JP4661210B2 - Vehicle steering control device - Google Patents

Description

  The present invention relates to a vehicle steering control device used in a steer-by-wire system or the like in which there is no mechanical connection between a steering unit that a driver steers and a steering unit that steers steering wheels. Belonging to the field.

In a conventional steer-by-wire (SBW) system, the steering torque input from the steering wheel to the steering unit or the steering torque input from the steered wheel to the steering unit is detected by a torque sensor, and the torque sensor value is obtained. Based on this, a steering reaction force applied to the steering wheel is generated (see, for example, Patent Document 1).
JP 2003-81111 A

  However, the conventional technology has a problem that an appropriate steering reaction force according to the steering state cannot be obtained because the torque sensor value has a hysteresis characteristic and an offset. For example, a steering reaction force is generated near zero torque due to hysteresis and offset, so that the steering wheel does not converge to the neutral position and a neutral feeling cannot be obtained. Further, a difference in left and right is produced in the steering reaction torque during steering and steering.

  The present invention has been made paying attention to the above problems, and an object of the present invention is to provide a vehicle steering control device capable of realizing appropriate steering reaction force generation according to the steering state.

In order to achieve the above object, the present invention provides:
A steering section for steering the steered wheels;
A steering actuator that applies steering torque to the steering unit;
A steering unit mechanically separated from the steered unit and steered by a driver;
A steering reaction force actuator that applies a steering reaction torque to the steering unit;
A motor that is provided on at least one of the steering actuator and the steering reaction force actuator and outputs the steering torque or the steering reaction torque;
Motor torque detecting means for detecting the rotation shaft torque of the motor;
Steering reaction force control means for driving and controlling the steering reaction actuator based on the detected torque value;
In a vehicle steering control device comprising:
Motor current detecting means for detecting a current value of the motor;
Motor rotation angle detecting means for detecting the rotation angle of the motor;
Motor rotation state detection means for detecting whether the motor is rotating;
Motor torque estimating means for estimating a rotation shaft torque of the motor from the motor current value and the motor rotation angle;
Set the correction amount corresponding to the deviation between the torque estimate as before Symbol torque detection value, a torque detection value correcting means for correcting the torque detection value based on the correction amount,
It is characterized by providing.

In the present invention, by correcting the torque sensor value using the torque estimate, it is possible to obtain the load torque applied to the steering unit or the steering unit more accurately, appropriate steering according to the steering state Reaction force generation can be realized.

  Hereinafter, the best mode for carrying out the present invention will be described based on Examples 1 to 3.

First, the configuration will be described.
FIG. 1 is a configuration diagram illustrating a steer-by-wire system according to a first embodiment. The steer-by-wire system according to the first embodiment includes a steering unit (1), a steered unit (2), a clutch ( Backup means) 11 and a steer-by-wire (SBW) control unit 12.

  The steering unit (1) includes a handle 1, a handle angle sensor 2, a steering side torque sensor 3, a reaction force motor 5, and a reaction force motor angle sensor (motor rotation angle detection means) 4.

  The handle angle sensor 2 detects the rotation angle of the handle 1. The steering side torque sensor 3 detects the steering torque of the steering shaft 13. The reaction force motor 5 is controlled by a command current from the SBW control 12 and outputs a steering reaction force torque for simulating a road surface reaction force to the upper column 13. The reaction force motor angle sensor 4 detects the rotation angle of the reaction force motor 5.

  The steered portion (2) is mechanically separated from the steered portion (1), and a steered motor angle sensor 6, a steered motor (steered actuator) 7, a steered side torque sensor 8, and a pinion angle sensor. 9 and a rack and pinion 10. The steered motor 7 is controlled by a command current from the SBW control unit 12 and outputs a steered torque to the pinion shaft 14. The steered motor angle sensor 6 detects the rotation angle of the steered motor 7. The steered side torque sensor 8 detects the steered torque of the pinion shaft 14. The pinion angle sensor 9 detects the rotation angle of the pinion shaft 14.

  The clutch 11 is engaged when the SBW system fails and mechanically connects the steering shaft 13 and the pinion shaft 14 and is released during normal SBW control.

