ is subtracted to calculate the command compensation value Icom, and the calculated command compensation value Icom is calculated by the steering assist current command value calculator 21. Since it is added to the value Iref, in the initial state of the oversteer state, the steering reaction force increases due to the corrected self-aligning torque compensation value SATc 'and the steering wheel 1 swings due to the corrected convergence compensation value Id'. By increasing the brake amount, the driver's steering wheel can be prevented from being steered further. Vehicle behavior by the force is lost it can be prevented from becoming unstable.

Thereafter, in the SAT compensation gain calculation process of FIG. 9, the process proceeds to step S8, the yaw rate γ is read again from the yaw rate sensor 42, and this is set as the yaw rate γ2 after starting correction, and then the process proceeds to step S9 and the yaw rate after starting correction. γ2 is differentiated to calculate the yaw rate change rate Δγ2 after the start of correction.
Next, the process proceeds to step S10, where the signs of the correction start yaw rate change rate Δγ1 stored in the predetermined storage area and the post-correction start yaw rate change rate Δγ2 calculated in step S9 are compared, and the signs match. In this case, it is determined that the oversteer of the vehicle is not steered in the convergence direction, but is steered in the direction in which oversteer is strengthened, and the process proceeds to step S11. It is determined whether or not elapses, and when the predetermined time has not elapsed, the process proceeds to step S12. For this reason, when oversteer is continued, the correction start yaw rate γ1 and the correction start yaw rate γ2 have the same sign, so the process returns to step S7 and the above process is repeated to continue the increase suppression state. To do.

  Also in the convergence compensation gain calculation process of FIG. 10, the process proceeds to step S8 ′, the yaw rate γ is read again from the yaw rate sensor 42, and this is set as the yaw rate γ5 after the start of correction, and then the process proceeds to step S9 ′ for correction. The yaw rate γ5 after the start is differentiated to calculate the yaw rate change rate Δγ5 after the start of the correction.

  Next, the process proceeds to step S10 ′, where the sign of the correction start yaw rate change rate Δγ4 stored in the predetermined storage area is compared with the sign of the correction start yaw rate change rate Δγ5 calculated in step S9 ′. If they match, it is determined that the vehicle's oversteer is not steered in the direction of convergence but is steered in a direction that strengthens oversteer, and the process proceeds to step S11 ′, where oversteer occurs. It is determined whether or not a predetermined time has elapsed from the first time. If the predetermined time has not elapsed, the process proceeds to step S12 ′. For this reason, when oversteer is continued, the signs of the correction start yaw rate γ4 and the correction start yaw rate γ5 have the same sign, so the process returns to step S7 ′ and the above processing is repeated, and the increase suppression state is changed. continue.

  Thereafter, a predetermined time elapses from the time point when the grip loss degree g exceeds the predetermined value g1 (or g2) and oversteering occurs, or the correction start yaw rate γ1 (or γ4) and the correction start yaw rate γ2 (or The above processing is continued until the sign of γ5) becomes different, or the predetermined time elapses, or the sign of the correction start yaw rate γ1 (or γ4) and the correction start yaw rate γ2 (or γ5) differ. When the sign is reached, the SAT compensation gain Ks and the convergence compensation gain Kd are once reset to “1”, but after that, the grip loss degree g exceeds the predetermined value g1 (or g2) and oversteer continues. In FIG. 9 (or the process of FIG. 10), the state is again increased and the state is suppressed.

  On the other hand, when the grip loss degree g exceeds the predetermined value g1 (or g2) and is oversteered, the absolute value | γ | of the yaw rate γ decreases from the increased state in the increased suppression state, that is, If the absolute value | γ | of the yaw rate γ is reduced by steering in a direction to eliminate oversteer or performing a countersteer operation to suppress oversteer, it is calculated in step S7 (or S7 '). The sign of the correction-started yaw rate change rate Δγ2 (or Δγ5) is inverted, and the sign of the correction start yaw rate change rate Δγ1 (or Δγ4) is different from the sign.

