Steering control device

Abstract

A steering control device (1) controls a steering device (2) in which power transmission between a steering wheel (5) and a steering wheel (6) of a vehicle is separated. The steering device has a steering mechanism (3) including a reaction force motor (12) configured to generate a steering reaction force applied to the steering wheel. The steering control device has a reaction force control section (1A) configured to control the reaction force motor. The reaction force control section has a normal mode for running the vehicle and an inspection mode for performing an inspection of the steering mechanism as control modes of the reaction force motor. The reaction force control section is configured to permit control of the reaction force motor based on the normal mode and not to permit control of the reaction force motor based on the inspection mode when a prescribed permission condition does not hold. The permission condition is a condition for determining whether to permit control of the reaction force motor based on the inspection mode based on a state of the vehicle.

Description

Technical Field

[0001] This disclosure relates to steering control devices. Background Technology

[0002] Conventional steering systems, also known as steer-by-wire systems, separate the power transmission between the steering wheel and the steering wheels. For example, Patent Document 1 describes a steering system with a steering control unit. This steering control unit controls the steering system. During vehicle maintenance, a diagnostic tool is connected to the steering control unit. The steering control unit switches to factory mode based on commands from the diagnostic tool.

[0003] Patent Document 1: Japanese Patent Application Publication No. 2023-108922

[0004] The control mode of the steering control device is required to switch appropriately according to the vehicle's condition. Summary of the Invention

[0005] One aspect of this disclosure relates to a steering control device configured such that the power transmission between the steering wheels and the steering wheel of a vehicle is separated. The steering control device includes a steering mechanism comprising a reaction force motor configured to generate a steering reaction force applied to the steering wheel. The steering control device also includes a reaction force control unit configured to control the reaction force motor. The reaction force control unit has a normal mode for driving the vehicle and a check mode for checking the steering mechanism as control modes for controlling the reaction force motor. The reaction force control unit is configured to disallow control of the reaction force motor based on the check mode, but permit control of the reaction force motor based on the normal mode, when a predetermined permitting condition is not met. The permitting condition is a condition used to determine whether to permit control of the reaction motor based on the check mode based on the state of the vehicle. Attached Figure Description

[0006] Figure 1 This is a structural diagram of a steering control device according to one embodiment of a steering control device.

[0007] Figure 2 yes Figure 1 Block diagram of the reaction force control device and steering control device.

[0008] Figure 3 yes Figure 2 A block diagram of the reaction torque command value calculation unit.

[0009] Figure 4 yes Figure 3A block diagram of the auxiliary torque command value calculation unit.

[0010] Figure 5 yes Figure 3 A block diagram of the axial force calculation unit.

[0011] Figure 6 This is a front view showing the structure of an inspection device according to one embodiment.

[0012] Figure 7 yes Figure 2 A block diagram of the inspection circuit for the reaction force control device.

[0013] Figure 8 yes Figure 2 A block diagram of the inspection circuit for the reaction force control device.

[0014] Figure 9 It means based on Figure 2 A flowchart of the steps for switching the control mode of the reaction force control device. Detailed Implementation

[0015] A steering control device 1 according to one embodiment will be described.

[0016] like Figure 1 As shown, the steering control device 1 controls a steer-by-wire type steering control device 2. The steering control device 2 has a steering mechanism 3 and a steering mechanism 4. The steering mechanism 3 is the part operated by the driver via the steering wheel 5. The steering mechanism 4 is the part that turns the vehicle's steering wheels 6 according to the steering operation of the steering wheel 5. The steering control device 1 includes a reaction force control device 1A and a steering control device 1B. The reaction force control device 1A controls the steering mechanism 3. The reaction force control device 1A performs reaction force control. The reaction force control device 1A is equivalent to a reaction force control unit. The steering control device 1B controls the steering mechanism 4. The steering control device 1B performs steering control. The steering control device 1B is equivalent to a steering control unit.

[0017] The steering mechanism 3 includes a steering shaft 11, a reaction force motor 12, and a reducer 13. The steering wheel 5 is connected to the steering shaft 11 in a manner that allows it to rotate integrally. The reaction force motor 12 is the source of the steering reaction force applied to the steering shaft 11. The steering reaction force is a force in the opposite direction to the steering direction of the steering wheel 5. The reaction force motor 12 is, for example, a three-phase brushless motor. The reducer 13 slows down the rotation of the reaction force motor 12 and transmits the reduced rotation to the steering shaft 11.

[0018] The steering mechanism 4 includes a pinion shaft 21, a steering shaft 22, and a housing 23. The housing 23 supports the pinion shaft 21 for rotation. Additionally, the housing 23 houses the steering shaft 22 for reciprocating movement. Power transmission between the steering shaft 22 and the steering wheel 5 is separated. The pinion shaft 21 is positioned to intersect with the steering shaft 22. The pinion teeth 21a of the pinion shaft 21 mesh with the rack teeth 22a of the steering shaft 22. Tie rods 25 are connected to both ends of the steering shaft 22 via rack ends 24 formed by ball joints. The front end of the tie rod 25 is connected to a steering knuckle (not shown) on which the steering wheel 6 is assembled.

[0019] The steering mechanism 4 includes a steering motor 31, a transmission mechanism 32, and a conversion mechanism 33. The steering motor 31 is the source of the steering force applied to the steering shaft 22. The steering force is the force used to turn the steering wheel 6. The steering motor 31 is, for example, a three-phase brushless motor. The transmission mechanism 32 is, for example, a belt drive mechanism. The transmission mechanism 32 transmits the rotation of the steering motor 31 to the conversion mechanism 33. The conversion mechanism 33 is, for example, a ball screw mechanism. The conversion mechanism 33 converts the rotation transmitted via the transmission mechanism 32 into axial movement of the steering shaft 22.

[0020] The steering angle θ of the steering wheel 6 is adjusted by the axial movement of the steering shaft 22. w Change. The pinion teeth 21a of the pinion shaft 21 mesh with the rack teeth 22a of the steering shaft 22, and therefore rotate in conjunction with the movement of the steering shaft 22. The pinion shaft 21 is a shaft that rotates in conjunction with the steering action of the steering wheel 6.

[0021] The reaction force control device 1A controls the operation of the reaction force motor 12. The reaction force control device 1A has a processing circuit that includes any one of the following three structures A1, A2, and A3.

[0022] A1. One or more processors that act according to a computer program as software. A processor includes a CPU (central processing unit) and memory.

[0023] A2. One or more special-purpose hardware circuits, such as application-specific integrated circuits (ASICs), that perform at least a portion of various processes. ASICs include CPUs and memory.

[0024] A3. A hardware circuit that combines structures A1 and A2.

[0025] Memory is a medium that can be read by a computer and stores programs that describe the processing or commands for the computer. In this embodiment, the computer is the CPU. Memory includes RAM (random access memory) and ROM (read only memory). The CPU performs various controls by executing programs stored in memory at predetermined operation cycles.

[0026] The reaction force control device 1A acquires the detection results from the on-board sensors. The sensors include a vehicle speed sensor 41, a torque sensor 42, and a rotation angle sensor 43.