  The SBW control unit 12 includes a steering wheel angle sensor 2, a steering side torque sensor 3, a reaction force motor angle sensor 4, a turning motor angle sensor 6, a turning side torque sensor 8, and a pinion angle sensor 9. Sensor value is input.

  The SBW control unit 12 sets the target pinion angle based on the steering angle detected by the steering angle sensor 2 and the traveling state such as the vehicle speed. Then, a current value command value in which the pinion angle detected by the pinion angle sensor 9 matches the target pinion angle is calculated, and the steering motor 7 is driven and controlled.

  The SBW control unit 12 generates a target steering reaction torque based on the turning torque detected by the turning-side torque sensor 8 and the running state such as the vehicle speed. Then, a current command value for matching the steering torque detected by the steering-side torque sensor 3 with the target steering reaction torque is calculated, and the steering motor 7 is driven and controlled.

  In the first embodiment, the torque sensor value of the steering side torque sensor 3 is detected as a motor current sensor (motor current detecting means) (not shown) for detecting the current value of the reaction force motor 5 and the rotation angle of the reaction force motor 5 is detected. Correction is performed based on the reaction force motor angle sensor 4. A method for correcting the torque sensor value will be described later.

  The SBW control unit 12 releases the clutch 11 during the SBW system control, engages the clutch 11 when the system fails, and reduces the steering force of the driver using the output torque of the steering motor 7 ( EPS) control.

Next, the operation will be described.
[Torque sensor value correction method]
FIG. 2 is a control block diagram showing the torque sensor correction unit 15 of the SBW control unit 12. The torque sensor correction unit 15 includes adders / subtractors 15a and 15b, a change rate gain unit 15c, an integrator 15d, and an adder. 15e, a reset gain unit 15f, and an integrator 15g.

Subtracter 15a inputs the correction amount will be described later with the actual torque sensor value T _sen, and outputs the corrected torque sensor value T _rmv. The adder / subtractor 15b receives the corrected torque sensor value T _rmv and the estimated torque value T _m, and outputs the deviation between them. The rate-of-change gain unit 15c inputs a deviation between the corrected torque sensor value T _rmv and the estimated torque value T _m and outputs a value multiplied by the rate-of-change gain K.

  The integration unit 15d outputs a value obtained by integrating the output of the change rate gain unit 15c. The adder 15e outputs a value obtained by adding the output of the integrator 15d and the previous value of the output of the reset gain 15f. The reset gain unit 15f receives the output of the adder 15e and outputs a value multiplied by the reset gain R. The integrator 15g integrates and outputs the output of the reset gain unit 15f. The integrator 15d, the adder 15e, the reset gain unit 15f, and the integrator 15g constitute an integration unit.

The estimated torque value _Te can be obtained from the following equation (1).
T _e = (Js ² + C _s ) θ _m −T _m
T _m = K _T I _m (1)
J: Motor drive inertia
C: Motor drive unit viscosity θ _m : Motor rotation angle
K _T : Motor torque constant
I _m : Motor current
s: Laplace operator

From equation (1), the torque value is estimated from the current (torque is estimated from the current) flowing through the reaction force motor 5 and the angle, and the difference between the estimated value _Te and the actual torque sensor value _Tsen is obtained. Then, the product obtained by multiplying this by the change rate gain K is added together (integration unit), and the correction amount is subtracted from the actual torque sensor value _Tsen, thereby removing errors such as hysteresis and offset from the torque sensor value. To do.

[Change rate gain setting method]
Further, by changing the change rate gain K in the change rate gain unit 15c, the time until the error is removed can be adjusted. Specifically, the change rate gain K is calculated from the following equation (2).
K = K ₁ × K ₂ × K ₃ (2)

Here, the motor speed gain K ₁ varies according to the absolute value of the rotational speed of the reaction force motor 5.
As the rotational speed of the reaction force motor 5 increases, the estimation error increases. In this case, the correction amount change amount is reduced. That is, as shown in FIG. 3, when the absolute value of the rotational speed of the reaction force motor 5 is smaller than a predetermined value in the vicinity of the rotational speed zero, the motor speed gain K ₁ and the maximum value, when the predetermined value or more, as the rotational speed increases to reduce the motor speed gain K ₁ close to zero.

