Vehicle steering system control device

Abstract

To provide a control device for a vehicular steering system that is able to improve a target value followability of a turning angle under a situation in which a steering wheel operation of a driver is fast.SOLUTION: A control device for a vehicular steering system includes: a steering torque target value generation unit that generates a steering torque target value that is a target value for steering torque for obtaining a steering reaction force; and a turning angle target value generation unit that, based on a steering angle, generates a turning angle target value that is a target value for a turning angle of a turning wheel. The steering torque target value generation unit includes a steering torque compensation value calculation unit 240 that generates a torque compensation value Tref _ c0 for the steering torque target value θh _ ref according to the steering angular velocity deviation ωt _ err obtained by time-differentiating a turning angle deviation θt _ err between the turning angle target value and the actual turning angle. In an area in which the turning angular velocity deviation ωt _ err is equal to or larger than a predetermined turning angular velocity deviation threshold ωt _ err _ th, the torque compensation value Tref _ c0 monotonously increases with an increase in the turning angular velocity deviation ωt _ err.SELECTED DRAWING: Figure 9

Description

[Technical Field]

[0001] The present invention relates to a control device for a steering system for a vehicle. [Background technology]

[0002] One type of vehicle steering system is the steer-by-wire (SBW) system, in which a steering mechanism (FFA: Force Feedback Actuator) having a steering wheel operated by the driver and a road wheel actuator (RWA: Road Wheel Actuator) that steers the steered wheels are mechanically separated. In the SBW system, the steering mechanism and the road wheel actuator are electrically connected via an electronic control unit (ECU). The steering wheel operation is transmitted to the road wheel actuator via an electrical signal to steer the steered wheels, and the road wheel actuator generates a steering reaction force to give the driver an appropriate steering feel. The steering mechanism generates the steering reaction force using a reaction force actuator equipped with a reaction force motor, and the road wheel actuator steers the steered wheels using a steering actuator equipped with a steering motor. The reaction force actuator and the road wheel are mechanically connected via a column shaft, and the reaction force (torque) generated by the reaction force actuator is transmitted to the driver via the column shaft and the road wheel (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2020-175770 Summary of the Invention [Problem to be solved by the invention]

[0004] In a SBW system where the steering mechanism and the turning mechanism are mechanically separated, the control device controls the actual steering torque to follow the steering torque target value and the actual turning angle to follow the turning angle target value. In such a control system, if the driver operates the steering wheel quickly, there is a possibility that the steering wheel will spin due to a delay in the turning mechanism's response.

[0005] The present invention has been made in view of the above-mentioned problems, and has as its object to improve the target value tracking ability of the steering angle of a vehicle steering system when the driver operates the steering wheel quickly. [Means for solving the problem]

[0006] In order to achieve the above object, a control device for a vehicle steering system according to one aspect of the present invention is a control device for a vehicle steering system including a reaction force device that applies a steering reaction force to a steering wheel in accordance with a steering angle of the steering wheel, and a steering device that steers steered wheels in accordance with the steering angle of the steering wheel, and includes a steering torque target value generation unit that generates a steering torque target value that is a target value of steering torque for obtaining the steering reaction force, and a steering angle target value generation unit that generates a steering angle target value that is a target value of the steering angle of the steered wheels based on the steering angle. the steering torque target value generation unit includes a steering torque compensation value calculation unit that generates a torque compensation value for the steering torque target value in accordance with a turning angular velocity deviation obtained by time-differentiating a turning angle deviation between the turning angle target value and an actual turning angle that is the actual turning angle of the steered wheels, the torque compensation value monotonically increasing as the turning angular velocity deviation increases in a region where the turning angular velocity deviation is equal to or greater than a predetermined turning angular velocity deviation threshold, and the steering torque target value generation unit generates the steering torque target value based on the torque compensation value.

[0007] According to the above configuration, when a steering delay occurs relative to the steering wheel operation amount (steering angle) and the steering angular velocity deviation becomes equal to or greater than the steering angular velocity deviation threshold, a steering reaction force that resists the steering force applied by the driver can be applied. This makes it possible to suppress wheel spin in a situation where a steering delay occurs relative to the steering wheel operation amount (steering angle).

[0008] In a preferred aspect of the control device for a vehicle steering system, the torque compensation value preferably increases at a constant slope as the turning angular velocity deviation increases in a region where the turning angular velocity deviation is equal to or greater than the turning angular velocity deviation threshold value.

[0009] According to the above configuration, in a region where the steering angular velocity deviation is equal to or greater than the turning angular velocity deviation threshold, the torque compensation value increases at a constant slope as the turning angular velocity deviation increases, thereby applying a steering reaction force against the driver's steering in a region where the steering angular velocity deviation is equal to or greater than the turning angular velocity deviation threshold.

[0010] In a preferred embodiment of the control device for a vehicle steering system, the steering angular velocity deviation threshold value is preferably changed in accordance with the vehicle speed obtained by a vehicle speed sensor.

[0011] According to the above configuration, the turning angular velocity deviation threshold value changes in accordance with the vehicle speed.

[0012] In a preferred embodiment of the control device for a vehicle steering system, the steering angular velocity deviation threshold value decreases as the vehicle speed increases.

[0013] According to the above configuration, the higher the vehicle speed, the more steering reaction force is applied against the steering by the driver.

[0014] In a desirable aspect of the control device for a vehicle steering system, it is preferable that the torque compensation value increases at a constant first gradient as the turning angular velocity deviation increases in a region where the turning angular velocity deviation is equal to or greater than a predetermined first turning angular velocity deviation threshold and is less than a second turning angular velocity deviation threshold that is greater than the first turning angular velocity deviation threshold, and that the torque compensation value increases at a constant first gradient as the turning angular velocity deviation increases in a region where the turning angular velocity deviation is equal to or greater than the second turning angular velocity deviation threshold.

[0015] According to the above configuration, in a region equal to or greater than the first turning angular velocity deviation threshold and less than the second turning angular velocity deviation threshold, the torque compensation value gradually increases at a first gradient as the turning angular velocity deviation increases, and when the turning angular velocity deviation exceeds the second turning angular velocity deviation threshold, the torque compensation value increases at a second gradient, thereby applying a steering reaction force that resists steering by the driver.

[0016] In a preferred aspect of the control device for a vehicle steering system, it is preferable that the torque compensation value increases at a gradient corresponding to the vehicle speed acquired by a vehicle speed sensor as the steering angular velocity deviation increases in a region where the steering angular velocity deviation is equal to or greater than the steering angular velocity deviation threshold value.

[0017] According to the above configuration, the torque compensation value increases at a gradient that depends on the vehicle speed.

[0018] In a preferred aspect of the control device for a vehicle steering system, the torque compensation value preferably has a slope that increases as the vehicle speed increases in a region where the steering angular velocity deviation is equal to or greater than the steering angular velocity deviation threshold value.

[0019] According to the above configuration, the higher the vehicle speed, the greater the steering reaction force that is applied against the steering by the driver.

[0020] In a preferred embodiment of the control device for a vehicle steering system, the steering torque compensation value calculation unit preferably includes a phase compensation unit that performs phase lead compensation on the torque compensation value.

[0021] According to the above configuration, the phase lead relative to the torque compensation value is compensated for.

[0022] In order to achieve the above object, a control device for a vehicle steering system according to one aspect of the present invention is a control device for a vehicle steering system including a reaction device that applies a steering reaction force to the steering wheel in accordance with a steering angle of the steering wheel, and a steering device that steers steered wheels in accordance with the steering angle of the steering wheel, and includes a steering torque target value generation unit that generates a steering torque target value that is a target value of steering torque for obtaining the steering reaction force, and a turning angle target value generation unit that generates a turning angle target value that is a target value of the turning angle of the steered wheels based on the steering angle, and the steering torque target value generation unit generates a steering angle target value that is a target value of the turning angle of the steered wheels based on the steering angle, the steering torque target value calculation unit is configured to generate a first torque compensation value for the steering torque target value; and a second steering torque compensation value calculation unit is configured to generate a second torque compensation value for the steering torque target value in accordance with a steering angle deviation between the steering angle target value and an actual steering angle which is the actual steering angle of the steered wheels, wherein the first torque compensation value monotonically increases as the turning angular velocity deviation increases in a region where the turning angular velocity deviation is equal to or greater than a predetermined turning angular velocity deviation threshold, and the second torque compensation value increases at a first gradient in a first region where the turning angle deviation is equal to or greater than a predetermined first turning angle deviation threshold, and the steering torque target value generation unit generates the steering torque target value based on the first torque compensation value and the second torque compensation value.

[0023] According to the above configuration, when a steering delay occurs relative to the steering wheel operation amount (steering angle) and the steering angular velocity deviation becomes equal to or greater than the steering angular velocity deviation threshold, a steering reaction force that resists the steering force applied by the driver can be applied. This makes it possible to suppress spin of the steering wheel in a situation where a steering delay occurs relative to the steering wheel operation amount (steering angle). Furthermore, when the steering becomes impossible while the driver is steering the steering wheel and the steering angle deviation becomes equal to or greater than the first steering angle deviation threshold, a steering reaction force that resists the steering force applied by the driver can be applied. This makes it possible to suppress spin of the steering wheel when the steering becomes impossible.

[0024] As a desirable aspect of the control device for a vehicle steering system, it is preferable that the first torque compensation value increases at a constant slope as the turning angular velocity deviation increases in a region where the turning angular velocity deviation is equal to or greater than the turning angular velocity deviation threshold value.

[0025] According to the above configuration, in a region where the turning angular velocity deviation is equal to or greater than the turning angular velocity deviation threshold, the first torque compensation value increases at a constant slope as the turning angular velocity deviation increases, thereby applying a steering reaction force against the driver's steering in a region where the turning angular velocity deviation is equal to or greater than the turning angular velocity deviation threshold.

[0026] In a preferred embodiment of the control device for a vehicle steering system, the steering angular velocity deviation threshold value is preferably changed in accordance with the vehicle speed obtained by a vehicle speed sensor.

[0027] According to the above configuration, the turning angular velocity deviation threshold value changes in accordance with the vehicle speed.

[0028] In a preferred embodiment of the control device for a vehicle steering system, the steering angular velocity deviation threshold value decreases as the vehicle speed increases.

[0029] According to the above configuration, the higher the vehicle speed, the more steering reaction force is applied against the steering by the driver.

[0030] In a desirable aspect of the control device for a vehicle steering system, it is preferable that the first torque compensation value increases at a constant first gradient as the turning angular velocity deviation increases in a region where the turning angular velocity deviation is equal to or greater than a predetermined first turning angular velocity deviation threshold and is less than a second turning angular velocity deviation threshold that is greater than the first turning angular velocity deviation threshold, and that the first torque compensation value increases at a constant first gradient as the turning angular velocity deviation increases in a region where the turning angular velocity deviation is equal to or greater than the second turning angular velocity deviation threshold.

[0031] According to the above configuration, in a region equal to or greater than the first turning angular velocity deviation threshold and less than the second turning angular velocity deviation threshold, the first torque compensation value gradually increases at a first gradient as the turning angular velocity deviation increases, and when the turning angular velocity deviation exceeds the second turning angular velocity deviation threshold, the first torque compensation value increases at a second gradient, thereby applying a steering reaction force that resists steering by the driver.