[0027] Vehicle speed sensor 41 detects vehicle speed V. Vehicle speed V is a state variable reflecting the vehicle's driving state. Torque sensor 42 is mounted on steering shaft 11. The connection of torque sensor 42 with respect to the reducer 13 in steering shaft 11 is located on the steering wheel 5 side. Torque sensor 42 detects the steering torque T applied to steering shaft 11. h Steering torque T h The steering torque T is calculated based on the torsion of the torsion bar 42a installed on the steering shaft 11. h This is a state variable reflecting the steering control state of the steering wheel 5. The rotation angle sensor 43 is located on the reaction force motor 12. The rotation angle sensor 43 detects the rotation angle θ of the reaction force motor 12. a .

[0028] Steering torque T h and the rotation angle θ of the reaction force motor 12 a For example, it is a positive value when steering wheel 5 is turned to the right, and a negative value when steering wheel 5 is turned to the left.

[0029] The reaction force control device 1A uses the detection results from the vehicle speed sensor 41, torque sensor 42, and rotation angle sensor 43 to control the operation of the reaction force motor 12. The reaction force control device 1A controls the power supply to the reaction force motor 12 so that the reaction force motor 12 generates a steering torque T. h The corresponding steering reaction force.

[0030] Steering control device 1B controls the operation of steering motor 31. Like reaction force control device 1A, steering control device 1B has a processing circuit that includes any one of the three structures A1, A2, and A3 mentioned above.

[0031] The steering control unit 1B acquires the detection results from onboard sensors. These sensors include a rotation angle sensor 44. The rotation angle sensor 44 is mounted on the steering motor 31. The rotation angle sensor 44 detects the rotation angle θ of the steering motor 31. bThe rotation angle θ of the steering motor 31 b For example, it is a positive value when steering wheel 5 is turned to the right, and a negative value when steering wheel 5 is turned to the left.

[0032] The steering control unit 1B uses the detection results of the rotation angle sensor 44 to control the operation of the steering motor 31. The steering control unit 1B controls the power supply to the steering motor 31 so that the steering wheel 6 turns according to the steering operation state of the steering wheel 5.

[0033] <Structure of Reaction Force Control Device 1A>

[0034] Next, the structure of the reaction force control device 1A will be explained.

[0035] like Figure 2 As shown, the reaction force control device 1A includes a steering angle calculation unit 51, a reaction force torque command value calculation unit 52, and an energization control unit 53.

[0036] The steering angle calculation unit 51 calculates the rotation angle θ of the reaction force motor 12 detected by the rotation angle sensor 43. a To calculate the steering angle θ of steering wheel 5 s Steering angle θ s The rotation angle of the steering wheel 5 is based on the neutral position of the steering wheel 5. The neutral position is the rotation position of the steering wheel 5 corresponding to the straight-ahead state of the vehicle.

[0037] The reaction torque command value calculation unit 52 is based on the steering control torque T h The reaction torque command value T is calculated using the vehicle speed V. ＊ Reaction torque command value T ＊ This is the target value of the steering reaction force generated by the reaction motor 12. The steering reaction force is a torque in the opposite direction to the steering direction of the steering wheel 5. Steering torque T h The larger the absolute value of the torque, and the slower the vehicle speed V, the greater the reaction torque command value T. ＊ The larger the absolute value, the greater the value.

[0038] The power control unit 53 supplies the reaction torque command value T to the reaction motor 12. ＊ The corresponding power supply. Specifically, the power supply control unit 53 is based on the reaction torque command value T. ＊ The current command value for the reaction force motor 12 is calculated. The power control unit 53 detects the current I generated in the power supply path by means of a current sensor 54 provided in the power supply path for the reaction force motor 12. a The value of current I. aThe value is the value of the current supplied to the reaction force motor 12. The power control unit 53 calculates the current command value and the current I. a The power supply to the reaction motor 12 is controlled to eliminate the deviation of the value. Thus, the reaction motor 12 generates a torque corresponding to the reaction torque command value T. ＊ The corresponding torque.

[0039] <Structure of Steering Control Device 1B>

[0040] Next, the structure of the steering control device 1B will be described.

[0041] like Figure 2 As shown, the steering control device 1B includes a pinion angle calculation unit 61, a target pinion angle calculation unit 62, a pinion angle feedback control unit 63, and an energization control unit 64.

[0042] The pinion angle calculation unit 61 calculates the rotation angle θ of the steering motor 31 detected by the rotation angle sensor 43. b To calculate the pinion angle θ p pinion angle θ p θ is the rotation angle of the pinion shaft 21, equivalent to the actual angle of the pinion shaft 21. The steering motor 31 is linked to the pinion shaft 21 via the transmission mechanism 32, the conversion mechanism 33, and the steering shaft 22. Therefore, the rotation angle θ of the steering motor 31 is... b With pinion angle θ p There is a correlation between them. Using this correlation, the rotation angle θ of the steering motor 31 can be determined. b Find the pinion angle θ p The pinion shaft 21 meshes with the steering shaft 22. Therefore, the pinion angle θ p There is also a correlation between the amount of movement of the steering shaft 22 and the pinion angle θ. p It reflects the steering angle θ of steering wheel 6. w That is, the state variable of the steering state of steering wheel 6.

[0043] The target pinion angle calculation unit 62 is based on the steering angle θ calculated by the steering angle calculation unit 51. s To calculate the target pinion angle θ p ＊ Target pinion angle θ p ＊ It is the pinion angle θ p The target angle. The target pinion angle calculation unit 62 calculates the target pinion angle θ. p ＊ This is to achieve the steering angle ratio set according to product specifications, etc. The steering angle ratio is the steering angle θ. w Relative to steering angle θ sThe ratio.

[0044] The target pinion angle calculation unit 62 sets the steering angle ratio based on the vehicle's driving state, such as vehicle speed V, and calculates the target pinion angle θ based on the set steering angle ratio. p ＊ The target pinion angle calculation unit 62 adjusts the angle relative to the steering angle θ as the vehicle speed V decreases. s steering angle θ w The target pinion angle θ is calculated by increasing the size. p ＊ The target pinion angle calculation unit 62 adjusts the angle relative to the steering angle θ as the vehicle speed V increases. s steering angle θ w The target pinion angle θ is calculated by reducing its size. p ＊ In order to achieve the steering angle ratio set according to the vehicle's driving state, the target pinion angle calculation unit 62 calculates the steering angle θ. s The correction angle is calculated and then compared with the steering angle θ. s Add them together to calculate the target pinion angle θ corresponding to the steering angle ratio. p ＊ .

[0045] Furthermore, depending on product specifications, the target pinion angle calculation unit 62 can also calculate the target pinion angle θ in a manner that makes the steering angle ratio "1:1", regardless of the vehicle's driving state. p ＊ .

[0046] The pinion angle feedback control unit 63 acquires the target pinion angle θ calculated by the target pinion angle calculation unit 62. p ＊ and the pinion angle θ calculated by the pinion angle calculation unit 61 p The pinion angle feedback control unit 63 controls the pinion angle θ. p The feedback control is used to calculate the steering torque command value T. p ＊ So that the pinion angle θ p Following the target pinion angle θ p ＊ Steering torque command value T p ＊ It is the command value for the torque generated by the steering motor 31, and is the target value for the steering force.