The handle speed gain K ₂ varies according to the absolute value of the rotation speed of the handle 1.
When the rotation speed of the handle 1 is high, the rotation speed of the reaction force motor 5 also increases. In this case, the correction amount change amount is reduced. That is, as shown in FIG. 4, as the absolute value of the rotational speed of the handle 1 increases, the handle speed gain K ₂ approaches zero.

The torque sensor gain K ₃ varies according to the absolute value of the torque sensor value, that is, the absolute value of the angle difference (torsion angle) between the handle 1 and the reaction force motor 5.
When the absolute value of the torque sensor value or the angle difference between the handle 1 and the reaction force motor 5 is large, the fluctuation of the torque sensor value is small. In this case, the change amount of the correction amount is small. That is, as shown in FIG. 5, the torque sensor gain K ₃ approaches zero as the absolute value of the torque sensor value or the absolute value of the angle difference between the handle 1 and the reaction force motor 5 increases.

The corrected torque sensor value T _rmv when K is finally constant can be expressed by the following equation (3).
T _rmv = (s / s + K) T _sen + (K / s + K) T _e (3)

[Reset gain setting method]
Since the torque sensor has hysteresis as shown in FIG. 6, when the offset amount is reversed (for example, from point a to point b), the driver sets the reset gain R (FIG. 2) of the reset gain unit 15f. Gradually reduce the correction to zero so that the reaction force fluctuations will not be noticed (Fig. 7).

[Torque value calculation control processing]
FIG. 8 is a flowchart showing the flow of the torque value calculation control process executed by the SBW control unit 12 of the first embodiment. Each step will be described below.

  In step S1, this control is started by turning on the ignition, and the process proceeds to step S2.

  In step S2, SBW initial diagnosis is performed. When it is diagnosed that the SBW system is normal (OK), the process proceeds to step S3, and when it is diagnosed as abnormal (NG), this control is terminated.

  In step S3, SBW control is started, and the process proceeds to step S4.

  In step S4, a torque sensor value is input from the steering torque sensor 3, and the process proceeds to step S5.

  In step S5, a torque value is estimated from the current value and rotation angle of the reaction force motor 5, and the process proceeds to step S6 (corresponding to motor torque estimation means).

  In step S6, it is determined whether the motor rotation has been reversed. If YES, the process proceeds to step S11. If NO, the process proceeds to step S7.

In step S7, calculates the motor speed gain K ₁ corresponding to the rotational speed of the reaction motor 5, a handle speed gain K ₂ corresponding to the rotation speed of the steering wheel 1, a torque sensor gain K ₃ in accordance with the steering torque, The change rate gain setting control for setting the change rate gain K by adding these is performed, and the process proceeds to step S8. Here, the rotational speed of the reaction force motor 5 is calculated by differentiating the sensor value of the reaction force motor angle sensor 4 (corresponding to motor rotation state detection means). The rotational speed of the steering wheel 1 is calculated by differentiating the sensor value of the steering wheel angle sensor 2 (corresponding to a steering angular speed detection means).

  In step S8, a value obtained by multiplying the deviation between the torque sensor value and the estimated torque value by the change rate gain K calculated in step S7 is integrated (integration unit in FIG. 2) to set a correction amount, and the process proceeds to step S9. .

  In step S9, the torque sensor value is corrected by the correction amount set in step S8, and the process proceeds to step S10 (corresponding to the detected torque value correction means).

In step S10, it is determined whether or not SBW control has ended. If YES, this control is terminated, and if NO, the process proceeds to step S4.
In step S11, the reset gain R is gradually reduced to zero, and the process proceeds to step S4.