[0032] As a desirable aspect of the control device for a vehicle steering system, it is preferable that the first torque compensation value increases at a gradient corresponding to the vehicle speed acquired by a vehicle speed sensor as the steering angular velocity deviation increases in a region where the steering angular velocity deviation is equal to or greater than the steering angular velocity deviation threshold value.

[0033] According to the above configuration, the first torque compensation value increases at a gradient that depends on the vehicle speed.

[0034] In a preferred aspect of the control device for a vehicle steering system, the first torque compensation value preferably has a slope that increases as the vehicle speed increases in a region where the turning angular velocity deviation is equal to or greater than the turning angular velocity deviation threshold value.

[0035] According to the above configuration, the higher the vehicle speed, the greater the steering reaction force that is applied against the steering by the driver.

[0036] In a preferred embodiment of the control device for a vehicle steering system, the first steering torque compensation value calculation unit preferably includes a phase compensation unit that performs phase lead compensation on the first torque compensation value.

[0037] According to the above configuration, the phase lead relative to the first torque compensation value is compensated for.

[0038] As a desirable aspect of the control device for a vehicle steering system, it is preferable that the first region is separated by a second turning angle deviation threshold value that is greater than the first turning angle deviation threshold value, and that the first slope of the second torque compensation value increases as the turning angle deviation increases in a region where the turning angle deviation is less than the second turning angle deviation threshold value, and that the first slope is a constant value in a region where the turning angle deviation is equal to or greater than the second threshold value.

[0039] According to the above configuration, in a region equal to or greater than the first turning angle deviation threshold and less than the second turning angle deviation threshold, the first slope gradually increases as the turning angle deviation increases, thereby suppressing the discomfort caused by a sudden change in the second torque compensation value when steering becomes impossible.

[0040] In a preferred embodiment of the control device for a vehicle steering system, the second torque compensation value is preferably zero in a second region where the turning angle deviation is less than the first turning angle deviation threshold value.

[0041] According to the above configuration, the compensation value is zero when the vehicle is not in a state where steering is impossible.

[0042] As a desirable aspect of the control device for a vehicle steering system, it is preferable that the second torque compensation value increases at a second gradient smaller than the first gradient as the steering angle deviation increases in a second region where the steering angle deviation is less than the first steering angle deviation threshold value.

[0043] According to the above configuration, in the second region, the second torque compensation value gradually increases as the turning angle deviation increases. As a result, for example, in a situation where the turning angle deviation gradually increases, the steering reaction force applied to the steering wheel can be gradually increased as the turning angle deviation increases.

[0044] In a preferred embodiment of the control device for a vehicle steering system, the second steering torque compensation value calculation unit preferably includes a phase compensation unit that performs phase lead compensation on the steering angle compensation value.

[0045] According to the above configuration, it is possible to suppress the steering wheel from bouncing back when steering becomes impossible. [Effects of the Invention]

[0046] According to the present invention, it is possible to provide a control device for a vehicle steering system that can suppress wheel spin when steering is restricted. [Brief explanation of the drawings]

[0047] [Figure 1] FIG. 1 is a configuration diagram showing an example of an outline of an SBW system including a control device according to the present disclosure. [Figure 2] FIG. 2 is a schematic diagram showing the hardware configuration of the ECU. [Figure 3] FIG. 3 is a diagram illustrating an example of a basic control block configuration of a control device according to the present disclosure. [Figure 4] FIG. 4 is a block diagram showing an example of the configuration of the steering torque target value generating unit according to the first embodiment. [Figure 5A] FIG. 5A is a diagram showing an example of the characteristics of the basic map. [Figure 5B] FIG. 5B is a diagram showing an example of the characteristics of the torque value Tref_basic. [Figure 6A] FIG. 6A is a diagram showing an example of the characteristics of a damper gain map. [Figure 6B] FIG. 6B is a diagram showing an example of the characteristics of the torque value Tref_a+Tref_b. [Figure 7] FIG. 7 is a region diagram for explaining the steering direction in the present disclosure. [Figure 8A] FIG. 8A is a diagram conceptually showing the delay in the actual steering angle following the target steering angle value. [Figure 8B] FIG. 8B is a diagram showing the deviation between the target steering angle value and the actual steering angle. [Figure 8C] FIG. 8C is a diagram showing the time differentiation of the deviation between the target steering angle value and the actual steering angle. [Figure 9]FIG. 9 is a block diagram showing an example of the configuration of the steering torque compensation value generating unit according to the first embodiment. [Figure 10] FIG. 10 is a diagram showing a first characteristic example of the steering torque compensation value map according to the first embodiment. [Figure 11] FIG. 11 is a diagram showing an example of the characteristics of the torque compensation value Tref_c after sign conversion when the first example characteristic of the steering torque compensation value map shown in FIG. 10 is applied. [Figure 12] FIG. 12 is a diagram showing a second characteristic example of the steering torque compensation value map according to the first embodiment. [Figure 13] FIG. 13 is a diagram showing an example of the characteristics of the torque compensation value Tref_c after sign conversion when the second example of the characteristics of the steering torque compensation value map shown in FIG. 12 is applied. [Figure 14] FIG. 14 is a diagram showing a third characteristic example of the steering torque compensation value map according to the first embodiment. [Figure 15] FIG. 15 is a diagram showing an example of the characteristics of the torque compensation value Tref_c after sign conversion when the third example of the characteristics of the steering torque compensation value map shown in FIG. 14 is applied. [Figure 16] FIG. 16 is a block diagram showing a modified example of the steering torque compensation value generating unit according to the first embodiment. [Figure 17] FIG. 17 is a block diagram showing an example of the configuration of a steering torque target value generating unit according to the second embodiment. [Figure 18] FIG. 18 is a block diagram showing an example of the configuration of the steering torque compensation value generating unit according to the second embodiment. [Figure 19] FIG. 19 is a block diagram showing a modified example of the steering torque compensation value generating unit according to the second embodiment. [Figure 20] FIG. 20 is a block diagram showing an example of the configuration of a steering torque target value generating unit according to the third embodiment. [Figure 21] FIG. 21 is a block diagram showing an example of the configuration of a steering torque compensation value generating unit according to the third embodiment. [Figure 22] FIG. 22 is a diagram showing a first characteristic example of a steering torque compensation value map according to the third embodiment. [Figure 23]FIG. 23 is a diagram showing an example of the characteristics of the torque compensation value Tref_c after sign conversion when the first example characteristic of the steering torque compensation value map shown in FIG. 22 is applied. [Figure 24] FIG. 24 is a diagram showing a second characteristic example of the steering torque compensation value map according to the third embodiment. [Figure 25] FIG. 25 is a diagram showing an example of the characteristics of the torque compensation value Tref_c after sign conversion when the second example of the characteristics of the steering torque compensation value map shown in FIG. 24 is applied. [Figure 26] FIG. 26 is a block diagram showing a modified example of the steering torque compensation value generating unit according to the third embodiment. [Figure 27] FIG. 27 is a block diagram showing an example of the configuration of a steering torque compensation value generating unit according to the fourth embodiment. [Figure 28] FIG. 28 is a block diagram showing a modified example of the steering torque compensation value generating unit according to the fourth embodiment. [Figure 29] FIG. 29 is a diagram showing a first characteristic example of the second steering torque compensation value map. [Figure 30] FIG. 30 is a diagram showing an example of the characteristics of the second torque compensation value Tref_e after sign conversion when the first example characteristic of the second steering torque compensation value map shown in FIG. 29 is applied. [Figure 31] FIG. 31 is a diagram showing a second characteristic example of the second steering torque compensation value map. [Figure 32] FIG. 32 is a diagram showing an example of the characteristics of the second torque compensation value Tref_e after sign conversion when the second example of the characteristics of the second steering torque compensation value map shown in FIG. 31 is applied. [Figure 33] FIG. 33 is a diagram showing a third characteristic example of the second steering torque compensation value map. [Figure 34] FIG. 34 is a diagram showing an example of the characteristics of the second torque compensation value Tref_e after sign conversion when the third example of the characteristics of the second steering torque compensation value map shown in FIG. 33 is applied. [Figure 35] FIG. 35 is a block diagram showing a modified example of the steering torque compensation value generating unit according to the fourth embodiment. [Figure 36]FIG. 36 is a diagram conceptually showing an example of the operation of the steering torque target value generating unit according to the fourth embodiment. [Figure 37] FIG. 37 is a block diagram showing an example of the configuration of a steering torque target value generating unit according to the fifth embodiment. [Figure 38] FIG. 38 is a block diagram showing an example of the configuration of a steering torque compensation value generating unit according to the fifth embodiment. [Figure 39] FIG. 39 is a block diagram showing a modified example of the steering torque compensation value generating unit according to the fifth embodiment. [Figure 40] FIG. 40 is a diagram conceptually showing an example of the operation of the steering torque target value generating unit according to the fifth embodiment. [Figure 41] FIG. 41 is a block diagram showing an example of the configuration of a steering torque target value generating unit according to the sixth embodiment. [Figure 42] FIG. 42 is a block diagram showing an example of the configuration of a steering torque compensation value generating unit according to the sixth embodiment. [Figure 43] FIG. 43 is a block diagram showing a modified example of the steering torque compensation value generating unit according to the sixth embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0048] Hereinafter, modes for carrying out the invention (hereinafter referred to as embodiments) will be described in detail with reference to the drawings. Note that the present invention is not limited to the following embodiments. Furthermore, the components in the following embodiments include those that can be easily imagined by a person skilled in the art, those that are substantially the same, and those that are within the so-called equivalent range. Furthermore, the components disclosed in the following embodiments can be combined as appropriate.

[0049] (Embodiment 1) 1 is a block diagram showing an example of an outline of an SBW system equipped with a control device according to the present disclosure, which includes a reaction force device 30 constituting a steering mechanism having a steering wheel operated by a driver, a steering device 40 constituting a steering mechanism for steering steered wheels, and a control device 50 for controlling both devices.

[0050] The SBW system does not have an intermediate shaft that is mechanically connected to the column shaft (steering shaft, handle shaft) 2, which is found in general electric power steering devices, and instead transmits the driver's operation of the steering wheel 1 as an electrical signal, specifically the steering angle θh output from the reaction force device 30, as an electrical signal.

[0051] The reaction force device 30 includes a reaction force motor 31 and a speed reduction mechanism 32 that reduces the rotational speed of the reaction force motor 31. The reaction force device 30 transmits the vehicle's motion state, which is transmitted from the steered wheels 5L, 5R, to the driver as a steering reaction force. The reaction force motor 31 applies the steering reaction force to the steering wheel 1 via the speed reduction mechanism 32.

[0052] The reaction force device 30 further includes a steering angle sensor 33 and a torque sensor 34. The steering angle sensor 33 detects the steering angle θh of the steering wheel 1. The torque sensor 34 detects the steering torque Th of the steering wheel 1. Hereinafter, the steering angle θh detected by the steering angle sensor 33 will also be referred to as the "actual steering angle θh_act," and the steering torque Th detected by the torque sensor 34 will also be referred to as the "actual steering torque Th_act."

[0053] In the present disclosure, a stopper (rotation limiting mechanism) 35 that physically sets a steering end point, which is the limit of possible steering, is provided on the column shaft 2. That is, the magnitude (absolute value) of the steering angle θh is limited by the stopper 35.