[0047] The power control unit 64 supplies the steering torque command value T to the steering motor 31. p ＊ The corresponding power supply. Specifically, the power supply control unit 64 is based on the steering torque command value T. p＊ The current command value for the steering motor 31 is calculated. The power control unit 64 detects the current I generated in the power supply path by means of a current sensor 65 provided in the power supply path for the steering motor 31. b The value of current I. b The value is the value of the current supplied to the steering motor 31. The power control unit 64 calculates the current command value and the current I. b The power supply to the steering motor 31 is controlled to eliminate the deviation of the steering torque command value T. Thus, the steering motor 31 generates a torque output consistent with the steering torque command value T. p ＊ The corresponding torque.

[0048] <Structure of the reaction torque command value calculation unit 52>

[0049] Next, the structure of the reaction torque command value calculation unit 52 will be explained in detail.

[0050] like Figure 3 As shown, the reaction torque command value calculation unit 52 includes a dead zone processing unit 80, an auxiliary torque command value calculation unit 81, an axial force calculation unit 82, and a subtractor 83.

[0051] Dead zone processing unit 80 acquires the steering torque T detected by torque sensor 42. h Dead zone processing unit 80 pairs of steering torque T h Dead zone handling is performed. That is, during the steering torque T... h If the value is within the specified dead zone range, the dead zone processing unit 80 will switch to the control torque T. h The value is replaced with "0" and output. The lower and upper limits of the dead zone are set according to product specifications, for example. The steering torque T processed by the dead zone processing unit 80 h The steering torque T after dead zone handling h1 After dead zone handling, the steering torque T h1 This is for calculating the reaction torque command value T. ＊ The final steering torque T used h .

[0052] The auxiliary torque command value calculation unit 81 obtains the dead-zone processed steering torque T from the dead-zone processing unit 80. h1 And the vehicle speed V detected by the vehicle speed sensor 41. The auxiliary torque command value calculation unit 81 calculates the steering torque T based on dead-zone processing. h1The auxiliary torque command value T1 is calculated based on the vehicle speed V. The auxiliary torque command value T1 corresponds to the target value of the auxiliary torque when the steering control device 2 is an electric power steering device. The auxiliary torque is the force used to assist the steering operation of the steering wheel 5. The auxiliary torque command value T1 is the torque in the same direction as the steering operation direction of the steering wheel 5. The steering torque T after dead zone processing... h1 The larger the absolute value of the auxiliary torque command value T1, and the slower the vehicle speed V, the larger the absolute value of the auxiliary torque command value T1.

[0053] The axial force calculation unit 82 obtains the pinion angle θ calculated by the pinion angle calculation unit 61. p The current I of the steering motor 31 detected by the current sensor 65 b The values ​​of the vehicle speed V detected by the vehicle speed sensor 41 and the steering angle θ calculated by the steering angle calculation unit 51. s The axial force calculation unit 82 is based on the pinion angle θ. p The current I of the steering motor 31 b The values ​​of vehicle speed V and steering angle θ s The axial force calculation unit 82 calculates the axial force torque T2 by converting the calculated axial force into a torque for the steering shaft 11.

[0054] Subtractor 83 acquires the auxiliary torque command value T1 calculated by auxiliary torque command value calculation unit 81 and the axial force torque T2 calculated by axial force calculation unit 82. Subtractor 83 calculates the reaction force torque command value T by subtracting the axial force torque T2 from the auxiliary torque command value T1. ＊ .

[0055] <Structure of Auxiliary Torque Command Value Calculation Unit 81>

[0056] Next, the structure of the auxiliary torque command value calculation unit 81 will be explained in detail.

[0057] like Figure 4 As shown, the auxiliary torque command value calculation unit 81 includes a basic control unit 81A, a compensation control unit 81B, and an adder 81C.

[0058] Basic control unit 81A based on steering torque T h The basic auxiliary torque T11 is calculated based on the vehicle speed V. The basic auxiliary torque T11 is used to generate the steering torque T. h The torque is the basis for the appropriate magnitude of the steering reaction force corresponding to the vehicle speed V. Furthermore, the basic auxiliary torque T11 is the torque that forms the basis for calculating the auxiliary torque command value T1.

[0059] The compensation control unit 81B performs compensation controls to achieve a superior steering feel. These compensation controls include, for example, stabilization control, steering wheel return control, and damping control. Stabilization control is used to stabilize the system by suppressing resonance characteristics. Steering wheel return control is used to compensate for the return characteristics of the steering wheel 5. Damping control is used to compensate for the viscosity of the steering mechanism 2.

[0060] The compensation control unit 81B calculates the compensation torque T12 based on the vehicle state. The vehicle state includes the vehicle's driving state or the steering operation state of the steering wheel 5. The compensation torque T12 includes, for example, stabilizing torque, steering wheel return torque, and damping torque.

[0061] Stabilizing torque is the torque used to stabilize the system by suppressing resonance characteristics, based on the steering torque T. h The differential value and vehicle speed V are used for calculation. The steering wheel return torque is the torque used to compensate for the return characteristics of the steering wheel 5, based on the steering torque T. h Vehicle speed V, steering angle θ s And the steering angle velocity is calculated. The steering angle velocity is calculated by time modulating the steering angle θ. s It is obtained by differentiation. The damping torque is the torque used to compensate for the viscous nature of the steering control device 2, and is calculated to suppress the steering angular velocity of the steering wheel 5. The damping torque is calculated based on the steering angular velocity and the vehicle speed V.

[0062] The adder 81C calculates the auxiliary torque command value T1 by adding the basic auxiliary torque T11 to the compensation torque T12.

[0063] <Structure of Axial Force Calculation Unit 82>

[0064] Next, the structure of the axial force calculation unit 82 will be explained in detail.

[0065] like Figure 5 As shown, the axial force calculation unit 82 includes an angle axial force calculation unit 82A, a current axial force calculation unit 82B, a mixed axial force calculation unit 82C, and a converter 82D.

[0066] Angle and axial force calculation unit 82A is based on pinion angle θ p To calculate the axial force AF1. Pinion angle θ p This is a state variable reflecting the steering state of steering wheel 6. The pinion angle θ p The larger the absolute value of θ, and the slower the vehicle speed V, the larger the absolute value of the axial force AF1 is set to. The sign of the axial force AF1 is the same as that of the pinion angle θ. p The signs are the same. The angular axial force AF1 is the axial force that does not reflect the road surface condition or the force acting on the steering shaft 22.

[0067] The 82A axial force calculation unit is based on the pinion angle θ. p To calculate the basic angular axial force. The basic angular axial force is the axial force that forms the basis for calculating the angular axial force AF1. The pinion angle θ p The larger the absolute value of the angle axial force, and the slower the vehicle speed V, the larger the absolute value of the basic angle axial force. Furthermore, the angle axial force calculation unit 82A is based on the steering angle θ calculated by the steering angle calculation unit 51. s To calculate the hysteresis compensation value. The hysteresis compensation value is the axial force used to compensate for the hysteresis characteristic caused by the friction of steering wheel 6 when steering. Steering angle θ s The greater the change in the absolute value of the hysteresis compensation, the greater the absolute value of the hysteresis compensation. Furthermore, as the steering angle θ... s The absolute value of the change increases, and the absolute value of the hysteresis compensation value changes relative to the steering angle θ. s The percentage change in the absolute value, i.e., the slope, gradually decreases and soon becomes constant. The angle axial force calculation unit 82A can also change the hysteresis compensation value based on the vehicle speed V. The angle axial force calculation unit 82A calculates the angle axial force AF1 by adding the basic angle axial force to the hysteresis compensation value. The angle axial force AF1 is relative to the steering angle θ. s The changes have a lag characteristic.