[Problems of steering reaction force generation based on conventional torque sensor values]
In a steer-by-wire system, as in JP 2003-81111 A, when a torque sensor on the steering side is used to generate a steering reaction force, the torque sensor has errors such as hysteresis and offset. It is not constant during operation. Therefore, when this torque sensor value is used as it is for the generation of the steering reaction force, there is a problem in that an accurate steering reaction force cannot be generated with respect to the reaction force to be generated, such as a left-right difference or a constant reaction force.

  Japanese Patent Laid-Open No. 9-331693 discloses a method of estimating a torque load from a constant current flowing through a motor, its time and a motor angle. However, if the current is not constant, an accurate torque load is estimated. However, in the steer-by-wire system, there is a problem that an accurate torque load cannot always be obtained because the current is not always constant.

[Torque Sensor Value Correction Action of Example 1]
On the other hand, in the steer-by-wire system of the first embodiment, when there is a deviation between the actual steering torque sensor 3 value and the torque value estimated from the motor current value and the motor rotation angle, the deviation and the motor It is possible to generate a steering reaction force based on an accurate torque load from which an error in the torque sensor value is eliminated by correcting the actual torque sensor value in accordance with the operation state (motor rotational speed, etc.) it can.

That is, when the reaction force motor 5 is stopped, the motor rotation angle θ _{m is} substantially zero in the equation (1), and therefore the estimated torque value _Te is determined by the motor drive unit inertia J and the motor drive unit viscosity C. independent, equal to the value T _m multiplied by constant K _T of the motor current I _m, can accurately calculate the estimated torque value T _e from the motor current I _m. Therefore, by the reaction force motor 5 is to correct the torque sensor value T _sen based on the torque estimation value T _e when it is stopped, it is possible to make the torque sensor value after correction to the actual torque.

Further, when the reaction force motor 5 is rotating, the motor drive section inertia J, the motor drive section viscosity C, etc. are effective in the first term on the right side of the equation (1). error occurs in the estimated torque value T _e by. Therefore, when the reaction motor 5 is rotating, by the correction amount is constant, it is possible to prevent the correction amount of a large torque estimate T _e of the error is taken into account.

6 is a time chart illustrating a torque sensor value correcting operation according to the first embodiment.
At the time point t0 when the handle 1 is in the neutral position, the motor angular speed is almost zero and the absolute value of the torque sensor value is small. Therefore, the motor speed gain K ₁ , the handle speed gain K ₂ and the torque sensor gain K ₃ are maximum. The change rate gain K is set to the largest value. Therefore, the corrected torque sensor value can be quickly converged to the actual torque value (time point t0 ′).

At the time t1 to t2 when the handle 1 is increased to a predetermined angle, the motor angular speed increases and the torque sensor value gradually increases. Accordingly, the motor speed gain K ₁ and the torque sensor gain K ₃ rapidly decrease, The rate of change gain K is almost zero. Therefore, the correction amount hardly changes from the time point t1, and an uncertain torque estimated value during motor rotation is prevented from being added to the correction amount. Further, since the steering angular velocity of the steering wheel 1 becomes the higher the handle speed gain K ₂ greater small relative to the torque estimation error as the motor angular speed is high to expand, reducing the amount of uncertain torque estimate is taken into account in the correction amount Can be suppressed.

At time handle 1 is fixed steering at a predetermined angle t2 to t3, since although the motor speed gain K ₁ and the handle speed gain K ₂ is the maximum value, the torque sensor gain K ₂ is a small value, the change rate gain K Is almost zero. Therefore, the corrected torque sensor value gradually approaches the actual torque, but the corrected torque sensor value at time t2 is almost the same as the actual torque value, so the correction amount is changed slowly. However, the corrected torque sensor value does not deviate from the actual torque value.

  At the time point t3 to t4 when the handle 1 is turned back from the predetermined angle to the neutral position, the motor angular speed is reversed, so that the reset gain R gradually approaches zero and the correction amount becomes almost zero. That is, when the torque sensor value is corrected using the correction amount before t3 in the region where the offset amount of the torque sensor value is reversed, the correction amount is set to be larger than the actual deviation. Fluctuations increase and the steering feel is worsened. Therefore, when the offset amount of the torque sensor value is reversed, the correction amount is not calculated and the correction amount is reset, thereby preventing the steering feeling from being deteriorated.