  For this reason, H in the SAT compensation gain calculation process of FIG. 9, the process proceeds from step S10 to step S13, the characteristic line L2 having a smaller slope than the characteristic line L1 is selected in the SAT compensation gain calculation map of FIG. According to L2, the SAT compensation gain Ks that decreases with respect to the characteristic line L1 is calculated in accordance with the increase in the grip loss degree g, and the self-reaction force that decreases the steering reaction force immediately after the oversteer state occurs. Aligning torque compensation is performed.

  On the other hand, in the convergence compensation gain calculation process of FIG. 10, the process proceeds to step S13 ′, and the characteristic line L12 having a larger slope than the characteristic line L11 is selected in the convergence compensation gain calculation map of FIG. Accordingly, the convergence compensation gain Kd that increases with the increase in the grip loss degree g is calculated, and the convergence that applies the brake more strongly than immediately after the steering wheel 1 is swung with respect to the swinging motion of the steering wheel 1 is calculated. Sexual compensation is performed.

  For this reason, the steering reaction force is reduced by the self-aligning torque compensation, and the countersteering operation can be easily performed, and the amount of braking for the operation of the steering wheel 1 swinging by the convergence compensation is increased and the convergence is high. Therefore, it is possible to suppress an excessive operation of the counter steer, and it is possible to eliminate the over steer by performing a stable counter steer operation.

At this time, if the slope of the characteristic line L2 in the SAT compensation gain calculation map of FIG. 11 is made to coincide with the horizontal axis, the SAT compensation gain Ks continues to be “1” even if the grip loss degree g is equal to or greater than the predetermined value g1. Thus, the steering wheel 1 can be steered more easily because the steering reaction force is further reduced to bring the driver to the counter-steer state.
Furthermore, when the slope of the characteristic line L2 is made negative as shown by the broken line in FIG. 11 and the grip loss degree g exceeds the predetermined value g1, the SAT compensation gain Ks becomes “1”. The self-aligning torque compensation value SATc is corrected to decrease by multiplying the self-aligning torque compensation value SATc calculated by the SAT compensator 36 by the multiplier 52. The steering wheel 1 can be steered more easily by reducing the steering reaction force to bring the driver to the counter-steer state.

Similarly, when the slope of the characteristic line L11 in the convergence compensation gain calculation map of FIG. 12 is made to coincide with the horizontal axis, the convergence compensation gain Kd continues to be “1” even when the grip loss degree g is equal to or greater than the predetermined value g2. In other words, the same convergence as in the normal state can be secured even in the oversteer state.
Furthermore, when the slope of the characteristic line L11 is made negative as shown by the broken line in FIG. 12 and the grip loss degree g exceeds the predetermined value g2, the convergence compensation gain Kd becomes “ The value is less than 1 ″, and this is multiplied by the convergence compensation value Id calculated by the convergence compensation unit 33 by the multiplier 53, whereby the convergence compensation value Id is reduced and corrected accordingly. The steering assist current command value Iref calculated by the assist current command value calculation unit 21 is reduced, and the steering assist force generated by the electric motor 12 is decreased, so that the countersteer operation can be easily performed.

  9 (or FIG. 10), the predetermined time elapses, or the correction start yaw rate γ1 and the corrected start yaw rate γ3 (or γ6) read in step S14 (or S14 ′). The code is continued until the code becomes different, and a predetermined time elapses or the code between the correction start yaw rate γ1 and the post-correction yaw rate γ3 (or γ6) read in step S14 (or S14 ′) is different. Then, the process proceeds to step S4 (or step S4 ′ in the convergence compensation gain calculation process of FIG. 10) in the SAT compensation gain calculation process of FIG. 9, and the SAT compensation gain Ks (or the convergence compensation gain Kd) is “1”. Returned to

  In the above description, the case where the grip loss degree g exceeds the predetermined values g1 and g2 and the self-aligning torque compensation and the convergence compensation are simultaneously performed has been described. However, the grip loss degree g is the predetermined values g1 and g2. If either one is exceeded and the other is not exceeded, the process proceeds to step S4 (or S4 ′) in FIG. 9 (or FIG. 10) in which the grip loss degree g is below the predetermined value g1 (or g2). Then, the SAT compensation gain Ks (or the convergence compensation gain Kd) is set to “1”, and the normal compensation state is maintained.