[0068] The current axial force calculation unit 82B is based on the current I of the steering motor 31. b The value is used to calculate the axial force AF2 of the current. The current I of the steering motor 31... b The value of is a state variable reflecting the steering state of the steering wheel 6. The current I of the steering motor 31... b The value of the steering wheel 6 is affected by road surface friction resistance and other disturbances corresponding to the road surface condition, and is determined by the target pinion angle θ. p ＊ Compared to the actual pinion angle θ p The difference between them causes a change. That is, the current I of the steering motor 31 changes. b The value reflects the actual road surface conditions acting on the steering wheel 6. Therefore, it is possible to determine the value based on the current I of the steering motor 31. b The value is used to calculate the axial force, which reflects the influence of road conditions. The current axial force calculation unit 82B, for example, multiplies the current I of the steering motor 31 by a coefficient corresponding to the vehicle speed V, i.e., the gain. b The value is used to calculate the axial force of the current. The axial force of the current AF2 is the axial force that reflects the road surface condition or the force acting on the steering shaft 22 via the steering wheel 6.

[0069] The mixed axial force calculation unit 82C acquires the angular axial force AF1 calculated by the angular axial force calculation unit 82A and the current axial force AF2 calculated by the current axial force calculation unit 82B. The mixed axial force calculation unit 82C uses the angular axial force AF1 and the current axial force AF2 to calculate the mixed axial force AF3. The mixed axial force AF3 is an axial force formed by mixing the angular axial force AF1 and the current axial force AF2 at a predetermined distribution ratio. The mixed axial force calculation unit 82C sets a first distribution ratio DR1 and a second distribution ratio DR2 based on various state variables reflecting the vehicle's state. The first distribution ratio DR1 is a distribution ratio set separately for the angular axial force AF1. The second distribution ratio DR2 is a distribution ratio set separately for the current axial force AF2. The vehicle state includes vehicle behavior, road surface conditions, or steering control conditions.

[0070] The hybrid axial force calculation unit 82C sets the values ​​of the first allocation ratio DR1 and the second allocation ratio DR2 within the range of "0 (0%)" to "1 (100%)" based on product specifications, for example, using a "0.1" scale. Specifically, the hybrid axial force calculation unit 82C sets the values ​​of the first allocation ratio DR1 and the second allocation ratio DR2 such that the sum of the values ​​of the first allocation ratio DR1 and the second allocation ratio DR2 is "1". The first allocation ratio DR1 represents the degree to which the angular axial force AF1 is reflected in the hybrid axial force AF3. The second allocation ratio DR2 represents the degree to which the current axial force AF2 is reflected in the hybrid axial force AF3.

[0071] The mixed axial force calculation unit 82C calculates the mixed axial force AF3 by adding the value obtained by multiplying the angular axial force AF1 by a separately set first distribution ratio DR1 and the value obtained by multiplying the current axial force AF2 by a separately set second distribution ratio DR2. The mixed axial force is represented by the following formula (1).

[0072] AF3=AF1·DR1+AF2·DR2…(1)

[0073] The converter 82D calculates the axial torque T2 by converting the mixed axial force AF3 calculated by the mixed axial force calculation unit 82C into the torque on the steering wheel 5.

[0074] <Inspection of Steering Control Device 2>

[0075] The steering mechanism 2 undergoes various inspections during the inspection process. These inspections include checks on the steering control mechanism 3 and the steering mechanism 4. For example, the inspection of the steering control mechanism 3 includes a first inspection and a second inspection. The first inspection is a proportional load check. This check is performed by actually energizing the steering control mechanism 3 to confirm its operability or input / output characteristics. The second inspection is a torque variation check. This check is performed by actually energizing the steering control mechanism 3 to confirm whether the torque variation of the reaction force motor 12 is within the allowable range when a specified torque is applied to the steering shaft 11.

[0076] like Figure 6 As shown, the inspection of the steering mechanism 3 is performed by the inspection device 90. The inspection is performed without the steering wheel 5 mounted on the steering shaft 11. Furthermore, although in the previous... Figure 1 Not shown, but the steering mechanism 3 has a steering column 14. The steering column 14 is a cylindrical body with a circular cross-sectional shape, supporting the steering shaft 11 so that it can rotate. The steering shaft 11 passes through the steering column 14 axially. A reaction force control device 1A is provided, for example, at the end of the reaction force motor 12. The steering mechanism 3, which is the object of inspection, is installed in the inspection device 90 in turn.

[0077] The inspection device 90 includes a base 91, first to third support frames 92 to 94, an inspection motor 95, a torque meter 96, and a controller 97.

[0078] The base 91 is, for example, flat and is disposed on the mounting surface. First to third support frames 92 to 94 are disposed on the base 91. The first to third support frames 92 to 94 are separate from each other. A second support frame 93 is disposed between the first support frame 92 and the third support frame 94.

[0079] The first support frame 92 supports the first end of the steering shaft 11 so that it can rotate. The first end is the end of the steering shaft 11 to which the steering wheel 5 is connected. The second support frame 93 supports the steering column 14. The third support frame 94 supports the inspection motor 95.

[0080] The inspection motor 95 has an output shaft 95A. The second end of the steering shaft 11 is rotatably connected to the output shaft 95A, for example via a coupling. The second end is the end of the steering shaft 11 on the side opposite to the first end. The steering shaft 11 and the output shaft 95A are mounted on the same shaft.

[0081] Torque meter 96 is installed on output shaft 95A. Torque meter 96 detects the torque T applied to output shaft 95A and subsequently to steering shaft 11. t The torque generated by the inspection motor 95 and the torque generated by the reaction motor 12 are applied to the steering shaft 11.

[0082] The controller 97 has a check selection switch. The controller 97 performs the check selected by the check selection switch. The check includes a first check and a second check.

[0083] The controller 97 has a start switch. When the start switch is turned on, the controller 97 controls the drive of the inspection motor 95 to make the inspection motor 95 generate a specified torque. The controller 97 measures the torque T detected by the torque meter 96 during the drive of the inspection motor 95. t Temporarily stored in memory.

[0084] With the power switch on, controller 97 sets code S. c The value of . Code S c This is a command to the reaction force control device 1A in the steering control device 1. Additionally, when the start switch is turned on, the controller 97 specifies the vehicle speed V and the target pinion angle θ used by the reaction force control device 1A. p ＊ The value of the specified vehicle speed V and the target pinion angle θ. p ＊ The values ​​are all "0".

[0085] Reaction force control device 1A based on code S c The control mode of the reaction motor 12 is switched using the value of the reaction force control device 1A. The control mode is based on the control method of the reaction force motor 12. The control modes include a normal mode and a check mode. The normal mode is the control mode of the reaction motor 12 when the steering mechanism 3 is not checked, i.e., when the vehicle is in motion. The check mode is the control mode of the reaction motor 12 when the steering mechanism 3 is checked. The check mode also includes a first check mode and a second check mode. The first check mode is the control mode of the reaction motor 12 when a first check is performed. The second check mode is the control mode of the reaction motor 12 when a second check is performed.