  After the time point t4 when the handle 1 stops at the neutral position, the rate of change gain K is set to the largest value, similarly to the time point t0, so that the corrected torque sensor value can be quickly converged to the actual torque value. Yes (time t4 ').

Next, the effect will be described.
In the vehicle steering control device according to the first embodiment, the following effects can be obtained.

(1) A motor current sensor that detects the current value of the reaction force motor 5, a motor rotation angle sensor 4 that detects the rotation angle of the reaction force motor 5, and a motor that detects whether or not the reaction force motor 5 is rotating. a rotation state detecting means, and a motor current value and the motor rotation angle and the motor torque estimating means for estimating a rotational shaft torque of the reaction force motor 5 (step S5), and depending on the difference between the torque detection value and the estimated torque value Torque detection value correction means (step S9) for setting a correction amount and correcting the torque detection value based on the correction amount. Therefore, by correcting the torque sensor value using the torque estimate, it is possible to obtain the load torque applied to the steering unit (1) more accurately, it is possible to realize a proper steering reaction force generated in accordance with the steering state .

  (2) The torque detection value correction means makes the correction amount constant when it is detected that the reaction force motor 5 is rotating. Since the torque estimation error is large in the state where the reaction motor 5 is rotating, in this case, the correction amount is not changed to be constant, and an uncertain torque estimation value is not used, thereby steering using an accurate correction amount. Reaction force generation can be performed.

  (3) The torque detection value correction means gradually approaches the correction amount to zero when the rotation direction of the reaction force motor 5 is opposite to the rotation direction detected last time. Since the steering torque sensor 3 has hysteresis, fluctuations in the steering reaction torque can be suppressed by gradually reducing the correction amount at a position where the offset amount is reversed, and deterioration of the steering feeling can be prevented.

  (4) A steering angular velocity detection means for detecting the steering angular velocity of the steering section (1) is provided, and the torque detection value correction means sets a correction amount such that the lower the steering angular velocity is, the closer the torque detection value is to the estimated torque value. To do. As the rotational speed of the handle 1 is lower, an accurate estimated torque value can be obtained. Therefore, the corrected sensor value is corrected more quickly and accurately by increasing the change rate of the correction amount as the rotational speed of the handle 1 is lower. And errors such as hysteresis and offset can be removed. Further, by reducing the rate of change of the correction amount as the rotational speed of the steering wheel 1 is higher, when the torque estimation error is large, a steering reaction force is generated using a certain portion of the actual steering torque sensor 3. Can do.

  (5) The torque detection value correction means sets a correction amount such that the smaller the torque detection value is, the faster the torque detection value approaches the estimated torque value. The smaller the torque sensor value, the more accurate the estimated torque value can be obtained. Therefore, the smaller the torque sensor value, the larger the rate of change in the correction amount, and the faster the corrected torque sensor value is converged to the accurate value. And errors such as hysteresis and offset can be removed. In addition, by reducing the rate of change of the correction amount as the torque sensor value is larger, when the torque estimation error is large, the steering reaction force can be generated using a certain portion of the actual steering torque sensor 3. .

The second embodiment is an example in which when the shift from the SBW control to the EPS control is performed, the correction amount of the torque sensor value is made constant and the correction amount is changed according to the temperature of the motor.

  In the SBW system, the clutch 11 is engaged at the time of failure, and the control shifts from SBW control to EPS control. In this case, unknown disturbance from the steering wheel to the reaction force motor 5 via the pinion shaft 14 and the steering shaft 13 occurs. Therefore, torque estimation by the method shown in the first embodiment becomes difficult. Therefore, in the second embodiment, when the SBW control is shifted to the EPS control, the change rate gain K is set to zero and the correction amount is made constant.

  Further, when the temperature of the reaction force motor 5 becomes high, the permanent magnet is demagnetized, so that the output torque of the reaction force motor 5 cannot be estimated accurately, and torque estimation becomes difficult. On the other hand, in the second embodiment, when the temperature is equal to or higher than a predetermined temperature (predetermined threshold value) α at which the influence of torque estimation due to demagnetization appears, the change rate gain K is set to zero and the correction amount is made constant.