  In the above embodiment, the self-aligning torque SATd detected based on the steering torque T, the assist torque Tm, the angular velocity ωm and the angular acceleration αm of the electric motor 12, and the self-alignment based on the lateral force Fy generated in the vehicle. The grip loss degree g is calculated from the deviation from the estimated lining torque value SATp. Here, when the grip force of the tire is lost, the response of the self-aligning torque to this is faster than the response of the yaw rate to the loss of the grip force.

  Therefore, by calculating the grip loss degree using the self-aligning torque, it is possible to detect a change in the grip loss degree at an earlier stage than when calculating the grip loss degree using the yaw rate. Therefore, by calculating the degree of grip loss using the self-aligning torque, the grip situation can be detected with higher accuracy, and the steering assist current command value Iref is corrected in accordance with the grip situation thus detected. By reducing the steering assist force, it is possible to generate the steering assist force more accurately, avoiding excessive increase according to the degree of grip loss, and unstable vehicle behavior due to loss of grip force This can be reliably avoided, and the vehicle running stability can be improved.

Further, by correcting the self-aligning torque compensation value SATc, a linear reaction force feeling can be transmitted to the driver as compared with the case where the steering assist current command value is directly corrected.
When the grip loss degree g is less than the predetermined value g1 as described above, the SAT compensation gain Ks is set to “1”, the self-aligning torque compensation value SATc is not corrected, and the grip loss degree If g is less than the predetermined value g2, the convergence compensation gain Kd is set to “1” and the convergence compensation value Id is not corrected. Therefore, there is no grip loss or relatively little grip loss. Although the situation is small and does not adversely affect the steering assist force, it is possible to suppress the driver from feeling uncomfortable because the steering assist force is not generated.

  Here, the steering torque sensor 14 corresponds to the steering torque detection means, the processing of FIG. 12 corresponds to the control means, of which the processing of step S22 corresponds to the current command value calculation unit, and the processing of step S24 is the SAT detection. Corresponding to the unit 35 (self-aligning torque detecting means), the process of step S25 corresponds to the SAT compensating part 36 (self-aligning torque compensating means), the process of step S26 corresponds to the SAT estimating part 41, and step S27. Corresponds to the grip loss degree detection part (grip loss degree detection means), the process of step S28 corresponds to the steer state detection part 24 (steer state detection means), and the processes of steps S29, S30 and S32 correspond to the compensation values. Corresponding to the correction unit (compensation value correction means), the processing of steps S24, S25, S31, S33 and S34 is performed by the command value compensation unit 22. Correspondingly, the process of step S35 corresponds to the dq-axis current command value calculation unit 26, the process of step S36 corresponds to the 2-phase / 3-phase conversion unit 27, and the process of step S37 is performed to the subtracters 71a to 71c. Correspondingly, the process of step S38 corresponds to the PI current control unit 72, and the process of step S39 corresponds to the pulse width modulation unit 73.

  In the above embodiment, the case where the predetermined value g1 in the SAT compensation gain calculation map and the predetermined value g2 in the convergence compensation gain calculation map are different from each other has been described. However, the present invention is not limited to this. g1 and g2 may be set to the same value, and the characteristic lines L1, L2, L11, and L12 are not limited to being linear but can be set to be nonlinear. Further, the characteristic lines L2 and L11 indicate that the SAT compensation gain Ks and the convergence compensation gain Kd are not increased according to the increase in the grip loss degree g when the grip loss degree g exceeds the predetermined values g1 and g2. The compensation gain Ks and the convergence compensation gain Kd are maintained at “1”, and the SAT compensation gain Ks and the convergence compensation gain Kd are grip loss as shown by the characteristic lines L3 and L13 shown by broken lines in FIGS. It may be decreased from “1” as the degree g increases.