[0054] The steering device 40 includes a steering motor 41, a speed reduction mechanism 42 that reduces the rotational speed of the steering motor 41, and a pinion rack mechanism 44 that converts the rotational motion of the steering motor 41 into linear motion. The steering device 40 drives the steering motor 41 in accordance with the steering angle θh, and the resulting drive force is applied to the pinion rack mechanism 44 via the speed reduction mechanism 42, and the drive force is passed through the tie rods 3a and 3b to steer the steerable wheels 5L and 5R. An angle sensor 43 is disposed near the pinion rack mechanism 44 and detects the steering angle θt of the steerable wheels 5L and 5R. Instead of the steering angle θt of the steerable wheels 5L and 5R, for example, the motor angle of the steering motor 41 or the position of the rack may be detected and the detected value may be used. Hereinafter, the steering angle θt detected by the angle sensor 43 will also be referred to as the "actual steering angle θt_act."

[0055] In order to cooperatively control the reaction force device 30 and the steering device 40, the control device 50 generates a voltage control command value Vref1 for driving and controlling the reaction force motor 31 and a voltage control command value Vref2 for driving and controlling the steering motor 41 based on information such as the steering angle θh and the turning angle θt output from both devices, as well as the vehicle speed Vs detected by the vehicle speed sensor 10.

[0056] The control device 50 is supplied with power from the battery 12 and receives an ignition key signal via the ignition key 11. A CAN (Controller Area Network) 20 that transmits and receives various vehicle information is also connected to the control device 50, and the vehicle speed Vs can also be received from the CAN 20. Furthermore, a non-CAN 21 that transmits and receives communications other than the CAN 20, analog / digital signals, radio waves, etc. can also be connected to the control device 50.

[0057] Specifically, the control device 50 is, for example, an ECU (Electronic Control Unit) mounted on a vehicle. The ECU is mainly composed of a CPU (including an MCU, an MPU, etc.). Fig. 2 is a schematic diagram showing the hardware configuration of the ECU. Cooperative control of the reaction force device 30 and the steering device 40 is mainly executed by a program inside the CPU of the ECU.

[0058] Fig. 3 is a diagram showing an example of a basic control block configuration of a control device according to the present disclosure. In Fig. 3, reaction force device 30 includes, in addition to reaction force motor 31 and the above-described configuration, a PWM (pulse width modulation) control unit 37, an inverter 38, and a motor current detector 39. Furthermore, turning device 40 includes, in addition to turning motor 41 and the above-described configuration, a PWM control unit 47, an inverter 48, and a motor current detector 49. Control device 50 implements the control blocks of reaction force control system 60, which controls reaction force device 30, and steering control system 70, which controls steering device 40. Reaction force control system 60 and steering control system 70 cooperate to control reaction force device 30 and steering device 40.

[0059] Note that some or all of the components of the control device 50 may be realized by hardware. The control device 50 may include, for example, a RAM (random access memory) or a ROM (read only memory) for storing data, programs, etc., as shown in Fig. 2. The control device 50 may also include a PWM control unit 37, an inverter 38, a motor current detector 39, a PWM control unit 47, an inverter 48, and a motor current detector 49.

[0060] As shown in Fig. 3, control device 50 includes, as control blocks, steering torque target value generation section 200, steering torque control section 400, current control section 500, turning angle target value generation section 600, turning angle control section 700, and current control section 800. Steering torque target value generation section 200, steering torque control section 400, and current control section 500 are control blocks that make up reaction force control system 60. Turning angle target value generation section 600, turning angle control section 700, and current control section 800 are control blocks that make up steering control system 70.

[0061] The reaction force control system 60 performs control such that the actual steering torque Th_act detected by the torque sensor 34 follows the steering torque target value Th_ref, which is the target value of the steering torque of the reaction force device 30.

[0062] The steering torque target value generating section 200 generates a steering torque target value Th_ref.

[0063] The steering torque control unit 400 generates a motor current command value Ih_ref, which is a control target value of the current to be supplied to the reaction force motor 31. The steering torque control unit 400 calculates the motor current command value Ih_ref so that the deviation Th_err between the steering torque target value Th_ref and the actual steering torque Th_act approaches zero.

[0064] The current control unit 500 controls the current of the reaction force motor 31. The current control unit 500 calculates a voltage control command value Vh_ref such that the deviation Ih_err between the motor current command value Ih_ref output from the steering torque control unit 400 and the actual current value (motor current value) Ih_act of the reaction force motor 31 detected by the motor current detector 39 approaches zero.

[0065] In the reaction force device 30, the reaction force motor 31 is controlled and driven via a PWM control unit 37 and an inverter 38 based on the voltage control command value Vh_ref.

[0066] The steering control system 70 performs control such that the actual steering angle θt_act detected by the angle sensor 43 follows the target steering angle value θt_ref.

[0067] A steering angle target value generating section 600 generates a steering angle target value θt_ref based on the steering angle θh.

[0068] Steering angle control unit 700 generates motor current command value It_ref, which is a control target value for the current supplied to steering motor 41. Steering angle control unit 700 calculates motor current command value It_ref such that deviation θt_err between steering angle target value θt_ref and actual steering angle θt_act approaches zero.

[0069] Current control unit 800 controls the current of steering motor 41. Current control unit 800 calculates a voltage control command value Vt_ref such that deviation It_err between motor current command value It_ref output from steering angle control unit 700 and actual current value (motor current value) It_act of steering motor 41 detected by motor current detector 49 approaches zero.

[0070] In the steering device 40, the steering motor 41 is controlled and driven via a PWM control unit 47 and an inverter 48 based on the voltage control command value Vt_ref.

[0071] In this embodiment, steering torque control section 400, current control section 500, turning angle target value generation section 600, turning angle control section 700 and current control section 800 may have any configuration that can realize each control in reaction force control system 60 or turning control system 70, and are not limited by the configuration of each control block. The configuration of steering torque target value generation section 200 according to this embodiment will now be described with reference to Figure 4.

[0072] Fig. 4 is a block diagram showing an example of the configuration of the steering torque target value generating unit according to embodiment 1. As shown in Fig. 4, the steering torque target value generating unit 200 according to this embodiment includes, as main components, a basic map unit 210, a damper torque generating unit 220, and a steering torque compensation value generating unit 230.

[0073] In the present disclosure, the sign extraction unit 280 shown in FIG. 4 extracts the sign of the steering angle θh. Specifically, for example, the value of the steering angle θh is divided by the absolute value of the steering angle θh. As a result, the sign extraction unit 280 outputs "1" when the sign of the steering angle θh is "+", and outputs "-1" when the sign of the steering angle θh is "-". Specifically, the sign extraction unit 280 generates, for example, a sign function Sgn(θh) of the steering angle θh.

[0074] Fig. 5A is a diagram showing an example of the characteristics of the basic map. The steering angle |θh| and vehicle speed Vs that have been subjected to absolute value processing in the absolute value calculation unit 260 are input to the basic map unit 210. The basic map unit 210 generates a torque value Tref_basic using the vehicle speed Vs as a parameter, using the basic map shown in Fig. 5A. The torque value Tref_basic is used to generate a basic steering reaction force according to the steering angle |θh| and the vehicle speed Vs.

[0075] The torque value Tref_basic has an angle-sensitive characteristic that increases or decreases according to the steering angle |θh|. More specifically, as shown in FIG. 5A, the torque value Tref_basic increases as the steering angle |θh| increases. Furthermore, the torque value Tref_basic has a vehicle-speed-sensitive characteristic that increases or decreases according to the vehicle speed Vs. More specifically, as shown in FIG. 5A, the torque value Tref_basic increases as the vehicle speed Vs increases. In other words, the reaction force obtained by the torque value Tref_basic derived from the basic map shown in FIG. 5A increases as the amount of operation of the steering wheel 1 by the driver (steering angle θh) increases, and also increases as the vehicle speed (vehicle speed Vs) increases. Note that although the basic map shown in FIG. 5A has a vehicle-speed-sensitive characteristic, the present invention is not limited to this.

[0076] Fig. 5B is a diagram showing an example of the characteristics of the torque value Tref_a. The torque value Tref_a shown in Fig. 5B is obtained by multiplying the torque value Tref_basic output from the basic map unit 210 by the sign function Sgn(θh) output from the sign extraction unit 280 in the multiplication unit 293. Note that a configuration without the sign extraction unit 280 may also be adopted in which the torque value Tref_a is obtained using a basic map corresponding to the positive and negative steering angles θh, as shown in Fig. 5B.

[0077] The damper torque generation unit 220 includes a damper gain map unit 221 and a multiplication unit 222. Fig. 6A is a diagram showing an example of the characteristics of the damper gain map. The vehicle speed Vs is input to the damper gain map unit 221. The damper gain map unit 221 generates the damper gain DG using the damper gain map shown in Fig. 6A.

[0078] As shown in Fig. 6A, the damper gain DG has a vehicle speed-sensitive characteristic that increases or decreases according to the vehicle speed Vs. The damper torque generation unit 220 multiplies the angular velocity of the steering wheel 1 calculated by differentiating the steering angle θh (hereinafter also referred to as "the steering angular velocity ωh") (differentiation unit 270) by the damper gain DG output from the damper gain map unit 221 (multiplication unit 222), and outputs the result as a torque value Tref_b.

[0079] The torque value Tref_b output from the damper torque generating section 220 is added to the torque value Tref_a (addition section 291), thereby making it possible to compensate for the steering reaction force in proportion to the turning angular velocity ωh.

[0080] Fig. 6B is a diagram showing an example of the characteristics of torque value Tref_a+Tref_b. Torque value Tref_a+Tref_b is obtained by adding torque value Tref_a to torque value Tref_b output from damper torque generation section 220. In Fig. 6B, the solid line indicates torque value Tref_a+Tref_b when steering angular velocity ωh is a positive value (ωh>0), and the dashed line indicates torque value Tref_a+Tref_b when steering angular velocity ωh is a negative value (ωh<0). Also in Fig. 6B, the dashed line indicates torque value Tref_a.

[0081] 7 is a region diagram for explaining the steering direction in the present disclosure, in which the horizontal axis represents the steering angle θh and the vertical axis represents the steering angular velocity ωh.

[0082] Area A ((θh, ωh) = (+, +)) shown in FIG. 7 indicates that the steering wheel 1 is turned to the right (θh > 0) and is being turned further to the right (ωh > 0). Area B ((θh, ωh) = (+, -)) shown in FIG. 7 indicates that the steering wheel 1 is turned to the right (θh > 0) and is being turned back to the left (ωh < 0). Area C ((θh, ωh) = (-, -)) shown in FIG. 7 indicates that the steering wheel 1 is turned to the left (θh < 0) and is being turned further to the left (ωh < 0). Area D ((θh, ωh) = (-, +)) shown in FIG. 7 indicates that the steering wheel 1 is turned to the left (θh < 0) and is being turned back to the right (ωh > 0). Also, in Figure 7, on the steering angle θh axis (ωh=0), it is shown that the steering wheel 1 is neither being turned further nor turned back ((θh, ωh)=(θh, 0)), and on the steering angular velocity ωh axis (θh=0), it is shown that the steering wheel 1 is in the center position ((θh, ωh)=(0, ωh)).