Next, the operation will be described.
[Change rate gain setting control processing]
In the second embodiment, the change rate gain setting control process shown in FIG. 10 is performed in step S7 of the torque value calculation control process shown in FIG. Hereinafter, each step will be described.

  In step S71, it is determined whether SBW control or EPS control is being performed. When the SBW control is being performed, the process proceeds to step S72, and when the EPS control is being performed, the process proceeds to step S74.

  In step S72, it is determined whether or not the motor temperature is lower than a predetermined threshold value α (corresponding to a motor temperature detecting means). If YES, the process moves to step S73, and if NO, the process moves to step S74.

  In step S73, the rate of change gain K is set by the method shown in step S7 of FIG. 8, and this control is terminated.

  In step S74, the correction amount change is stopped by setting K = 0, and this control is terminated.

  In the flowchart of FIG. 10, when EPS control is being performed, the change rate gain K is set to zero and the correction amount is kept constant in step S74. That is, when a disturbance input from the steered wheel acts on the steering torque sensor 3, the torque sensor value is corrected using an accurate correction amount without using an uncertain torque estimation value.

  Further, even when the temperature of the reaction force motor 5 is equal to or higher than the predetermined threshold value α, the change rate gain K is set to zero in step S74, and the correction amount is kept constant. That is, when demagnetization occurs in the permanent magnet of the reaction force motor 5 and accurate torque estimation is difficult, the torque sensor value is corrected using an accurate correction amount without using an uncertain torque estimation value. Do.

Next, the effect will be described.
In the vehicle steering control device according to the second embodiment, in addition to the effects (1) to (5) of the first embodiment, the following effects can be obtained.

  (6) The clutch 11 that mechanically connects the steering section (1) and the steered section (2) is provided, and the torque detection value correcting means (step S9) is operated by the clutch 11 with the steering section (1) and the steered section. When (2) is connected, the correction amount is kept constant, so that it is possible to prevent the torque sensor value from being corrected using the uncertain torque estimated value due to the disturbance input from the steered wheels. The torque sensor value can be corrected using the quantity.

  (7) Motor temperature detection means (step S72) for detecting the temperature of the reaction force motor 5 is provided, and the torque detection value correction means makes the correction amount constant when the motor temperature is equal to or higher than a predetermined threshold value α. Further, it is possible to prevent the torque sensor value from being corrected using an uncertain estimated torque value accompanying demagnetization of the permanent magnet, and it is possible to correct the torque sensor value using an accurate correction amount.

  The third embodiment is an example in which the torque sensor value of the steered side torque sensor 8 is corrected based on the current value of the steered motor 7 and the rotation angle of the steered motor 7, and the configuration is shown in FIG. Since it is the same as Example 1, description is abbreviate | omitted.

  As for the torque sensor value correction method, the change rate gain K, and the reset gain R setting method, the reaction force motor 5 of the first embodiment is used as the steering motor 7 and the steering torque sensor 3 is used as the steering torque sensor 8. Since these are equivalent to the respective replacements, the same operation and effect as in Example 1 can be obtained in Example 3.

(Other examples)
The best mode for carrying out the present invention has been described based on the first to third embodiments. However, the specific configuration of the present invention is not limited to the first to third embodiments. Design changes and the like within a range that does not depart from the gist are also included in the present invention.

  For example, in the first and second embodiments, the detection value of the steering side torque sensor is corrected, and in the third embodiment, the detection value of the steering side torque sensor is corrected. It is good also as composition which corrects.