In the above embodiment, the case where the compensation gain calculation unit 51 calculates the SAT compensation gain Ks and the convergence compensation gain Kd based on the yaw rate γ, the grip loss degree g, and the steer state signal SS has been described. However, one of the SAT compensation gain Ks and the convergence compensation gain Kd may be omitted.
Furthermore, in the above embodiment, the case where the self-aligning torque compensation value SATc and the convergence compensation value Id are corrected with the compensation gain calculated by the compensation gain calculation unit 51 has been described. However, the present invention is not limited to this. The steering assist current command value Iref may be directly compensated with the compensation gain calculated by the gain calculation unit 51.

Furthermore, although the case where the lateral acceleration Gy of the vehicle is detected by the lateral acceleration sensor 43 has been described in the above embodiment, the present invention is not limited to this, and is based on the steering angle of the steering mechanism SM and the vehicle speed Vx. The lateral acceleration Gy may be estimated.
Furthermore, in the above embodiment, the lateral force Fy is estimated based on the yaw rate γ, the lateral acceleration Gy, and the vehicle motion model, and the self-aligning torque that actually acts on the vehicle is estimated based on the lateral force Fy. However, a lateral force sensor may be provided in a hub or the like, and the lateral force may be directly detected by the lateral force sensor, and the self-aligning torque estimated value SATp may be calculated using this.

Alternatively, the self-aligning torque may be estimated using the vehicle motion model in the horizontal plane, the vehicle speed Vx, and the steering angle δ without using the lateral force Fy.
That is, the relationship among the yaw rate γ, the slip angle β, the vehicle speed Vx, and the steering angle δ can be expressed by the following equations (8) and (9).
mVx · (dβ / dt)
= − [MVx + [(Kf · Lf−Kr · Lr) / Vx]] · γ− (Kf + Kr) · β + Kf · δ / n
...... (8)
I · (dγ / dt)
= − [(Kf · Lf ² + Kr · Lr ² ) / Vx] · γ + (− Kf · Lf + Kr · Lr) · β
+ Kf · Lf · δ / n
...... (9)

  In the equations (8) and (9), m is the vehicle weight, I is the moment of inertia about the Z axis passing through the center of gravity of the vehicle, L is the wheel base (L = Lf + Lr), and Lf and Lr are the front and rear axles. The horizontal distance from the center of gravity to the center of gravity, Kf and Kr are the cornering power of the front and rear tires, n is the overall steering gear ratio, δ / n is the actual steering angle of the front wheels, β is the slip angle of the center of gravity of the vehicle body, Vx is the vehicle speed, and γ is Yaw rate.

  Since the self-aligning torque can be expressed as a function of the yaw rate γ and the slip angle β, if the yaw rate γ and the slip angle β are arranged as a function of the vehicle speed Vx and the steering angle δ, the self-aligning torque estimated value SATp is obtained. Can be sought. When the self-aligning torque estimated value SATp is obtained from the vehicle speed Vx and the steering angle δ, it is as shown in FIG. This characteristic may be created by simulation using a vehicle motion model after measuring a characteristic value for each vehicle by experiment.