[0083] Torque value Tref_b output from damper torque generation unit 220 is a positive value in regions A and D where the steering angular velocity ωh>0, and a negative value in regions B and C where the steering angular velocity ωh<0. As a result, when the steering angular velocity ωh>0, that is, in region A where the steering wheel 1 is turned to the right (θh>0) and further turned rightward, or in region D where the steering wheel 1 is turned to the left (θh<0) and turned back to the right, torque value Tref_b is a value obtained by adding |Tref_b| to Tref_a, as shown by the solid line in FIG. 6B. Also, when the steering angular velocity ωh<0, that is, in region B where the steering wheel 1 is turned to the right (θh>0) and turned back to the left, or in region C where the steering wheel 1 is turned to the left (θh<0) and turned further leftward, torque value Tref_b is a value obtained by subtracting |Tref_b| from Tref_a, as shown by the dashed line in FIG. 6B.

[0084] 6B, the torque value Tref_a+Tref_b increases with increasing steering angle θ as the steering angle θh increases and approaches the steering end point limited by the stopper (rotation limiting mechanism) 35. In other words, the torque value Tref_a+Tref_b has a characteristic that the rate of change gradually decreases as the steering angle θh increases.

[0085] Fig. 8A is a diagram conceptually showing the delay in the actual turning angle following the target turning angle value, Fig. 8B is a diagram showing the deviation between the target turning angle value and the actual turning angle, and Fig. 8C is a diagram showing the time derivative of the deviation between the target turning angle value and the actual turning angle.

[0086] In Figures 8A, 8B, and 8C, the horizontal axis represents time. In Figure 8A, the vertical axis represents the steering angle, with the solid line representing the steering angle target value θt_ref and the dashed line representing the actual steering angle θt_act. In Figure 8B, the vertical axis represents the deviation θt_err between the steering angle target value θt_ref and the actual steering angle θt_act (hereinafter also referred to as "steering angle deviation θt_err"). In Figure 8C, the vertical axis represents the time derivative dθt_err / dt of the steering angle deviation θt_err.

[0087] 8A, 8B, and 8C show an example in which the driver operates steering wheel 1 to start steering to the right at time 0, and actual steering angle θt_act follows this at time t1 after time difference Δt. In the examples shown in FIGS. 8A, 8B, and 8C, steering angle deviation θt_err is a substantially constant value until time t2. If the driver's steering operation gradually accelerates and at time t2 there is a delay in the actual steering angle θt_act following steering angle target value θt_ref due to, for example, insufficient steering force of steering motor 41, then steering angle deviation θt_err gradually increases, as shown in FIG. 8B. In other words, a steering delay occurs with respect to the amount of operation (steering angle) of steering wheel 1, and the steering wheel 1 spins.

[0088] In the present disclosure, attention is focused on the fact that the time derivative dθt_err / dt (hereinafter also referred to as "steered angular velocity deviation ωt_err") of the steering angle deviation θt_err shown in Fig. 8C suddenly varies at the inflection point of the steering angle deviation θt_err where a delay in following of the actual steering angle θt_act to the target steering angle value θt_ref occurs, and a steering torque compensation value generation unit 230 is provided that generates a torque compensation value Tref_c according to the steering angular velocity deviation ωt_err, and torque compensation value Tref_c generated by steering torque compensation value generation unit 230 is added to torque value Tref_a+Tref_b, and a steering reaction force that resists the steering force by the driver is applied in a situation where the driver operates the steering wheel quickly and a steering delay occurs in relation to the operation amount (steering angle) of the steering wheel 1. This makes it possible to suppress spin of the steering wheel 1 due to a steering delay in relation to the operation amount (steering angle) of the steering wheel 1. Hereinafter, a detailed description will be given of the configuration and operation capable of suppressing the spin of the steering wheel 1 under a situation where a steering delay occurs in response to the operation amount (steering angle) of the steering wheel 1.

[0089] Fig. 9 is a block diagram showing an example of the configuration of the steering torque compensation value generation unit according to embodiment 1. In the example configuration shown in Fig. 9, the steering torque compensation value calculation unit 240 includes a steering torque compensation value map unit 241 as a main component.

[0090] In the present disclosure, differentiating section 245 shown in FIG. 9 calculates the turning angular velocity deviation ωt_err by time differentiating the turning angle deviation θt_err.

[0091] Sign extraction section 243 extracts the sign of turning angular velocity deviation ωt_err. Specifically, for example, the value of turning angular velocity deviation ωt_err is divided by the absolute value of turning angular velocity deviation ωt_err. As a result, sign extraction section 243 outputs "1" when the sign of turning angular velocity deviation ωt_err is "+", and outputs "-1" when the sign of turning angular velocity deviation ωt_err is "-". Specifically, sign extraction section 243 generates, for example, a sign function Sgn(ωt_err) of turning angular velocity deviation ωt_err.

[0092] Fig. 10 is a diagram showing a first characteristic example of the steering torque compensation value map according to the embodiment 1. Steering torque compensation value map section 241 receives as input steering angular velocity error |ωt_err| that has been subjected to absolute value processing in absolute value calculation section 242. Steering torque compensation value map section 241 generates torque compensation value Tref_c0 based on the steering torque compensation value map shown in Fig. 10.

[0093] The steering torque compensation value map has a turning angular velocity deviation sensitive characteristic in which the torque compensation value Tref_c0 increases or decreases in accordance with the turning angular velocity deviation |ωt_err|, for example, as shown in Fig. 10. More specifically, as shown in Fig. 10, the torque compensation value Tref_c0 monotonically increases as the turning angular velocity deviation |ωt_err| increases in a region equal to or greater than a predetermined turning angular velocity deviation threshold |ωt_err_th|.

[0094] Steering torque compensation value calculation section 240 multiplies torque compensation value Tref_c0, which is the output value of steering torque compensation value map section 241, by sign function Sgn(ωt_err) of steering angle deviation θt_err in multiplication section 244 to output torque compensation value Tref_c after sign conversion. Fig. 11 is a diagram showing an example of the characteristics of torque compensation value Tref_c after sign conversion when the first example characteristics of the steering torque compensation value map shown in Fig. 10 is applied.

[0095] 11, for example, when the driver is steering the steering wheel 1 to the right, if the turning angular velocity deviation ωt_err exceeds the positive turning angular velocity deviation threshold ωt_err_th, the positive torque compensation value Tref_c increases, thereby applying a steering reaction force that resists the driver's rightward steering.

[0096] Furthermore, for example, when the driver is steering the steering wheel 1 to the left, if the turning angular velocity deviation ωt_err exceeds the negative turning angular velocity deviation threshold ωt_err_th, the negative torque compensation value Tref_c increases, thereby applying a steering reaction force that resists the driver's left steering.

[0097] 10 or 11, the slope of the steering torque compensation value map gradually increases as the turning angular velocity deviation |ωt_err| increases in a region where the turning angular velocity deviation |ωt_err| is equal to or greater than the turning angular velocity deviation threshold |ωt_err_th|. This makes it possible to suppress any discomfort caused by a sudden change in the torque compensation value Tref_c.

[0098] Below, a modified example of the steering torque compensation value map will be explained.

[0099] Fig. 12 is a diagram showing a second characteristic example of the steering torque compensation value map according to embodiment 1. In the second characteristic example of the steering torque compensation value map according to embodiment 1 shown in Fig. 12, in a region equal to or greater than the turning angular velocity error threshold value |ωt_err_th|, the torque compensation value Tref_c increases at a constant slope as the turning angular velocity error |ωt_err| increases. Fig. 13 is a diagram showing a characteristic example of the torque compensation value Tref_c after sign conversion when the second characteristic example of the steering torque compensation value map shown in Fig. 12 is applied.

[0100] 13, for example, when the driver is steering the steering wheel 1 to the right, if the turning angular velocity deviation ωt_err exceeds the positive turning angular velocity deviation threshold ωt_err_th, the positive torque compensation value Tref_c increases, thereby applying a steering reaction force that resists the driver's rightward steering.

[0101] Furthermore, for example, when the driver is steering the steering wheel 1 to the left, if the turning angular velocity deviation ωt_err exceeds the negative turning angular velocity deviation threshold ωt_err_th, the negative torque compensation value Tref_c increases, thereby applying a steering reaction force that resists the driver's left steering.

[0102] Fig. 14 is a diagram showing a third example characteristic of the steering torque compensation value map according to the first embodiment. In the third example characteristic of the steering torque compensation value map according to the first embodiment shown in Fig. 14, in a region equal to or greater than the first turning angular velocity error threshold |ωt_err_th1| and less than the second turning angular velocity error threshold |ωt_err_th2|, the torque compensation value Tref_c increases at a first slope as the turning angular velocity error |ωt_err| increases, and in a region equal to or greater than the second turning angular velocity error threshold |ωt_err_th2|, the torque compensation value Tref_c increases at a second slope larger than the first slope as the turning angular velocity error |ωt_err| increases. Fig. 15 is a diagram showing an example characteristic of the torque compensation value Tref_c after sign conversion when the third example characteristic of the steering torque compensation value map shown in Fig. 14 is applied.

[0103] 15, for example, when the driver is steering the steering wheel 1 to the right, in a region where the turning angular velocity deviation ωt_err is equal to or greater than the first positive turning angular velocity deviation threshold ωt_err_th1 and less than the second positive turning angular velocity deviation threshold ωt_err_th2, the positive torque compensation value Tref_c gradually increases at a first slope as the positive turning angular velocity deviation ωt_err increases, and when the positive turning angular velocity deviation ωt_err exceeds the second positive turning angular velocity deviation threshold ωt_err_th2, the positive torque compensation value Tref_c increases at a second slope. This causes a steering reaction force to be applied that resists the driver's rightward steering.

[0104] Furthermore, for example, when the driver is steering the steering wheel 1 to the left, in a region where the turning angular velocity deviation ωt_err is equal to or greater than the first negative turning angular velocity deviation threshold ωt_err_th1 and less than the second positive turning angular velocity deviation threshold ωt_err_th2, the negative torque compensation value Tref_c gradually increases at a first slope as the negative turning angular velocity deviation ωt_err increases, and when the negative turning angular velocity deviation ωt_err exceeds the second negative turning angular velocity deviation threshold ωt_err_th2, the negative torque compensation value Tref_c increases at a second slope. This applies a steering reaction force that resists the driver's left steering.

[0105] The steering torque compensation value generating unit 230 may also be configured as shown in Fig. 16. Fig. 16 is a block diagram showing a modified example of the steering torque compensation value generating unit according to the first embodiment.

[0106] The steering torque compensation value map unit 241a in the modified example of the steering torque compensation value calculation unit according to the first embodiment shown in Fig. 16 may have, for example, a steering torque compensation value map with the characteristics shown in Fig. 11 instead of the steering torque compensation value map with the characteristics shown in Fig. 10. Also, for example, a steering torque compensation value map with the characteristics shown in Fig. 13 instead of the steering torque compensation value map with the characteristics shown in Fig. 12. Also, for example, a steering torque compensation value map with the characteristics shown in Fig. 15 instead of the steering torque compensation value map with the characteristics shown in Fig. 14.

[0107] The torque compensation value Tref_c output from the steering torque compensation value generation unit 230 is added to the torque values Tref_a and Tref_b in addition units 291 and 292 shown in Fig. 4. As a result, the steering torque target value generation unit 200 outputs the steering torque target value Th_ref.

[0108] (Embodiment 2) Fig. 17 is a block diagram showing an example of the configuration of a steering torque target value generating unit according to embodiment 2. Fig. 18 is a block diagram showing an example of the configuration of a steering torque compensation value generating unit according to embodiment 2. Note that components having the same functions as those in embodiment 1 described above are given the same reference numerals, and description thereof will be omitted.