BRIEF DESCRIPTION OF THE DRAWINGS It is a block diagram which shows the steer-by-wire system of Example 1. FIG. 4 is a control block diagram showing a torque sensor correction unit 15 of the SBW control unit 12. FIG. Is a setting map for the motor speed gain K _1. It is a setting map of the handle speed gain K _2. It is a setting map of a torque sensor gain K _3. It is a figure which shows the hysteresis characteristic of a torque sensor. It is a setting map of reset gain R. 3 is a flowchart illustrating a flow of torque value calculation control processing executed by the SBW control unit 12 according to the first embodiment. 6 is a time chart illustrating a torque sensor value correcting operation according to the first embodiment. 12 is a flowchart illustrating a flow of change rate gain setting control processing according to the third embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Handle 2 Handle angle sensor 3 Steering side torque sensor 4 Reaction force motor angle sensor 5 Reaction force motor 6 Motor angle sensor 7 Steering motor 8 Steering side torque sensor 9 Pinion angle sensor 10 Rack and pinion 11 Clutch 12 Steer-by- Wire control unit 13 Steering shaft 14 Pinion shaft 15 Torque sensor correction unit 15
15a, 15b adder / subtractor 15c change rate gain unit 15d, 15g integrator 15e adder 15f reset gain unit

Claims (8)

A steering section for steering the steered wheels;
A steering actuator that applies steering torque to the steering unit;
A steering unit mechanically separated from the steered unit and steered by a driver;
A steering reaction force actuator that applies a steering reaction torque to the steering unit;
A motor that is provided on at least one of the steering actuator and the steering reaction force actuator and outputs the steering torque or the steering reaction torque;
Motor torque detecting means for detecting the rotation shaft torque of the motor;
Steering reaction force control means for driving and controlling the steering reaction actuator based on the detected torque value;
In a vehicle steering control device comprising:
Motor current detecting means for detecting a current value of the motor;
Motor rotation angle detecting means for detecting the rotation angle of the motor;
Motor rotation state detection means for detecting whether the motor is rotating;
Motor torque estimating means for estimating a rotation shaft torque of the motor from the motor current value and the motor rotation angle;
Set the correction amount corresponding to the deviation between the torque estimate as before Symbol torque detection value, a torque detection value correcting means for correcting the torque detection value based on the correction amount,
A vehicle steering control device comprising: The vehicle steering control device according to claim 1,
The vehicle steering control device, wherein the detected torque value correction means makes the correction amount constant when it is detected that the motor is rotating. The vehicle steering control device according to claim 1 or 2,
The vehicle steering control device, wherein the torque detection value correction means gradually brings the correction amount close to zero when the rotation direction of the motor is opposite to the rotation direction detected last time. The vehicle steering control device according to any one of claims 1 to 3,
A steering angular velocity detecting means for detecting a steering angular velocity of the steering unit;
The vehicle steering control device, wherein the torque detection value correction means sets a correction amount so that the torque detection value is brought closer to the estimated torque value as the steering angular velocity is lower. The vehicle steering control device according to any one of claims 1 to 4,
The vehicle steering control device, wherein the torque detection value correction means sets a correction amount so that the torque detection value is brought closer to the estimated torque value as the torque detection value is smaller. The vehicle steering control device according to any one of claims 1 to 5,
Comprising backup means for mechanically connecting the steering unit and the steering unit;
The vehicle steering control device, wherein the torque detection value correction means makes a correction amount constant when the steering section and the steering section are connected by the backup means. The vehicle steering control device according to any one of claims 1 to 6,
Motor temperature detecting means for detecting the temperature of the motor;
The torque detection value correction means makes the correction amount constant when the motor temperature is equal to or higher than a predetermined threshold value. A steering section for steering the steered wheels;
A steering actuator that applies steering torque to the steering unit;
A steering unit mechanically separated from the steered unit and steered by a driver;
A steering reaction force actuator that applies a steering reaction torque to the steering unit;
A motor that is provided on at least one of the steering actuator and the steering reaction force actuator and outputs the steering torque or the steering reaction torque;
Motor torque detecting means for detecting the rotation shaft torque of the motor;
Steering reaction force control means for driving and controlling the steering reaction actuator based on the detected torque value;
In a vehicle steering control device comprising:
Wherein estimating the motor rotation shaft torque from the current value and the motor rotation angle of the motor, to set the correction amount corresponding to the deviation between the torque estimate as before Symbol torque detection value, the torque on the basis of the correction amount A vehicle steering control device that corrects a detected value.

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