Vehicle control device

Abstract

To provide a vehicular control device which can quickly return a motor drive mode from a second drive mode to a first drive mode while suppressing motor torque fluctuation.SOLUTION: A vehicular control device has control circuits of two systems that control a motor. Each control circuits has a master-servant relationship, and has a first drive mode for controlling electric power supply to a self-system winding group by use of a current command value that is calculated by the control circuit as a master, and a second drive mode adjusting a current command value calculated by itself for controlling electric power supply to the self-system winding group on the basis of the adjusted current command value. Each control circuit transits the drive mode from the first drive mode to the second drive mode when transition condition is established. Each control circuit transits the drive mode from the second drive mode to the first drive mode while gradually changing the self-system current command value to a current command value before adjustment when return condition is established in the state transited to the second drive mode.SELECTED DRAWING: Figure 8

Description

[Technical Field]

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

[0002] Conventionally, the following vehicle control devices have been known. For example, an ECU (electronic control unit) disclosed in Patent Document 1 controls a motor of an electric power steering device mounted on a vehicle. The motor has two windings. The ECU is equipped with two inverter units and two control units. The control unit of each system controls the supply of current to its own winding via its own inverter unit.

[0003] The control units of each system can communicate with each other. The control unit has a mode selection unit and a drive control unit. The mode selection unit selects the drive mode of the motor. The drive modes include a cooperative drive mode, which is a first drive mode, and an independent drive mode, which is a second drive mode. The cooperative drive mode is a drive mode in which a value calculated by the control unit of one system and a value acquired from the control unit of the other system are shared and used. The independent drive mode is a drive mode in which a value acquired from the control unit of the other system is not used.

[0004] The mode selection unit normally selects the cooperative drive mode. When an abnormality occurs, i.e., when at least one transition determination item satisfies the independent transition condition, the mode selection unit transitions the drive mode from the cooperative drive mode to the independent drive mode. Furthermore, when the abnormality is resolved, i.e., when the transition determination item satisfies the return permission condition and a return permission determination item different from the transition determination item satisfies the return permission condition, the mode selection unit returns the drive mode from the independent drive mode to the cooperative drive mode.

[0005] The transition determination items include the deviation of the current command value calculated by the control unit of each system, the limit value for the current command value, and the communication state between the control units of each system. The return permission determination items include the steering torque and the vehicle speed. The return permission determination items are determination items related to the steering state of the steering wheel or the vehicle behavior.

[0006] The drive control unit of each system controls the inverter unit of its own system in the drive mode selected by the mode selection unit. [Prior art documents] [Patent documents]

[0007] [Patent Document 1] Japanese Patent Publication No. 2021-035072 Summary of the Invention [Problem to be solved by the invention]

[0008] The ECU in Patent Document 1, when the independent drive mode is selected, will not return to the cooperative drive mode unless the return permission judgment item satisfies the return permission condition, even if the transition judgment item satisfies the cooperative return judgment condition. This may indeed allow the drive mode to be properly returned from the independent drive mode to the cooperative drive mode.

[0009] However, when the abnormality is resolved, it may be necessary to quickly return the motor drive mode from the independent drive mode to the cooperative drive mode. In this regard, in Patent Document 1, the motor will not return to the cooperative drive mode unless not only the transition determination item satisfies the return permission condition, but also the return permission determination item different from the transition determination item satisfies the return permission condition. As a result, there is a risk that the motor will not be able to return to the cooperative drive mode quickly.

[0010] To quickly return the drive mode to the cooperative drive mode, it is possible to omit or relax the return permission conditions. For example, the determination item related to the steering state may be omitted. However, if the current command values ​​calculated by the control units of the respective systems are different when the drive mode returns from the independent drive mode to the cooperative drive mode, a sudden fluctuation in motor torque may occur. This raises concerns that the driver may feel uncomfortable.

[0011] When the abnormality is resolved, it is desirable to quickly return from the independent drive mode to the cooperative drive mode without giving the driver any discomfort. [Means for solving the problem]

[0012] A vehicle control device that can solve the above problem has a plurality of control circuits that calculate a current command value according to the torque to be generated in a motor having a plurality of winding groups, and that independently control the power supply to the plurality of winding groups based on the calculated current command value. The control circuits of the plurality of control circuits have a master-slave relationship. Each of the control circuits of the plurality of control circuits has a first drive mode in which it controls the power supply to the winding group of its own system using the current command value calculated by the control circuit acting as a master, and a second drive mode in which it adjusts the current command value it calculates and controls the power supply to the winding group of its own system based on the adjusted current command value. The control circuits of the plurality of control circuits transition the drive mode from the first drive mode to the second drive mode when a predetermined transition condition is met, and transitions to the second drive mode when a predetermined return condition is met after transitioning to the second drive mode. Remain in the second driving mode The current command value of the own system is gradually changed toward the current command value before the adjustment. When the current command value of the own system reaches the current command value before the adjustment, From the second driving mode to the first driving mode The return condition does not include any item related to the running state or steering state of the vehicle.