[0086] When the start switch is turned on after the first check has been selected via the check selector switch, the controller 97 will generate code S. c The value is set to "01". In this case, code S c It functions as an electrical signal indicating the start of the first check of the steering mechanism 3. Additionally, code S... c This is a command to the reaction force control device 1A, which requests that the control mode of the reaction force motor 12 be switched to the first check mode.

[0087] When the start switch is turned on after the second check is selected via the check selector switch, the controller 97 will generate code S. cThe value is set to "02". In this case, code S c It functions as an electrical signal indicating the start of the second check of the steering mechanism 3. Additionally, code S... c This is a command to the reaction force control device 1A, which requests that the control mode of the reaction force motor 12 be switched to the second inspection mode.

[0088] When the start switch is turned off during the first or second check, the controller 97 will generate code S. c The value is set to "00". In this case, code S c It functions as an electrical signal indicating that the first or second check of the steering mechanism 3 has been completed. Additionally, code S... c This is a command to the reaction force control device 1A, which requests that the control mode of the reaction force motor 12 be switched to the normal mode.

[0089] The controller 97 has an analysis switch. If the analysis switch is turned on, the controller 97 analyzes the torque T stored in the memory. t Frequency analysis is performed, and the inspection results are determined based on the analyzed data. The inspection results are the results of the inspection selected via an inspection selection switch. The controller 97 has a monitor. The controller 97 causes the monitor to display the analyzed data and inspection results.

[0090] <Circuit for Inspection>

[0091] Next, the circuit used for testing will be explained.

[0092] To properly inspect the steering mechanism 3, the reaction force control device 1A includes a testing circuit. This testing circuit is used to adjust the torque command value of the reaction force motor 12 to the reaction force torque command value T. ＊ A circuit that switches between the torque command value used for inspection. Reaction torque command value T ＊ The torque command value is the value used when the vehicle is not in operation, while the torque command value is the value used during operation. The torque command value used for inspection is the value used during inspection. The inspection circuit is used when performing the first or second inspection. The first inspection is a proportional load inspection. The second inspection is a torque variation inspection.

[0093] like Figure 7 As shown, the inspection circuit includes a first switch 101. The first switch 101 is provided in the reaction torque command value calculation unit 52 of the reaction force control device 1A. The first switch 101 is positioned on the calculation path between the dead-zone processing unit 80 and the auxiliary torque command value calculation unit 81. The first switch 101 acquires the dead-zone processing steering torque T calculated by the dead-zone processing unit 80. h1 and the steering torque T detected by torque sensor 42h As data input. Steering torque T during inspection. h The torque is equal to that generated by the inspection motor 95. Additionally, the first switch 101 acquires the code S set by the controller 97. c The value is used as the control input.

[0094] The first switch 101 is based on code S c The value of the steering torque T after dead zone handling is selected. h1 Steering torque T before dead zone handling h Either of these can be used as the final steering torque T h2 The final steering torque T h2 This is the final steering torque used in the calculation of the auxiliary torque command value T1. In code S c When the value is "01", the first switch 101 selects the steering torque T detected by the torque sensor 42. h As the final steering torque T h2 In code S c When the value is "02" or "00", the first switch 101 selects the steering torque T after dead-zone processing. h1 As the final steering torque T h2 The auxiliary torque command value calculation unit 81 is based on the final steering control torque T. h2 The auxiliary torque command value T1 is calculated based on the vehicle speed V.

[0095] like Figure 8 As shown, the inspection circuit includes a multiplier 102, a converter 103, a subtractor 104, a second switch 105, and a third switch 106. The multiplier 102, converter 103, subtractor 104, second switch 105, and third switch 106 are arranged on the calculation path between the reaction torque command value calculation unit 52 and the power-on control unit 53 in the reaction force control device 1A.

[0096] Multiplier 102 acquires the hysteresis compensation value F calculated by the angle axial force calculation unit 82A. hys and adjusting gain G a Adjust the gain G a It is used to adjust the lag compensation value F hys The coefficient for the required axial force for the inspection is used in the calculation. The axial force for inspection is the hypothetical axial force required for the second inspection. Adjust the gain G. a For example, it is a fixed value determined by product specifications such as the length of the steering shaft 22 and the relative travel. The relative travel is the amount of movement of the steering shaft 22 relative to the pinion shaft 21 during one rotation. Adjusting the gain G... a Stored in memory. Multiplier 102 processes the hysteresis compensation value F. hysMultiply by the adjustment gain G a To calculate and check the axial force F test .

[0097] The converter 103 obtains the axial force F for inspection calculated by the multiplier 102. test The converter 103 checks the axial force F. test The torque is converted to the torque on the steering shaft 11 for calculation and inspection using the axial torque T2. test Check the axial torque T2. test It is the hypothetical axial torque required by the second check.

[0098] Subtractor 104 acquires the auxiliary torque command value T1 calculated by auxiliary torque command value calculation unit 81 and the check axial torque T2 calculated by converter 103. test Subtractor 104 subtracts the check shaft torque T2 from the auxiliary torque command value T1. test To calculate the second check using the torque command value T test2 ＊ .

[0099] As data input, the second switch 105 acquires the auxiliary torque command value T1 calculated by the auxiliary torque command value calculation unit 81 as the first check torque command value T. test1 ＊ Additionally, the second switch 105 acquires the second check torque command value T calculated by the subtractor 104. test2 ＊ As data input. Additionally, the second switch 105 acquires the code S set by the controller 97. c The value is used as the control input.

[0100] The second switch 105 is based on code S c The value is used to select the first check using the torque command value T. test1 ＊ Second check using torque command value T test2 ＊ Either of these is used as the final torque command value T for inspection. test ＊ The final check uses the torque command value T. test ＊ It is the final torque command value used for checking the reaction motor 12.

[0101] In code S c When the value is "01", the second switch 105 selects the first check torque command value T. test1 ＊ The torque command value T used for final inspection test ＊ In code Sc When the value is "02", the second switch 105 selects the second check torque command value T. test2 ＊ The torque command value T used for final inspection test ＊ In code S c When the value is "00", the second switch 105 selects the first check torque command value T. test1 ＊ Or the second check uses the torque command value T test2 ＊ The torque command value T used for final inspection test ＊ For example, the second switch 105 maintains the code S. c The value switches from "01" or "02" to the selection state immediately preceding "00".

[0102] The third switch 106 acquires the reaction torque command value T calculated by the reaction torque command value calculation unit 52. ＊ and the final inspection torque command value T selected by the second switch 105 test ＊ As data input. Additionally, the third switch 106 acquires the code S set by the controller 97. c The value is used as the control input.

[0103] The third switch 106 is based on code S. c The value is used to select the reaction torque command value T. ＊ And the final check uses the torque command value T test ＊ Either of the two values ​​is used as the final reaction torque command value T1. ＊ The final reaction torque command value T1 ＊ This is the final torque command value used for the energization control of the reaction motor 12. (In code S) c When the value is "00", the third switch 106 selects the reaction torque command value T. ＊ The final reaction torque command value T1 ＊ Reaction torque command value T ＊ This is equivalent to the torque command value for driving. In code S c When the value is "01" or "02", the third switch 106 selects the final check torque command value T. test ＊ The final reaction torque command value T1 ＊ The power-on control unit 53 is based on the final reaction torque command value T1. ＊ To control the power supply to the reaction motor 12.