Therefore, in this case, as shown in FIG. 15, the vehicle speed Vx detected by the vehicle speed sensor (vehicle speed detection means) 21 and the steering angle δ detected by a steering angle sensor (steering angle detection means) (not shown) are estimated by SAT. The SAT estimating unit 41 may calculate the self-aligning torque estimated value SATp according to the characteristic diagram of FIG.
Furthermore, in the above-described embodiment, the case where the self-aligning torque SAT is estimated based on the motor angular velocity ωm, the motor angular acceleration αm, the steering torque T, and the steering auxiliary current command value Iref has been described. Instead, instead of the steering assist current command value Iref, the motor currents Ia to Ic detected by the motor current detection unit 70 are three-phase / two-phase converted to calculate the q-axis current Iq, and the q-axis current Iq and the motor The motor assist torque Tma calculated by performing the calculation of the following equation (10) based on the angular acceleration αm may be applied.
Tma = Kt · Iq−Jm · α m (10)
Here, Kt is the torque constant of the motor, and Jm is the moment of inertia of the rotor portion of the motor.

  In addition, a torque sensor such as a magnetostrictive torque sensor is provided on the torque transmission shaft such as the output shaft of the electric motor 12 and the input / output shaft of the speed reducer 11, and the motor assist torque Tma detected by the torque sensor is applied. It may be.

  Furthermore, in the above-described embodiment, the case where the present invention is applied to a column-type electric power steering apparatus in which the electric motor 12 is connected to the steering shaft 2 via the speed reducer 11 has been described, but the present invention is not limited thereto. The present invention is not limited to a pinion type electric power steering apparatus that connects an electric motor to the steering gear mechanism 8 via a speed reducer, or a rack type electric power steering apparatus that connects an electric motor to the rack shaft via a speed reducer. Can be applied.

  Furthermore, in the above embodiment, the case where the present invention is applied to a brushless motor has been described. However, the present invention is not limited to this, and when applied to a motor with a brush, as shown in FIG. Based on the motor current detection value Im output from the motor current detection unit 70 and the motor terminal voltage Vm output from the terminal voltage detection unit 90 in the calculation unit 31, the following equation (11) is calculated to calculate the motor angular velocity ωm. At the same time, the dq-axis current command value calculation unit 26 is omitted, and the compensated steering assist current command value Iref ′ is directly supplied to the motor current control unit 28, and each motor current control unit 28 is also connected to one subtraction unit 71. The current control unit 72, the pulse width modulation unit 73, and the H bridge circuit 91 in place of the inverter 74 may be used.

ωm = (Vm−Im · Rm) / K ₀ (11)
Here, Rm is the motor winding resistance, and K ₀ is the electromotive force constant of the motor.

It is a figure showing the schematic structure of the electric power steering device to which the present invention is applied. It is a block diagram which shows the specific structure of a controller. It is a characteristic diagram which shows the steering auxiliary current command value calculation map used in the steering auxiliary current command value calculating part of a controller. It is a schematic diagram with which it uses for description of the self-aligning torque. It is a figure which shows the relationship between the self-aligning torque and lateral force by the advancing direction of a tire, and a slip angle. It is a figure which shows the relationship between the landing force point of a lateral force, and a trail. It is a graph which shows the change of lateral force and the self-aligning torque with respect to the change of a slip angle. It is a graph showing the relationship between the self-aligning torque detection value SATd and the self-aligning torque estimated value SATp. It is a flowchart which shows an example of the SAT compensation gain calculating process performed with a compensation gain calculating part. It is a flowchart which shows an example of the convergence compensation gain calculating process performed in a compensation gain calculating part. It is a characteristic diagram which shows the SAT compensation gain calculation map used in a compensation gain calculating part. It is a characteristic diagram which shows the convergence compensation gain calculation map used in a compensation gain calculating part. It is a flowchart which shows an example of the process sequence of a controller. FIG. 6 is a characteristic diagram showing a relationship between a steering angle δ and an estimated value SAT of self-aligning torque. It is a block diagram which shows the other example of the control unit in this invention. It is a block diagram which shows embodiment at the time of applying a motor with a brush.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Steering wheel 2 Steering shaft 12 Electric motor 14 Steering torque sensor 15 Controller 16 Vehicle speed sensor 17 Rotation angle sensor 21 Steering auxiliary current command value calculation part 22 Command value compensation part 23 Grip loss detection part 24 Steer state detection part 25 Compensation value correction part 26 dq-axis current command value calculation unit 27 motor current control unit 33 convergence compensation unit 34 inertia compensation unit 35 SAT detection unit 36 SAT compensation unit 41 SAT estimation unit 42 yaw rate sensor 43 lateral acceleration sensor 44 lateral force detection unit 45 steering Angle sensor 51 Compensation gain calculator 52 Multiplier 53 Multiplier