[0109] In the configuration examples shown in FIGS. 17 and 18, the steering torque compensation value calculation unit 240a of the steering torque compensation value generation unit 230a of the steering torque target value generation unit 200a according to the second embodiment is configured to include a phase compensation unit 246 in the subsequent stage of the steering torque compensation value calculation unit 240 described in the first embodiment.

[0110] The phase compensation unit 246 performs phase lead compensation on the torque compensation value Tref_c to calculate the torque compensation value Tref_d. The following calculation formula is used for the phase compensation filter C used in the phase lead compensation.f It shows the characteristics of

[0111] C f =(T n S+1) / (T d S+1)

[0112] The cutoff frequency f of the numerator of the above formula n is f n =1 / (2π×T n ) and the cutoff frequency f d is f d =1 / (2π×T d )

[0113] The phase compensation unit 246 calculates the torque compensation value Tref_c using the phase compensation filter C f The phase compensation filter C is used to perform phase lead compensation and calculate the torque compensation value Tref_d. f When setting the phase lead compensation characteristic, n The value of f d It is better to set it smaller than this.

[0114] The steering torque compensation value generating unit 230a may also be configured as shown in Fig. 19. Fig. 19 is a block diagram showing a modified example of the steering torque compensation value generating unit according to the second embodiment.

[0115] The torque compensation value Tref_d output from the steering torque compensation value calculation unit 240a is added to the torque values Tref_a and Tref_b in addition units 291 and 292 shown in Fig. 17. As a result, the steering torque target value generation unit 200a outputs the steering torque target value Th_ref.

[0116] The configuration of the phase compensation unit 246 is not limited to the above-mentioned embodiment, and may be, for example, a second-order or higher filter, or may be realized by, for example, PD (proportional differential control).

[0117] (Embodiment 3) Fig. 20 is a block diagram showing an example of the configuration of a steering torque target value generation unit according to embodiment 3. Fig. 21 is a block diagram showing an example of the configuration of a steering torque compensation value generation unit according to embodiment 3. Note that components having the same functions as those in the above-described embodiments are given the same reference numerals, and description thereof will be omitted.

[0118] In the configuration examples shown in FIGS. 20 and 21, vehicle speed Vs is input to steering torque compensation value map unit 241b of steering torque compensation value calculation unit 240b of steering torque compensation value generation unit 230b of steering torque target value generation unit 200b according to embodiment 3 in addition to steering angular velocity deviation |ωt_err|.

[0119] FIG. 22 is a diagram showing a first example characteristic of a steering torque compensation value map according to the third embodiment. In the first example characteristic of the steering torque compensation value map according to the third embodiment shown in FIG. 22, in a region equal to or greater than the turning angular velocity deviation threshold |ωt_err_th|, as the turning angular velocity deviation |ωt_err| increases, the torque compensation value Tref_c increases at a constant slope corresponding to the vehicle speed Vs. Specifically, in a region equal to or greater than the turning angular velocity deviation threshold |ωt_err_th|, the slope increases as the vehicle speed Vs increases, and decreases as the vehicle speed Vs decreases. As a result, in a region equal to or greater than the turning angular velocity deviation threshold |ωt_err_th|, the greater the vehicle speed Vs, the greater the steering reaction force applied against the driver's steering. FIG. 23 is a diagram showing an example characteristic of the torque compensation value Tref_c after sign conversion when the first example characteristic of the steering torque compensation value map shown in FIG. 22 is applied.

[0120] 23, for example, when the driver is steering the steering wheel 1 to the right, if the turning angular velocity deviation ωt_err exceeds the positive turning angular velocity deviation threshold ωt_err_th, the positive torque compensation value Tref_c increases at a slope that corresponds to the vehicle speed Vs. As a result, the higher the vehicle speed Vs, the greater the steering reaction force that is applied against the driver's right steering.

[0121] Furthermore, for example, when the driver is steering the steering wheel 1 to the left, if the steering angular velocity deviation ωt_err exceeds the negative steering angular velocity deviation threshold ωt_err_th, the negative torque compensation value Tref_c increases at a gradient according to the vehicle speed Vs. As a result, the higher the vehicle speed Vs, the greater the steering reaction force applied against the driver's left steering.

[0122] FIG. 24 is a diagram showing a second example characteristic of the steering torque compensation value map according to the third embodiment. In the second example characteristic of the steering torque compensation value map according to the third embodiment shown in FIG. 24, the turning angular velocity deviation threshold |ωt_err_th| changes according to the vehicle speed Vs. Specifically, the higher the vehicle speed Vs, the smaller the turning angular velocity deviation threshold |ωt_err_th|, and the lower the vehicle speed Vs, the larger the turning angular velocity deviation threshold |ωt_err_th|. As a result, the higher the vehicle speed Vs, the smaller the turning angular velocity deviation ωt_err at which a steering reaction force is applied against the driver's steering. FIG. 25 is a diagram showing an example characteristic of the torque compensation value Tref_c after sign conversion when the second example characteristic of the steering torque compensation value map shown in FIG. 24 is applied.

[0123] 25, for example, when the driver is steering the steering wheel 1 to the right, the positive turning angular velocity deviation threshold value ωt_err_th becomes smaller as the vehicle speed Vs increases. As a result, the positive turning angular velocity deviation ωt_err at which a steering reaction force is applied against the driver's right steering becomes smaller as the vehicle speed Vs increases.

[0124] Furthermore, for example, when the driver is steering the steering wheel 1 to the left, the higher the vehicle speed Vs, the smaller the negative turning angular velocity deviation threshold ωt_err_th becomes. As a result, the higher the vehicle speed Vs, the smaller the negative turning angular velocity deviation ωt_err at which a steering reaction force is applied against the driver's left steering.

[0125] The steering torque compensation value generating unit 230b may also be configured as shown in Fig. 26. Fig. 26 is a block diagram showing a modified example of the steering torque compensation value generating unit according to the third embodiment.

[0126] The torque compensation value Tref_c output from the steering torque compensation value calculation unit 240b is added to the torque values Tref_a and Tref_b in addition units 291 and 292 shown in Fig. 20. As a result, the steering torque target value generation unit 200b outputs the steering torque target value Th_ref.

[0127] The characteristics of the steering torque compensation value map are not limited to the modes shown in Figures 10 to 15 and 22 to 25 described above, as long as a steering reaction force that resists the steering force generated by the driver's steering is applied when the turning angular velocity error |ωt_err| exceeds the turning angular velocity error threshold |ωt_err_th| (first turning angular velocity error threshold |ωt_err_th1| in the modes shown in Figures 14 and 15). Also, for example, instead of the modes of the maps shown in Figures 10 to 15 and 22 to 25, the characteristics may be defined by a predetermined transfer function.

[0128] (Embodiment 4) Fig. 27 is a block diagram showing an example of the configuration of a steering torque compensation value generation unit according to the fourth embodiment. Fig. 28 is a block diagram showing a modified example of the steering torque compensation value generation unit according to the fourth embodiment. In this embodiment, a first steering torque compensation value calculation unit 240 corresponds to the steering torque compensation value calculation unit 240 of the first embodiment, a first steering torque compensation value map unit 241 corresponds to the steering torque compensation value map unit 241 of the first embodiment, and a first steering torque compensation value map included in the first steering torque compensation value map unit 241 corresponds to the steering torque compensation value map included in the steering torque compensation value map unit 241 of the first embodiment. The first torque compensation value corresponds to the torque compensation value of the first embodiment. Note that components having the same functions as those in the above-described embodiments are denoted by the same reference numerals, and description thereof will be omitted.

[0129] In a SBW system in which the steering mechanism and the turning mechanism are mechanically separated, for example, if the steered wheels 5L and 5R hit an obstacle such as a curb and become unable to turn, the fact that the steering is disabled is not transmitted to the steering wheel 1. For this reason, the driver may not realize that the steering has become disabled due to an obstacle or the like, and may continue to apply a right steering force FR to the steering wheel 1, causing the steering wheel 1 to spin.

[0130] In the present disclosure, as shown in FIGS. 27 and 28, a steering torque compensation value generation unit 230c of a steering torque target value generation unit 200c includes a second steering torque compensation value calculation unit 250 in addition to a first steering torque compensation value calculation unit 240.

[0131] Second steering torque compensation value calculation unit 250 generates a second torque compensation value Tref_e corresponding to the steering angle deviation θt_err. Steering torque compensation value generation unit 230c is configured to generate a torque compensation value Tref_f by adding, in adder 247, the first torque compensation value Tref_c generated by first steering torque compensation value calculation unit 240 and the second torque compensation value Tref_e generated by second steering torque compensation value calculation unit 250, and if steering becomes impossible while the driver is steering the steering wheel 1, a steering reaction force is applied that resists the steering force applied by the driver. This makes it possible to suppress spinning of the steering wheel 1 when steering becomes impossible. Below, a configuration and operation that can suppress spinning of the steering wheel 1 when steering is restricted will be described in detail.

[0132] In the configuration example shown in FIG. 28, the second steering torque compensation value calculation section 250 includes a second steering torque compensation value map section 251 as a main component.

[0133] Sign extraction unit 253 shown in Fig. 28 extracts the sign of steering angle deviation θt_err. Specifically, for example, the value of steering angle deviation θt_err is divided by the absolute value of steering angle deviation θt_err. As a result, sign extraction unit 253 outputs "1" when the sign of steering angle deviation θt_err is "+", and outputs "-1" when the sign of steering angle deviation θt_err is "-". Specifically, sign extraction unit 253 generates, for example, a sign function Sgn(θt_err) of steering angle deviation θt_err.

[0134] Fig. 29 is a diagram showing an example of the characteristics of the second steering torque compensation value map. Steering angle deviation |θt_err| that has been subjected to absolute value processing in absolute value calculation section 252 is input to second steering torque compensation value map section 251. Second steering torque compensation value map section 251 generates second torque compensation value Tref_e0 based on the steering torque compensation value map shown in Fig. 29.

[0135] The second steering torque compensation value map has a turning angle deviation sensitive characteristic in which the second torque compensation value Tref_e0 increases or decreases according to the turning angle deviation |θt_err|, as shown in FIG. 29, for example.

[0136] In the following description, the region equal to or greater than first turning angle deviation threshold |θt_err_th1| shown in Fig. 29 is also referred to as the "first region," and the region less than first turning angle deviation threshold |θt_err_th1| is also referred to as the "second region." Furthermore, the slope (ΔTref_e0 / Δ|θt_err|) of fluctuation amount ΔTref_e0 in second torque compensation value Tref_e0 relative to fluctuation amount Δ|θt_err| in turning angle deviation |θt_err| in the first region is also referred to as the "first slope," and the slope (ΔTref_e0 / Δ|θt_err|) of fluctuation amount ΔTref_e0 in second torque compensation value Tref_e0 relative to fluctuation amount Δ|θt_err| in turning angle deviation |θt_err| in the second region is also referred to as the "second slope."

[0137] Δ1_aa and Δ1_bb shown in Fig. 29 indicate the first slope when the turning angle deviation |θt_err| is a value aa or a value bb that is equal to or greater than the first turning angle deviation threshold |θt_err_th1|. As shown in Fig. 29, when the relationship between the turning angle deviation |θt_err| and the second torque compensation value Tref_e0 is nonlinear in the first region, the first slope changes. When the relationship between the turning angle deviation |θt_err| and the second torque compensation value Tref_e0 is linear in the first region, the first slope is a constant value.