[0104] <Control Mode Switching Process>

[0105] With the steering control device 2 installed in the vehicle, the reaction force control device 1A maintains the normal control mode for the reaction force motor 12. However, there is a concern that a third party, posing as the controller 97 of the inspection device 90, might spoof the code S targeting the reaction force control device 1A. c Disguised code S c It is code S, which is a command to switch the reaction force control device 1A to inspection mode. c Disguised code S c The value is "01" or "02". Therefore, it is possible, for example, to use wireless communication technology to switch the control mode to inspection mode while the vehicle is in motion, or to start driving the vehicle while the control mode is switched to inspection mode.

[0106] Therefore, the steering control device 1 performs a first switching process and a second switching process. The first switching process and the second switching process are, for example, processes that are executed when the vehicle's power is turned on, and processes that are executed within a predetermined calculation cycle.

[0107] <First Switching Process>

[0108] First, the first switching process will be explained.

[0109] like Figure 9 As shown, the reaction force control device 1A determines whether it has received a command to switch to the inspection mode (step S101). The command is code S. c And code S c The value is "01" or "02".

[0110] When it is determined that a command to switch to inspection mode has been received (yes in step S101), the reaction force control device 1A determines whether the permission conditions are met (step S102). The permission conditions are used to determine whether to permit switching to inspection mode based on the vehicle's state. In addition, the permission conditions are also used to determine whether to permit control of the reaction force motor 12 based on inspection mode based on the vehicle's state.

[0111] The permitting conditions include, for example, the following first condition B1 and second condition B2. First condition B1 is used to determine whether the vehicle is stopped. Second condition B2 is used to determine whether the vehicle is traveling straight.

[0112] B1.V=0

[0113] B2.θ p ＊ =0

[0114] Here, "V" represents the vehicle speed detected by the vehicle speed sensor 41. During the inspection of the steering mechanism 3, the vehicle speed V is specified by the controller 97. "θ" p ＊ "The target pinion angle is calculated by the target pinion angle calculation unit 62. When the rotation position of the steering wheel 5 is in the neutral position, the target pinion angle θ..." p ＊ The value is "0". The neutral position is the rotation position of the steering wheel 5 corresponding to the straight-ahead state of the vehicle. During the inspection of the steering control mechanism 3, the target pinion angle θ is specified by the controller 97. p ＊ .

[0115] When both the first condition B1 and the second condition B2 are met, the reaction force control device 1A determines that the permission condition is met (yes in step S102) and switches the control mode to the check mode (step S103).

[0116] If at least one of the first condition B1 and the second condition B2 is not met, the reaction force control device 1A determines that the permission condition is not met (no in step S102) and switches the control mode to the normal mode (step S104).

[0117] Furthermore, if the reaction force control device 1A does not determine in the previous step S101 that it has received a command to switch to the inspection mode (no in step S101), it will also switch the control mode to the normal mode (step S105).

[0118] Therefore, with the steering control device 2 installed in the vehicle, by performing the first switching process, the control mode can be switched to the inspection mode only when the vehicle is stopped and the steering wheel 5 is held in the neutral position. Thus, switching the control mode to the inspection mode while the vehicle is in motion is prevented. Furthermore, even when the vehicle is in motion, the code S, which is a command requesting the switching of the control mode to the inspection mode, will not be switched. c The vehicle speed V is spoofed, and the control mode will not switch to check mode as long as the steering wheel 5 is not kept in the neutral position. When the steering wheel 5 is kept in the neutral position, the steering angle θ... s Therefore, the target pinion angle θ p ＊ The value is "0".

[0119] <Second Switching Process>

[0120] Next, the second handover process will be explained. The second handover process is essentially the same as the first handover process, therefore the previous process will be used. Figure 9 Explanation will be provided. In Figure 9 In the parentheses, add any details that differ from the first switching process.

[0121] like Figure 9 As shown, the reaction force control device 1A determines whether the control mode is a check mode (step S201). When the control mode is determined to be a check mode (yes in step S201), the reaction force control device 1A determines whether the previous permission conditions are met (step S202). The permission conditions include the previous first condition B1 and second condition B2.

[0122] When both the first condition B1 and the second condition B2 are met (yes in step S202), the reaction force control device 1A maintains the control mode in the check mode (step S203). The final reaction force torque command value T1 is then used. ＊ Continue using the final check torque command value T test ＊ .

[0123] If at least one of the first condition B1 and the second condition B2 is not met (no in step S202), the reaction force control device 1A switches the control mode to the normal mode (step S204). The final reaction force torque command value T1 is then used. ＊ The reaction torque command value T calculated by the reaction torque command value calculation unit 52 is used. ＊ To replace the final check using the torque command value T test ＊ However, the reaction force control device 1A sets the final reaction force torque command value T1. ＊ From the final inspection torque command value T test ＊ To the reaction torque command value T ＊ Gradual change. For example, the reaction force control device 1A gradually changes the final reaction force torque command value T1 over a predetermined gradual time. ＊ From the final inspection torque command value T test ＊ Switch to reaction torque command value T ＊ .

[0124] Furthermore, if the control mode was not determined to be the check mode in the previous step S201 (no in step S201), the reaction force control device 1A maintains the control mode in the normal mode (step S205). The final reaction force torque command value T1 is then used. ＊ The reaction torque command value T calculated by the reaction torque command value calculation unit 52 is used. ＊ .

[0125] Therefore, by performing the second switching process while the steering control device 2 is mounted on the vehicle, and thus switching the control mode from check mode to normal mode when the vehicle begins to move while the control mode is switched to check mode. Additionally, when the rotation position of the steering wheel 5 changes from the neutral position, the control mode also switches from check mode to normal mode. Therefore, vehicle movement is prevented when the control mode is switched to check mode.

[0126] Furthermore, even if the control mode switches from normal mode to check mode while the vehicle is in motion, the control mode automatically reverts to normal mode. When the control mode switches from check mode to normal mode, the final reaction torque command value T1... ＊ From the final inspection torque command value T test ＊ To the reaction torque command value T ＊ It changes gradually. Therefore, the final reaction torque command value T1 is suppressed. ＊ The sudden change, and then the sudden change that manipulates the reaction force.

[0127] <Effects of the Implementation Method>

[0128] According to this embodiment, the following effects are achieved.

[0129] (1) The reaction force control device 1A has a normal mode for driving the vehicle and a check mode for checking the steering mechanism 3 as control modes for the reaction force motor 12. When the prescribed permission conditions are not met, the reaction force control device 1A does not permit control of the reaction force motor 12 based on the check mode, but permits control of the reaction force motor 12 based on the normal mode. The permission conditions are conditions used to determine whether to permit control of the reaction force motor 12 based on the state of the vehicle. According to this structure, whether to permit control of the reaction force motor 12 based on the check mode is determined based on the state of the vehicle. Therefore, the control mode of the reaction force control device 1A can be appropriately switched based on the state of the vehicle.

[0130] (2) The reaction force control device 1A receives an external command and switches the control mode from the normal mode to the check mode. However, even if the reaction force control device 1A receives a command, it will not switch the control mode from the normal mode to the check mode if the permissible conditions are not met. According to this structure, even if an external command is received, the control mode will not switch to the check mode as long as the permissible conditions are not met. Therefore, the control mode of the reaction force control device 1A can be appropriately switched based on the state of the vehicle.