Claims (4)

Steering torque detection means for detecting steering torque input to a steering mechanism for turning steered wheels, an electric motor for applying steering assist force to the steering mechanism, and a steering assist current command value based on the steering torque And an electric power steering device having control means for controlling the electric motor based on the calculated steering assist current command value,
Steering state detection means for detecting the steering state of the vehicle, grip loss degree detection means for detecting the degree of grip loss indicating the degree of tire grip force loss, and steering characteristics are compensated for the steering assist current command value Compensation value correction for correcting the steering characteristic compensation value of the command value compensation means based on the steering value detected by the steering value detection means and the steering loss detected by the grip loss degree detection means and means,
The command value compensation means includes a self-aligning torque detection means for detecting a self-aligning torque generated on the steered wheel side, and the steering based on the self-aligning torque detection value detected by the self-aligning torque detection means. At least self-aligning torque compensation means for performing self-aligning torque compensation on the auxiliary current command value, wherein the compensation value correction means has the steer state oversteer and the grip loss degree is a predetermined value. When it is above, it is comprised so that the self-aligning torque compensation value of the said self-aligning torque compensation means may be correct | amended according to a grip loss degree, The electric power steering apparatus characterized by the above-mentioned . Steering torque detection means for detecting steering torque input to a steering mechanism for turning steered wheels, an electric motor for applying steering assist force to the steering mechanism, and a steering assist current command value based on the steering torque And an electric power steering device having control means for controlling the electric motor based on the calculated steering assist current command value,
Steering state detection means for detecting the steering state of the vehicle, grip loss degree detection means for detecting the degree of grip loss indicating the degree of tire grip force loss, and steering characteristics are compensated for the steering assist current command value Compensation value correction for correcting the steering characteristic compensation value of the command value compensation means based on the steering value detected by the steering value detection means and the steering loss detected by the grip loss degree detection means Means and
The command value compensation means comprises: a convergence compensation means for compensating the convergence of the yaw rate of the vehicle; a self-aligning torque detection means for detecting a self-aligning torque generated on the steered wheel side; and the self-aligning torque detection At least self-aligning torque compensation means for performing self-aligning torque compensation on the steering assist current command value based on the self-aligning torque detection value detected by the means, wherein the compensation value correction means When the state is oversteer and the grip loss degree is a predetermined value or more, the convergence compensation value of the convergence compensation means is corrected in accordance with the grip loss degree, and the self-aligning torque compensation means it characterized in that it is configured to correct the self aligning torque compensation value electrostatic Dopa Steering apparatus. Yaw rate detection means for detecting the yaw rate of the vehicle, wherein the compensation value correction means detects the yaw rate detected by the yaw rate detection means when the steer state is oversteer and the grip loss degree is a predetermined value or more. The electric power steering apparatus according to claim 1 or 2 , wherein a correction mode of the steering characteristic compensation value is changed based on a change rate of the steering characteristic . Self-aligning torque detecting means for detecting self-aligning torque generated on the steered wheel side, lateral force detecting means for detecting lateral force of the vehicle, and self-alignment based on the lateral force detected by the lateral force detecting means. Self-aligning torque estimating means for estimating lining torque, and the grip loss degree detecting means is estimated by the self-aligning torque detected value detected by the self-aligning torque detecting means and the self-aligning torque estimating means. The electric power steering apparatus according to any one of claims 1 to 3, wherein a grip loss degree is detected based on the estimated self-aligning torque .

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