[0138] In the example shown in FIG. 29, the first region is separated by a second turning angle deviation threshold |θt_err_th2| that is larger than the first turning angle deviation threshold |θt_err_th1|. The first gradient in the first region increases as the turning angle deviation |θt_err| increases in a region where the turning angle deviation |θt_err| is less than the second turning angle deviation threshold |θt_err_th2|, and becomes a constant value in a region where the turning angle deviation |θt_err| is equal to or greater than the second turning angle deviation threshold |θt_err_th2|. The maximum value of the first gradient is, for example, about 10 [Nm] / 5 [deg] = 2 [Nm / deg]. In the example shown in FIG. 10, the second gradient in the second region is zero.

[0139] Second steering torque compensation value calculation section 250 outputs second torque compensation value Tref_e after sign conversion by multiplying second torque compensation value Tref_e0, which is the output value of second steering torque compensation value map section 251, by sign function Sgn(θt_err) of steering angle deviation θt_err in multiplication section 254. Fig. 30 is a diagram showing an example of the characteristics of second torque compensation value Tref_e after sign conversion when the second steering torque compensation value map shown in Fig. 29 is applied.

[0140] In the example shown in Figure 30, for example, when the driver is steering the steering wheel 1 to the right, if the turning angle deviation θt_err exceeds the first turning angle deviation threshold θt_err_th1 which is a positive value, the second torque compensation value Tref_e which is a positive value rises sharply, thereby restricting steering to the right.

[0141] Furthermore, for example, when the driver is steering the steering wheel 1 to the left, if the steering angle deviation θt_err exceeds the negative first steering angle deviation threshold θt_err_th1, the negative second torque compensation value Tref_e rises sharply, thereby restricting leftward steering.

[0142] In the characteristics of the second steering torque compensation value map in the aspect shown in Fig. 29 or 30, in a region where the steering angle deviation |θt_err| is equal to or greater than the first steering angle deviation threshold |θt_err_th1| and is less than the second steering angle deviation threshold |θt_err_th2|, the first slope gradually increases as the steering angle deviation |θt_err| increases. This makes it possible to suppress any discomfort caused by a sudden change in the second torque compensation value Tref_e.

[0143] Below, a modified example of the second steering torque compensation value map will be explained.

[0144] Fig. 31 is a diagram showing a second characteristic example of the second steering torque compensation value map. In the second characteristic example of the second steering torque compensation value map shown in Fig. 31, the turning angle deviation threshold |θt_err_th| corresponds to the first turning angle deviation threshold |θt_err_th1| in the first characteristic example. That is, in the second characteristic example of the second steering torque compensation value map shown in Fig. 31, the region equal to or greater than the turning angle deviation threshold |θt_err_th| corresponds to the "first region," and the region less than the turning angle deviation threshold |θt_err_th| corresponds to the "second region."

[0145] In the second characteristic example of the second steering torque compensation value map shown in Fig. 31, the second slope in the second region is zero as in the first characteristic example, and the first slope in the first region is a constant value. The first slope is, for example, about 10 [Nm] / 5 [deg]=2 [Nm / deg]. Fig. 32 is a diagram showing an example of the characteristic of the second torque compensation value Tref_e after sign conversion when the second characteristic example of the second steering torque compensation value map shown in Fig. 31 is applied.

[0146] In the example shown in Figure 32, when the driver is steering the steering wheel 1 to the right, if the steering angle deviation θt_err exceeds the positive steering angle deviation threshold θt_err_th, the positive second torque compensation value Tref_e rises sharply, thereby restricting steering to the right.

[0147] Furthermore, for example, when the driver is steering the steering wheel 1 to the left, if the steering angle deviation θt_err exceeds the negative steering angle deviation threshold θt_err_th, the negative second torque compensation value Tref_e rises sharply, thereby restricting leftward steering.

[0148] Fig. 33 is a diagram showing a third example characteristic of the second steering torque compensation value map. In the third example characteristic of the second steering torque compensation value map shown in Fig. 33, the turning angle deviation threshold |θt_err_th| corresponds to the first turning angle deviation threshold |θt_err_th1| in the first example characteristic. That is, in the third example characteristic of the second steering torque compensation value map shown in Fig. 33, the region equal to or greater than the turning angle deviation threshold |θt_err_th| corresponds to the "first region," and the region less than the turning angle deviation threshold |θt_err_th| corresponds to the "second region."

[0149] Δ2_cc shown in Fig. 33 indicates the second slope when the turning angle deviation |θt_err| is a value cc that is smaller than the first turning angle deviation threshold |θt_err_th|. As shown in Fig. 33, when the relationship between the turning angle deviation |θt_err| and the second torque compensation value Tref_e0 is linear in the second region, the second slope is a constant value. Note that when the relationship between the turning angle deviation |θt_err| and the second torque compensation value Tref_e0 is nonlinear in the second region, the second slope Δ2_cc changes according to the turning angle deviation |θt_err|.

[0150] In the third characteristic example of the second steering torque compensation value map shown in Fig. 33, the first slope in the first region is a constant value of, for example, about 10 [Nm] / 5 [deg]=2 [Nm / deg], and the second slope in the second region is a constant value smaller than the first slope. Fig. 34 is a diagram showing an example of the characteristic of the second torque compensation value Tref_e after sign conversion when the third characteristic example of the second steering torque compensation value map shown in Fig. 33 is applied.

[0151] In the example shown in Figure 34, for example, when the driver steers the steering wheel 1 to the right, in the region where the steering angle deviation θt_err is less than the positive steering angle deviation threshold θt_err_th, the positive second torque value Tref_e gradually increases as the positive steering angle deviation θt_err increases, and when the turning angle deviation θt_err exceeds the positive steering angle deviation threshold θt_err_th, the positive second torque compensation value Tref_e rises sharply. This restricts steering to the right.

[0152] Furthermore, for example, when the driver is steering the steering wheel 1 to the left, in a region where the steering angle deviation θt_err is less than the negative steering angle deviation threshold θt_err_th, the negative second torque compensation value Tref_e gradually increases as the negative steering angle deviation θt_err increases, and when the steering angle deviation θt_err exceeds the negative steering angle deviation threshold θt_err_th, the negative second torque compensation value Tref_e rises sharply, thereby restricting leftward steering.

[0153] 33 or 34, the second torque compensation value Tref_e gradually increases as the steering angle deviation |θt_err| increases in the second region. Therefore, for example, in a situation where the steering angle deviation |θt_err| gradually increases due to insufficient steering force of steering motor 41, the steering reaction force applied to steering wheel 1 can be gradually increased as the steering angle deviation |θt_err| increases.

[0154] The steering torque compensation value generating unit 230c may also be configured as shown in Fig. 35. Fig. 35 is a block diagram showing a modified example of the steering torque compensation value generating unit according to the fourth embodiment.

[0155] The second steering torque compensation value map unit 251a in the modified example of the steering torque compensation value generation unit 230c shown in Fig. 35 may have, for example, a second steering torque compensation value map with the characteristics shown in Fig. 30 instead of the second steering torque compensation value map with the characteristics shown in Fig. 29. Also, for example, a second steering torque compensation value map with the characteristics shown in Fig. 31 may have, for example, a second steering torque compensation value map with the characteristics shown in Fig. 32. Also, for example, a second steering torque compensation value map with the characteristics shown in Fig. 33 may have, for example, a second steering torque compensation value map with the characteristics shown in Fig. 34.

[0156] The second torque compensation value Tref_f output from the steering torque compensation value generation unit 230c is added to the torque value Tref_a and the torque value Tref_b in addition units 291 and 292 shown in Fig. 27. As a result, the steering torque target value generation unit 200c outputs the steering torque target value Th_ref.

[0157] Fig. 36 is a diagram conceptually showing an example of the operation of the steering torque target value generation unit according to embodiment 4. In Fig. 36, the horizontal axis represents the actual turning angle θt_act, and the vertical axis represents the steering torque target value Th_ref output from steering torque target value generation unit 200c.

[0158] Figure 36 shows an example in which, when the driver is steering the steering wheel 1 to the right, the steered wheel 5R hits an obstacle such as a curb at actual steering angle θt_act_ob, making the steering impossible. At this time, when the steering angle deviation θt_err reaches the steering angle deviation threshold θt_err_th (first steering angle deviation threshold θt_err_th1 in the aspects shown in Figures 29 and 30) (Δθt_err = θt_err_th), in a region exceeding the actual steering angle θt_act_ob, the steering torque target value Th_ref rises sharply by the second torque compensation value Tref_f output from steering torque compensation value generation section 230c. As a result, a steering reaction force is applied that resists the steering force generated by the driver operating the steering wheel 1, and spin of the steering wheel 1 is suppressed.

[0159] The characteristics of the second steering torque compensation value map are not limited to the modes shown in Figures 29 to 34 described above, as long as they are such that, when the steering angle deviation |θt_err| exceeds the steering angle deviation threshold |θt_err_th| (first turning angle deviation threshold |θt_err_th1| in the modes shown in Figures 29 and 30), a steering reaction force is applied that resists the steering force generated by the driver operating the steering wheel 1. Also, for example, instead of the modes of the maps shown in Figures 29 to 34, the characteristics may be defined by a predetermined transfer function.

[0160] (Embodiment 5) Fig. 37 is a block diagram showing an example of the configuration of a steering torque target value generation unit according to embodiment 5. Fig. 38 is a block diagram showing an example of the configuration of a steering torque compensation value generation unit according to embodiment 5. Fig. 39 is a block diagram showing a modified example of the steering torque compensation value generation unit according to embodiment 5. Note that components having the same functions as those in the above-mentioned embodiments are given the same reference numerals, and description thereof will be omitted.

[0161] 37 and 38, the second steering torque compensation value calculation unit 250a of the steering torque compensation value generation unit 230d of the steering torque target value generation unit 200d according to the fifth embodiment may have a phase compensation unit 256 similar to the phase compensation unit 246 of the first steering torque compensation value calculation unit 240a. Moreover, the steering torque compensation value generation unit 230d may also have an aspect shown in FIG.

[0162] Second steering torque compensation value calculation unit 250a generates second torque compensation value Tref_g by performing phase compensation on second torque compensation value Tref_e corresponding to steering angle deviation θt_err. Steering torque compensation value generation unit 230d uses adder 247 to generate torque compensation value Tref_h by adding first torque compensation value Tref_d generated by first steering torque compensation value calculation unit 240a and second torque compensation value Tref_g generated by second steering torque compensation value calculation unit 250a.

[0163] The torque compensation value Tref_h output from the steering torque compensation value generation unit 230d is added to the torque values Tref_a and Tref_b in addition units 291 and 292 shown in Fig. 37. As a result, the steering torque target value generation unit 200d outputs the steering torque target value Th_ref.

[0164] Fig. 40 is a diagram conceptually showing an example of operation of the steering torque target value generation unit according to the fifth embodiment. In Fig. 40, the horizontal axis represents time, and the vertical axis represents the actual steering angle θh_act. The dashed line in Fig. 40 shows an example of operation based on the steering torque target value Th_ref to which the second torque compensation value Tref_e, which is the output value of the second steering torque compensation value map unit 251a, has been added, and the solid line shows an example of operation based on the steering torque target value Th_ref to which the second torque compensation value Tref_g, which has been phase-lead compensated in the phase compensation unit 256, has been added.