[0131] (3) When the control mode is in the check mode, if the permissible conditions are no longer met, the reaction force control device 1A switches the control mode from the check mode to the normal mode. According to this structure, when the control mode is in the check mode, if the permissible conditions are no longer met, the control mode can be automatically returned from the check mode to the normal mode.

[0132] (4) The reaction force control device 1A controls the reaction force motor 12 based on the torque command value calculated according to the steering operation state of the steering wheel 5. In the normal control mode, the reaction force control device 1A calculates a driving torque command value suitable for vehicle driving as the torque command value. The driving torque command value is the reaction torque command value T calculated by the reaction torque command value calculation unit 52. ＊ When the control mode is in inspection mode, the reaction force control device 1A calculates the inspection torque command value T suitable for inspection. test ＊ As the torque command value. Based on this structure, when the control mode is check mode, a check torque command value T suitable for check is calculated. test ＊ This serves as the torque command value. Therefore, it is possible to properly inspect the steering control mechanism 3.

[0133] (5) When switching the control mode from the inspection mode to the normal mode, the reaction force control device 1A causes the torque command value to change from the inspection torque command value T. test ＊ Gradually changing into the reaction torque command value T, which serves as the driving torque command value. ＊ This structure can suppress abrupt changes in steering reaction force when switching the control mode from check mode to normal mode.

[0134] (6) The permission conditions include a first condition B1 for determining whether the vehicle has stopped and a second condition B2 for determining whether the vehicle is traveling straight. When both the first condition B1 and the second condition B2 are met, the reaction force control device 1A permits control of the reaction force motor 12 based on the check mode. According to this structure, the first condition B1 can suppress the switching of the control mode from the normal mode to the check mode while the vehicle is in motion. In addition, if neither the first condition B1 nor the second condition B2 is met, control of the reaction force motor 12 based on the check mode is not permitted. Therefore, it is possible to suppress the establishment of improper permission conditions based on a third party.

[0135] (7) The reaction force control device 1A determines whether the first condition B1 is met based on the vehicle speed V. Additionally, the reaction force control device 1A determines whether the second condition B2 is met based on the target rotation angle of the shaft that rotates in conjunction with the steering wheel 6. The shaft is the pinion shaft 21. The target rotation angle is the target pinion angle θ. p ＊ Based on this structure, it is possible to determine whether a vehicle has stopped based on its speed V. Additionally, it is possible to determine whether the vehicle has stopped based on the target pinion angle θ. p ＊ This is used to determine whether a vehicle is traveling straight.

[0136] (8) When the control mode is normal mode, the reaction force control device 1A calculates a driving torque command value suitable for vehicle driving as the torque command value used by the energized control unit 53. The driving torque command value is the reaction torque command value T calculated by the reaction torque command value calculation unit 52. ＊ Furthermore, when the control mode is in inspection mode, the reaction force control device 1A calculates an inspection torque command value suitable for inspection and uses it as the torque command value for the energization control unit 53. The inspection torque command value is the first inspection torque command value T. test1 ＊ Or the second check uses the torque command value T test2 ＊ Select the first check torque command value T test1 ＊ Or the second check uses the torque command value T test2 ＊ The torque command value T used for final inspection test ＊ .

[0137] That is, when inspecting the steering control mechanism 3, the reaction force control device 1A changes the torque command value used by the energization control unit 53 from the reaction force torque command value T. ＊ Switch to the final check torque command value T test ＊ Similar to the case where the steering control device 2 is an electric power steering device, the final check torque command value T is calculated in order to properly detect the steering control mechanism 3. test ＊ Therefore, similar to the case where the steering control device 2 is an electric power steering device, the inspection device 90 can appropriately inspect the steering control mechanism 3. Furthermore, the product's performance can be appropriately evaluated.

[0138] (9) In the case of performing the first check, the reaction force control device 1A calculates the first check torque command value T suitable for the first check. test1 ＊This serves as the torque command value for inspection. That is, during the first inspection of the steering mechanism 3, the reaction force control device 1A changes the torque command value used by the energization control unit 53 from the reaction force torque command value T. ＊ Switch to the final check torque command value T test ＊ The final check uses the torque command value T. test ＊ The first check uses the torque command value T. test1 ＊ The first check uses the torque command value T. test1 ＊ It replaces the dead zone handling and the steering torque T h1 The steering torque T detected by torque sensor 42 is used. h The auxiliary torque command value T1 is calculated. Therefore, similar to the case where the steering control device 2 is an electric power steering device, the first inspection of the steering control mechanism 3 by the inspection device 90 can be performed appropriately.

[0139] (10) In the case of performing a second check, the reaction force control device 1A calculates a second check torque command value T suitable for the second check. test2 ＊ This serves as the torque command value for inspection. That is, during the second inspection of the steering mechanism 3, the reaction force control device 1A changes the torque command value used by the energization control unit 53 from the reaction force torque command value T. ＊ Switch to the final check torque command value T test ＊ The final check uses the torque command value T. test ＊ The second check uses the torque command value T. test2 ＊ The second check uses the torque command value T. test2 ＊ By subtracting the inspection shaft force torque T2 from the auxiliary torque command value T1 test To calculate. Check using axial force torque T2. test Based on the lag compensation value F hys The hypothetical axial torque. Lag compensation value F hys This is the axial force used to compensate for the hysteresis caused by the friction of the steering wheel 6 when it turns. Therefore, similar to the case where the steering control device 2 is an electric power steering device, the second inspection of the steering control mechanism 3 by the inspection device 90 can be performed correctly.

[0140] (11) The first check is a proportional load check used to energize the steering mechanism 3 to confirm its operability or input / output characteristics. In check mode, the reaction force control device 1A will perform a proportional load check based on the steering torque T before dead-zone processing. h The calculated auxiliary torque command value T1 is used as the first check torque command value T. test1 ＊ Based on this structure, similar to the case where the steering control device 2 is an electric power steering device, the proportional load check of the steering control mechanism 3 can be performed appropriately.

[0141] (12) The second check is a torque variation check used to confirm whether the torque variation of the reaction force motor 12 is within the allowable range when the steering control mechanism 3 is energized and torque is applied to the steering shaft 11. In the check mode, the reaction force control device 1A will apply a hysteresis compensation value F... hys The torque is converted to the torque on the steering shaft 11 for calculation and inspection using the axial torque T2. test Furthermore, the reaction force control device 1A subtracts the inspection shaft force torque T2 from the auxiliary torque command value T1. test To calculate the second check using the torque command value T test2 ＊ Based on this structure, similar to the case where the steering control device 2 is an electric power steering device, it is possible to properly check the torque variation of the steering control mechanism 3.

[0142] (13) The reaction force control device 1A controls the hysteresis compensation value F by... hys Multiply by the adjustment gain G a The obtained value is converted into torque for steering shaft 11 for calculation and inspection using axial force torque T2. test Adjust the gain G a This is a fixed value set from the perspective of properly checking torque variation. Based on this structure, similar to the case where the steering control device 2 is an electric power steering device, it is possible to more properly check the torque variation of the steering control mechanism 3.

[0143] <Other Implementation Methods>

[0144] This implementation method can also be modified as follows.

[0145] • Under the second condition B2, the target pinion angle θ p ＊ The value can also be non-zero. Target pinion angle θ p ＊Alternatively, it can be set to the same value as the pinion angle θp when the steering shaft 22 has moved a specified amount to the left or right relative to the neutral steering position. The neutral steering position is the position of the steering shaft 22 when the vehicle is traveling straight. When the steering shaft 22 is in the neutral steering position, the steering angle θp of the steering wheel 6 is... w It is "0°".

[0146] • The first switch 101 can also be based on code S c The value of the steering torque T after dead zone handling is selected. h1 and the torque T detected by torque meter 96 t Either of these can be used as the final steering torque T h2 .

[0147] • Adjust the gain G a It is also possible to exclude the lag compensation value F hys Multiply. In this case, the converter 103 multiplies by the hysteresis compensation value F. hys The torque is converted to the torque on the steering shaft 11 for calculation and inspection using the axial torque T2. test The subtractor 104 subtracts the check axial torque T2 calculated by the converter 103 from the auxiliary torque command value T1 calculated by the auxiliary torque command value calculation unit 81. test To calculate the second check using the torque command value T test2 ＊ Multiplier 102 checks the torque command value T using a second check. test2 ＊ Multiply by the adjustment gain G a To calculate the final second check using the torque command value T test2 ＊ In this case, adjust the gain G. a It is used to adjust the second check torque command value T calculated by subtractor 104. test2 ＊ The final second check required for calculation uses the torque command value T. test2 ＊ The coefficient.

[0148] The inspection circuit for the reaction force control device 1A can also correspond only to the first inspection. In this case, the reaction force control device 1A can be structured by omitting the multiplier 102, converter 103, subtractor 104, and second switch 105. The third switch 106 serves as a data input to acquire the torque command value T for the first inspection. test1 ＊ The torque command value T used for final inspection test ＊ The first check uses the torque command value T. test1 ＊The auxiliary torque command value T1 is calculated by the auxiliary torque command value calculation unit 81.

[0149] The inspection circuit for the reaction force control device 1A may only correspond to the second inspection. In this case, the reaction force control device 1A can be structured by omitting the first switch 101 and the second switch 105. The auxiliary torque command value calculation unit 81 obtains the steering torque T after dead-zone processing. h1 The third switch 106 serves as a data input to obtain the second check torque command value T. test2 ＊ The torque command value T used for final inspection test ＊ . Claims (as amended under Article 19 of the Treaty) 1. (Modified) A steering control device configured to control the separation of power transmission between the steering wheels and the steering wheel of a vehicle, the steering control device having a steering mechanism including a reaction force motor configured to generate a steering reaction force applied to the steering wheel, characterized in that, The steering control device includes a reaction force control unit configured to control the reaction force motor. The reaction force control unit has a normal mode for driving the vehicle and an inspection mode for checking the steering mechanism as a control mode for controlling the reaction force motor. The reaction force control unit is configured to disallow control of the reaction force motor based on the inspection mode, but permit control of the reaction force motor based on the normal mode, when the prescribed permitting conditions are not met. The permission conditions are conditions used to determine whether to permit control of the reaction force motor based on the inspection mode, based on the state of the vehicle. The reaction force control unit is configured to switch the control mode from the normal mode to the check mode upon receiving a command from an external source. Furthermore, the reaction force control unit is configured such that even if the command is received, it will not switch the control mode from the normal mode to the check mode if the permission condition is not met. 2. (Modified) The steering control device according to claim 1, characterized in that, The reaction force control unit is configured to switch the control mode from the check mode to the normal mode when the permission condition is no longer met, provided that the control mode is the check mode. 3. (Modified) The steering control device according to claim 1 or 2, characterized in that, The reaction force control unit is configured to control the reaction force motor based on a torque command value calculated according to the steering operation state of the steering wheel. Furthermore, the reaction force control unit is configured such that, when the control mode is the normal mode, it calculates a driving torque command value suitable for the vehicle's driving as the torque command value, and when the control mode is the inspection mode, it calculates an inspection torque command value suitable for the inspection as the torque command value. 4. (Modified) The steering control device according to claim 3, characterized in that, The reaction force control unit is configured such that, when the control mode is switched from the inspection mode to the normal mode, the torque command value gradually changes from the inspection torque command value to the driving torque command value. 5. (Modified) The steering control device according to claim 1 or 2, characterized in that, The licensing terms include: A first condition for determining whether the vehicle has stopped; and The second condition used to determine whether the vehicle is traveling straight. The reaction force control unit is configured to permit control of the reaction force motor based on the inspection mode when both the first condition and the second condition are met. 6. (Modified) The steering control device according to claim 5, characterized in that, The reaction force control unit is configured to determine whether the first condition is met based on the vehicle speed, and to determine whether the second condition is met based on the target rotation angle of the shaft that rotates in conjunction with the steering wheel. 7. (Delete)

Claims

1. A steering control device configured to control the separation of power transmission between the steering wheels and the steering wheel of a vehicle, the steering control device having a steering mechanism including a reaction force motor configured to generate a steering reaction force applied to the steering wheel, characterized in that, The steering control device includes a reaction force control unit configured to control the reaction force motor. The reaction force control unit has a normal mode for driving the vehicle and an inspection mode for checking the steering mechanism as a control mode for controlling the reaction force motor. The reaction force control unit is configured to disallow control of the reaction force motor based on the inspection mode, but permit control of the reaction force motor based on the normal mode, when the prescribed permitting conditions are not met. The permission conditions are conditions used to determine whether to permit control of the reaction force motor based on the inspection mode, based on the state of the vehicle.

2. The steering control device according to claim 1, characterized in that, The reaction force control unit is configured to switch the control mode from the normal mode to the check mode upon receiving a command from an external source. Furthermore, the reaction force control unit is configured such that even if the command is received, it will not switch the control mode from the normal mode to the check mode if the permission condition is not met.

3. The steering control device according to claim 2, characterized in that, The reaction force control unit is configured to switch the control mode from the check mode to the normal mode when the permission condition is no longer met, provided that the control mode is the check mode.

4. The steering control device according to any one of claims 1 to 3, characterized in that, The reaction force control unit is configured to control the reaction force motor based on a torque command value calculated according to the steering operation state of the steering wheel. Furthermore, the reaction force control unit is configured such that, when the control mode is the normal mode, it calculates a driving torque command value suitable for the vehicle's driving as the torque command value, and when the control mode is the inspection mode, it calculates an inspection torque command value suitable for the inspection as the torque command value.

5. The steering control device according to claim 4, characterized in that, The reaction force control unit is configured such that, when the control mode is switched from the inspection mode to the normal mode, the torque command value gradually changes from the inspection torque command value to the driving torque command value.

6. The steering control device according to any one of claims 1 to 3, characterized in that, The licensing terms include: A first condition for determining whether the vehicle has stopped; and The second condition used to determine whether the vehicle is traveling straight. The reaction force control unit is configured to permit control of the reaction force motor based on the inspection mode when both the first condition and the second condition are met.

7. The steering control device according to claim 6, characterized in that, The reaction force control unit is configured to determine whether the first condition is met based on the vehicle speed, and to determine whether the second condition is met based on the target rotation angle of the shaft that rotates in conjunction with the steering wheel.

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