[0165] FIG. 40 shows an example in which the driver steers the steering wheel 1 to the right, and at time t_ob_lock, an obstacle such as a curb prevents steering at the actual steering angle θt_act_ob (hereinafter also referred to as "steering lock").

[0166] As shown by the dashed line in Figure 40, in an example of operation using the steering torque target value Th_ref to which the second torque compensation value Tref_e that is not phase-lead compensated has been added, there is a possibility that an event will occur in which the steering wheel 1 bounces back after steering lock occurs.

[0167] In the region where the steering angle deviation θt_err before the occurrence of the steering lock is less than the steering angle deviation threshold θt_err_th (first steering angle deviation threshold θt_err_th1 in the state shown in FIG. 30), the phase compensation filter C f When the steering lock occurs and the steering angle deviation θt_err becomes equal to or greater than the steering angle deviation threshold θt_err_th (in the state shown in FIG. 30, the first steering angle deviation threshold θt_err_th1), the phase compensation filter C f The bounce phenomenon of the handle 1 is suppressed by the phase lead compensation by the above.

[0168] In the phase compensation unit 256, T n , T d , i.e., the cutoff frequency f n , f d By adjusting the above, it is possible to realize a more appropriate setting for the rebound phenomenon of the steering wheel 1. Furthermore, the configuration of the phase compensation unit 256 is not limited to the above-mentioned embodiment, and may be, for example, a second-order or higher filter, or may be realized by, for example, PD (proportional differential control).

[0169] (Embodiment 6) Fig. 41 is a block diagram showing an example of the configuration of a steering torque target value generation unit according to embodiment 6. Fig. 42 is a block diagram showing an example of the configuration of a steering torque compensation value generation unit according to embodiment 6. Fig. 43 is a block diagram showing a modified example of the steering torque compensation value generation unit according to embodiment 6. Note that components having the same functions as those in the above-mentioned embodiments are given the same reference numerals, and description thereof will be omitted.

[0170] As shown in Figures 41 and 42, first steering torque compensation value calculation unit 240c of steering torque compensation value generation unit 230e of steering torque target value generation unit 200e according to the sixth embodiment may, in addition to the configuration of first steering torque compensation value calculation unit 240a of the fifth embodiment shown in Figures 38 and 39, be configured to receive vehicle speed Vs in addition to turning angular velocity deviation |ωt_err| and to generate first torque compensation value Tref_d corresponding to vehicle speed Vs, similar to steering torque compensation value map unit 241b of steering torque compensation value calculation unit 240b of the third embodiment shown in Figures 21 and 26. Moreover, steering torque compensation value generation unit 230e may also be configured as shown in Figure 43.

[0171] The first steering torque compensation value calculation unit 240c generates a first torque compensation value Tref_d by phase-compensating the first torque compensation value Tref_c according to the vehicle speed Vs. The steering torque compensation value generation unit 230e generates a torque compensation value Tref_h in an adder 247 by adding the first torque compensation value Tref_d generated by the first steering torque compensation value calculation unit 240a and the second torque compensation value Tref_g generated by the second steering torque compensation value calculation unit 250a.

[0172] The torque compensation value Tref_h output from the steering torque compensation value generation unit 230e is added to the torque values Tref_a and Tref_b in addition units 291 and 292 shown in Fig. 41. As a result, the steering torque target value generation unit 200e outputs the steering torque target value Th_ref.

[0173] The control device 50 of the above-described embodiment may also be provided with a limiting unit that limits the upper and lower limits of the steering torque target value Th_ref associated with fluctuations in the output value of the steering torque compensation value generating unit 230 (230a, 230b, 230c, 230d, 230e). This makes it possible to suppress abnormalities in each unit (RAM internal calculation value and detection value) in the control of the ECU. The limiting unit may be provided, for example, between the steering torque target value generating unit 200 (200a, 200b, 200c, 200d, 200e) and the steering torque control unit 400, or may be included in either the steering torque target value generating unit 200 (200a, 200b, 200c, 200d, 200e) or the steering torque control unit 400.

[0174] Furthermore, the drawings used in the above-described embodiments are conceptual diagrams for qualitatively explaining the present disclosure, and are not intended to be limiting. Furthermore, while the above-described embodiment is an example of a preferred embodiment of the present disclosure, the present disclosure is not limited thereto, and various modifications can be made without departing from the spirit and scope of the present disclosure. [Explanation of symbols]

[0175] 1 handle 2 column axis 3a, 3b tie rod 5L,5R steered wheels 10 Vehicle speed sensor 11 Ignition key 12 Battery 30 Reaction Device 31 Reaction motor 32 Reduction mechanism 33 Steering angle sensor 34 Torque sensor 35 Stopper (rotation limiting mechanism) 40 Steering gear 41 Steering motor 42 Reduction mechanism 43 Angle Sensor 44 Pinion rack mechanism 50 Control device 60 Reaction Force Control System 70 Steering control system 200, 200a, 200b, 200c, 200d, 200e Steering torque target value generation unit 210 Basic Map Section 220 Damper torque generating unit 221 Damper gain map section 222 Multiplication section 230, 230a, 230b, 230c, 230d, 230e Steering torque compensation value generation unit 240, 240a, 240b, 240c Steering torque compensation value calculation unit (first steering torque compensation value calculation unit) 241, 241a, 241b, 241c Steering torque compensation value map section (first steering torque compensation value map section) 242 Absolute value calculation unit 243 Code extraction part 244 Multiplication Unit 245 Differential part 246 Phase compensation section 247 Addition Section 250, 250a, 250b Second steering torque compensation value calculation unit 251, 251a Second steering torque compensation value map section 252 Absolute value calculation unit 253 Code extraction part 254 multiplication unit 256 Phase Compensation Unit 260 Absolute value calculation unit 270 Differential part 280 Code extraction part 291,292 Addition section 293 Multiplication section 400 Steering torque control unit 500 Current control section 600 steering angle target value generation unit 700 Steering angle control unit 800 Current control section

Claims

1. A control device for a vehicle steering system including a reaction force device that applies a steering reaction force to a steering wheel in accordance with a steering angle of the steering wheel, and a steering device that steers steered wheels in accordance with the steering angle of the steering wheel, a steering torque target value generating unit that generates a steering torque target value that is a target value of the steering torque for obtaining the steering reaction force; a steering angle target value generation unit that generates a steering angle target value that is a target value of the steering angle of the steered wheels based on the steering angle; Equipped with The steering torque target value generation unit a steering torque compensation value calculation unit that generates a torque compensation value for the steering torque target value in accordance with a steering angular velocity deviation obtained by time-differentiating a steering angle deviation between the steering angle target value and an actual steering angle that is an actual steering angle of the steered wheels, the torque compensation value monotonically increases as the turning angular velocity deviation increases in a region where the turning angular velocity deviation is equal to or greater than a predetermined turning angular velocity deviation threshold value, the steering torque target value generation unit generates the steering torque target value based on the torque compensation value, the torque compensation value increases at a constant gradient as the turning angular velocity deviation increases in a region where the turning angular velocity deviation is equal to or greater than the turning angular velocity deviation threshold value, The steering angular velocity deviation threshold value changes depending on the vehicle speed acquired by a vehicle speed sensor. A control device for a vehicle steering system.

2. The steering angular velocity deviation threshold value decreases as the vehicle speed increases. The control device for a vehicle steering system according to claim 1.

3. A control device for a vehicle steering system including a reaction force device that applies a steering reaction force to a steering wheel in accordance with a steering angle of the steering wheel, and a steering device that steers steered wheels in accordance with the steering angle of the steering wheel, a steering torque target value generating unit that generates a steering torque target value that is a target value of the steering torque for obtaining the steering reaction force; a steering angle target value generation unit that generates a steering angle target value that is a target value of the steering angle of the steered wheels based on the steering angle; Equipped with The steering torque target value generation unit a steering torque compensation value calculation unit that generates a torque compensation value for the steering torque target value in accordance with a steering angular velocity deviation obtained by time-differentiating a steering angle deviation between the steering angle target value and an actual steering angle that is an actual steering angle of the steered wheels, the torque compensation value monotonically increases as the turning angular velocity deviation increases in a region where the turning angular velocity deviation is equal to or greater than a predetermined turning angular velocity deviation threshold value, the steering torque target value generation unit generates the steering torque target value based on the torque compensation value, The torque compensation value is the steering angular velocity deviation increases at a constant first gradient as the turning angular velocity deviation increases in a region where the turning angular velocity deviation is equal to or greater than a predetermined first turning angular velocity deviation threshold and is less than a second turning angular velocity deviation threshold that is greater than the first turning angular velocity deviation threshold, In a region where the turning angular velocity deviation is equal to or greater than the second turning angular velocity deviation threshold, the turning angular velocity deviation increases at a second gradient greater than the first gradient as the turning angular velocity deviation increases. A control device for a vehicle steering system.

4. A control device for a vehicle steering system including a reaction force device that applies a steering reaction force to a steering wheel in accordance with a steering angle of the steering wheel, and a steering device that steers steered wheels in accordance with the steering angle of the steering wheel, a steering torque target value generating unit that generates a steering torque target value that is a target value of the steering torque for obtaining the steering reaction force; a steering angle target value generation unit that generates a steering angle target value that is a target value of the steering angle of the steered wheels based on the steering angle; Equipped with The steering torque target value generation unit a steering torque compensation value calculation unit that generates a torque compensation value for the steering torque target value in accordance with a steering angular velocity deviation obtained by time-differentiating a steering angle deviation between the steering angle target value and an actual steering angle that is an actual steering angle of the steered wheels, the torque compensation value monotonically increases as the turning angular velocity deviation increases in a region where the turning angular velocity deviation is equal to or greater than a predetermined turning angular velocity deviation threshold value, the steering torque target value generation unit generates the steering torque target value based on the torque compensation value, the torque compensation value increases at a gradient corresponding to a vehicle speed acquired by a vehicle speed sensor as the turning angular velocity deviation increases in a region where the turning angular velocity deviation is equal to or greater than the turning angular velocity deviation threshold value, the torque compensation value has a slope that increases as the vehicle speed increases in a region where the steering angular velocity deviation is equal to or greater than the steering angular velocity deviation threshold value; A control device for a vehicle steering system.

5. A control device for a vehicle steering system including a reaction force device that applies a steering reaction force to a steering wheel in accordance with a steering angle of the steering wheel, and a steering device that steers steered wheels in accordance with the steering angle of the steering wheel, a steering torque target value generating unit that generates a steering torque target value that is a target value of the steering torque for obtaining the steering reaction force; a steering angle target value generation unit that generates a steering angle target value that is a target value of the steering angle of the steered wheels based on the steering angle; Equipped with The steering torque target value generation unit a steering torque compensation value calculation unit that generates a torque compensation value for the steering torque target value in accordance with a steering angular velocity deviation obtained by time-differentiating a steering angle deviation between the steering angle target value and an actual steering angle that is an actual steering angle of the steered wheels, the torque compensation value monotonically increases as the turning angular velocity deviation increases in a region where the turning angular velocity deviation is equal to or greater than a predetermined turning angular velocity deviation threshold value, the steering torque target value generation unit generates the steering torque target value based on the torque compensation value, The steering torque compensation value calculation unit includes a phase compensation unit that performs phase lead compensation on the torque compensation value. A control device for a vehicle steering system.

6. The steering torque compensation value calculation unit includes a phase compensation unit that performs phase lead compensation on the torque compensation value. The control device for a vehicle steering system according to any one of claims 1 to 4.

7. A control device for a vehicle steering system including a reaction force device that applies a steering reaction force to a steering wheel in accordance with a steering angle of the steering wheel, and a steering device that steers steered wheels in accordance with the steering angle of the steering wheel, a steering torque target value generating unit that generates a steering torque target value that is a target value of the steering torque for obtaining the steering reaction force; a steering angle target value generation unit that generates a steering angle target value that is a target value of the steering angle of the steered wheels based on the steering angle; Equipped with The steering torque target value generation unit a first steering torque compensation value calculation unit that generates a first torque compensation value for the steering torque target value in accordance with a steering angular velocity deviation obtained by time-differentiating a steering angle deviation between the steering angle target value and an actual steering angle that is an actual steering angle of the steered wheels; a second steering torque compensation value calculation unit that generates a second torque compensation value for the steering torque target value in accordance with a steering angle deviation between the steering angle target value and an actual steering angle that is an actual steering angle of the steered wheels; Equipped with the first torque compensation value monotonically increases as the turning angular velocity deviation increases in a region where the turning angular velocity deviation is equal to or greater than a predetermined turning angular velocity deviation threshold value, the second torque compensation value increases at a first gradient in a first region where the turning angle deviation is equal to or greater than a predetermined first turning angle deviation threshold, the steering torque target value generation unit generates the steering torque target value based on the first torque compensation value and the second torque compensation value, the first torque compensation value increases at a constant gradient as the turning angular velocity deviation increases in a region where the turning angular velocity deviation is equal to or greater than the turning angular velocity deviation threshold value, The steering angular velocity deviation threshold value changes depending on the vehicle speed acquired by a vehicle speed sensor. A control device for a vehicle steering system.

8. The steering angular velocity deviation threshold value decreases as the vehicle speed increases. The control device for a vehicle steering system according to claim 7.

9. A control device for a vehicle steering system including a reaction force device that applies a steering reaction force to a steering wheel in accordance with a steering angle of the steering wheel, and a steering device that steers steered wheels in accordance with the steering angle of the steering wheel, a steering torque target value generating unit that generates a steering torque target value that is a target value of the steering torque for obtaining the steering reaction force; a steering angle target value generation unit that generates a steering angle target value that is a target value of the steering angle of the steered wheels based on the steering angle; Equipped with The steering torque target value generation unit a first steering torque compensation value calculation unit that generates a first torque compensation value for the steering torque target value in accordance with a steering angular velocity deviation obtained by time-differentiating a steering angle deviation between the steering angle target value and an actual steering angle that is an actual steering angle of the steered wheels; a second steering torque compensation value calculation unit that generates a second torque compensation value for the steering torque target value in accordance with a steering angle deviation between the steering angle target value and an actual steering angle that is an actual steering angle of the steered wheels; Equipped with the first torque compensation value monotonically increases as the turning angular velocity deviation increases in a region where the turning angular velocity deviation is equal to or greater than a predetermined turning angular velocity deviation threshold value, the second torque compensation value increases at a first gradient in a first region where the turning angle deviation is equal to or greater than a predetermined first turning angle deviation threshold, the steering torque target value generation unit generates the steering torque target value based on the first torque compensation value and the second torque compensation value, The first torque compensation value is the steering angular velocity deviation increases at a constant first gradient as the turning angular velocity deviation increases in a region where the turning angular velocity deviation is equal to or greater than a predetermined first turning angular velocity deviation threshold and is less than a second turning angular velocity deviation threshold that is greater than the first turning angular velocity deviation threshold, In a region where the turning angular velocity deviation is equal to or greater than the second turning angular velocity deviation threshold, the turning angular velocity deviation increases at a second gradient greater than the first gradient as the turning angular velocity deviation increases. A control device for a vehicle steering system.

10. A control device for a vehicle steering system including a reaction force device that applies a steering reaction force to a steering wheel in accordance with a steering angle of the steering wheel, and a steering device that steers steered wheels in accordance with the steering angle of the steering wheel, a steering torque target value generating unit that generates a steering torque target value that is a target value of the steering torque for obtaining the steering reaction force; a steering angle target value generation unit that generates a steering angle target value that is a target value of the steering angle of the steered wheels based on the steering angle; Equipped with The steering torque target value generation unit a first steering torque compensation value calculation unit that generates a first torque compensation value for the steering torque target value in accordance with a steering angular velocity deviation obtained by time-differentiating a steering angle deviation between the steering angle target value and an actual steering angle that is an actual steering angle of the steered wheels; a second steering torque compensation value calculation unit that generates a second torque compensation value for the steering torque target value in accordance with a steering angle deviation between the steering angle target value and an actual steering angle that is an actual steering angle of the steered wheels; Equipped with the first torque compensation value monotonically increases as the turning angular velocity deviation increases in a region where the turning angular velocity deviation is equal to or greater than a predetermined turning angular velocity deviation threshold value, the second torque compensation value increases at a first gradient in a first region where the turning angle deviation is equal to or greater than a predetermined first turning angle deviation threshold, the steering torque target value generation unit generates the steering torque target value based on the first torque compensation value and the second torque compensation value, the first torque compensation value increases at a gradient corresponding to a vehicle speed acquired by a vehicle speed sensor as the turning angular velocity deviation increases in a region where the turning angular velocity deviation is equal to or greater than the turning angular velocity deviation threshold value, a slope of the first torque compensation value increases as the vehicle speed increases in a region where the turning angular velocity deviation is equal to or greater than the turning angular velocity deviation threshold value; A control device for a vehicle steering system.

11. A control device for a vehicle steering system including a reaction force device that applies a steering reaction force to a steering wheel in accordance with a steering angle of the steering wheel, and a steering device that steers steered wheels in accordance with the steering angle of the steering wheel, a steering torque target value generating unit that generates a steering torque target value that is a target value of the steering torque for obtaining the steering reaction force; a steering angle target value generation unit that generates a steering angle target value that is a target value of the steering angle of the steered wheels based on the steering angle; Equipped with The steering torque target value generation unit a first steering torque compensation value calculation unit that generates a first torque compensation value for the steering torque target value in accordance with a steering angular velocity deviation obtained by time-differentiating a steering angle deviation between the steering angle target value and an actual steering angle that is an actual steering angle of the steered wheels; a second steering torque compensation value calculation unit that generates a second torque compensation value for the steering torque target value in accordance with a steering angle deviation between the steering angle target value and an actual steering angle that is an actual steering angle of the steered wheels; Equipped with the first torque compensation value monotonically increases as the turning angular velocity deviation increases in a region where the turning angular velocity deviation is equal to or greater than a predetermined turning angular velocity deviation threshold value, the second torque compensation value increases at a first gradient in a first region where the turning angle deviation is equal to or greater than a predetermined first turning angle deviation threshold, the steering torque target value generation unit generates the steering torque target value based on the first torque compensation value and the second torque compensation value, the first steering torque compensation value calculation unit includes a phase compensation unit that performs phase lead compensation on the first torque compensation value, A control device for a vehicle steering system.

12. the first steering torque compensation value calculation unit includes a phase compensation unit that performs phase lead compensation on the first torque compensation value, The control device for a vehicle steering system according to any one of claims 7 to 10.

13. the first region is delimited by a second turning angle deviation threshold value that is greater than the first turning angle deviation threshold value, the first gradient of the second torque compensation value increases as the turning angle deviation increases in a region where the turning angle deviation is less than the second turning angle deviation threshold, and the first gradient of the second torque compensation value becomes a constant value in a region where the turning angle deviation is equal to or greater than the second turning angle deviation threshold. The control device for a vehicle steering system according to any one of claims 7 to 12.

14. the second torque compensation value becomes zero in a second region where the turning angle deviation is less than the first turning angle deviation threshold value. The control device for a vehicle steering system according to any one of claims 7 to 13.

15. A control device for a vehicle steering system including a reaction force device that applies a steering reaction force to a steering wheel in accordance with a steering angle of the steering wheel, and a steering device that steers steered wheels in accordance with the steering angle of the steering wheel, a steering torque target value generating unit that generates a steering torque target value that is a target value of the steering torque for obtaining the steering reaction force; a steering angle target value generation unit that generates a steering angle target value that is a target value of the steering angle of the steered wheels based on the steering angle; Equipped with The steering torque target value generation unit a first steering torque compensation value calculation unit that generates a first torque compensation value for the steering torque target value in accordance with a steering angular velocity deviation obtained by time-differentiating a steering angle deviation between the steering angle target value and an actual steering angle that is an actual steering angle of the steered wheels; a second steering torque compensation value calculation unit that generates a second torque compensation value for the steering torque target value in accordance with a steering angle deviation between the steering angle target value and an actual steering angle that is an actual steering angle of the steered wheels; Equipped with the first torque compensation value monotonically increases as the turning angular velocity deviation increases in a region where the turning angular velocity deviation is equal to or greater than a predetermined turning angular velocity deviation threshold value, the second torque compensation value increases at a first gradient in a first region where the turning angle deviation is equal to or greater than a predetermined first turning angle deviation threshold, the steering torque target value generation unit generates the steering torque target value based on the first torque compensation value and the second torque compensation value, the second torque compensation value increases at a second gradient smaller than the first gradient as the turning angle deviation increases in a second region where the turning angle deviation is less than the first turning angle deviation threshold value. A control device for a vehicle steering system.

16. the second torque compensation value increases at a second gradient smaller than the first gradient as the turning angle deviation increases in a second region where the turning angle deviation is less than the first turning angle deviation threshold value. The control device for a vehicle steering system according to any one of claims 7 to 13.

17. A control device for a vehicle steering system including a reaction force device that applies a steering reaction force to a steering wheel in accordance with a steering angle of the steering wheel, and a steering device that steers steered wheels in accordance with the steering angle of the steering wheel, a steering torque target value generating unit that generates a steering torque target value that is a target value of the steering torque for obtaining the steering reaction force; a steering angle target value generation unit that generates a steering angle target value that is a target value of the steering angle of the steered wheels based on the steering angle; Equipped with The steering torque target value generation unit a first steering torque compensation value calculation unit that generates a first torque compensation value for the steering torque target value in accordance with a steering angular velocity deviation obtained by time-differentiating a steering angle deviation between the steering angle target value and an actual steering angle that is an actual steering angle of the steered wheels; a second steering torque compensation value calculation unit that generates a second torque compensation value for the steering torque target value in accordance with a steering angle deviation between the steering angle target value and an actual steering angle that is an actual steering angle of the steered wheels; Equipped with the first torque compensation value monotonically increases as the turning angular velocity deviation increases in a region where the turning angular velocity deviation is equal to or greater than a predetermined turning angular velocity deviation threshold value, the second torque compensation value increases at a first gradient in a first region where the turning angle deviation is equal to or greater than a predetermined first turning angle deviation threshold, the steering torque target value generation unit generates the steering torque target value based on the first torque compensation value and the second torque compensation value, the second steering torque compensation value calculation unit includes a phase compensation unit that performs phase lead compensation on the second torque compensation value, A control device for a vehicle steering system.

18. the second steering torque compensation value calculation unit includes a phase compensation unit that performs phase lead compensation on the second torque compensation value, 17. A control device for a vehicle steering system according to any one of claims 7 to 16.

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