[0013] With this configuration, when the return condition is met, the drive mode can be quickly transitioned from the second drive mode to the first drive mode. At this time, the current command value of the own system gradually changes toward the current command value before the adjustment. Since the current command value of the own system is prevented from changing suddenly, torque fluctuations of the motor can be suppressed.

[0014] In the above vehicle control device, the control circuit as a slave may multiply the current command value calculated by itself and the current command value calculated by the control circuit as a master by a distribution gain that defines a distribution ratio that is set individually for each, and add the results of these multiplications to calculate a current command value for its own system. In this case, when the return condition is satisfied in a state in which the control circuit as a slave has transitioned to the second drive mode, the control circuit as a slave may gradually decrease the value of the distribution gain for the current command value calculated by itself and gradually increase the value of the distribution gain for the current command value calculated by the control circuit as a master.

[0015] According to this configuration, when the return condition is met in a state where the drive mode has transitioned to the second drive mode, the value of the distribution gain for the current command value calculated by the control circuit as a slave and the control circuit as a master is gradually changed, so that the control circuit as a slave can gradually change the current command value of its own system toward the current command value calculated by the control circuit as a master.

[0016] In the above-described vehicle control device, the control circuits of the multiple systems may be capable of adjusting their own current command values ​​by multiplying the current command values ​​calculated by the multiple systems by individually set output gains. In this case, when transitioning the drive mode from the first drive mode to the second drive mode, the control circuits of the multiple systems may set the value of the output gain for their own current command value to a value smaller or larger than that in the first drive mode. Then, when the return condition is satisfied in the second drive mode, the control circuits of the multiple systems may gradually change the value of the output gain for their own current command value toward the value of the output gain in the first drive mode.

[0017] With this configuration, when the return condition is met in the second drive mode, the output gain values ​​for the current command values ​​calculated by the control circuits of the multiple systems gradually change toward the output gain values ​​in the first drive mode. As a result, when the drive mode returns from the second drive mode to the first drive mode, a sudden change in the current command value of each system is suppressed.

[0018] In the above-described vehicle control device, when an abnormality occurs in any one of the multiple systems, the control circuits of the multiple systems may transition the drive mode from the first drive mode to the second drive mode, and set the output gain for the current command value of the control circuit of the abnormal system to a value smaller than that in the first drive mode, while setting the value of the output gain for the current command value of the control circuit of the normal system to a value larger than that in the first drive mode.

[0019] According to this configuration, it is possible to ensure the total current command value for the motor while suppressing the influence of the current command value of the abnormal system. In the above vehicle control device, the control circuits of the plurality of systems may each include a limiting processing unit that limits the current command value to a value within a predetermined allowable range.

[0020] According to this configuration, an excessively large current command value can be limited. In the above-described vehicle control device, the limit processing unit may have a limit value that is set based on a limit value of the tolerance range and may be adjustable between a first limit value and a second limit value that is smaller than the first limit value. In this case, the limit processing unit may set the second limit value as the limit value when the drive mode is the first drive mode, and may set the first limit value as the limit value when the drive mode is the second drive mode. In this case, the limit processing unit may gradually change the limit value from the first limit value to the second limit value when the drive mode transitions from the second drive mode to the first drive mode.

[0021] According to this configuration, it is possible to suppress a sudden change in the current command value of the own system, while more smoothly changing the current command value of the own system toward the current command value of the other system. In the above vehicle control device, the motor may include a reaction motor having two winding groups and generating a steering reaction force applied to a steering wheel whose power transmission between the reaction motor and the steered wheels of the vehicle is separated, and a turning motor having two winding groups and generating a steering force for steering the steered wheels of the vehicle. The multiple control circuits may include a first reaction force control circuit that controls power supply to a first winding group of the reaction motor, a second reaction force control circuit that controls power supply to a second winding group of the reaction motor, a first turning control circuit that controls power supply to the first winding group of the turning motor, and a second turning control circuit that controls power supply to the second winding group of the turning motor. In this case, the multiple control circuits may transition the drive mode from the first drive mode to the second drive mode when an abnormality occurs in communication between the first reaction force control circuit and the first turning control circuit.

[0022] According to this configuration, the same functions and effects as those of the above-mentioned vehicle control device can be obtained in a two-system control circuit that controls the drive of a reaction motor having two systems of winding groups, and a two-system control circuit that controls the drive of a steering motor having two systems of winding groups.

[0023] In the above vehicle control device, the motor may be an assist motor that generates an assist force to assist steering wheel operation. The assist motor may have a first winding group and a second winding group. The plurality of control circuits may include a first assist control circuit that controls power supply to the first winding group and a second assist control circuit that controls power supply to the second winding group. In this case, the plurality of control circuits may transition the drive mode from the first drive mode to the second drive mode when an abnormality occurs in communication between the first assist control circuit and the second assist control circuit.

[0024] According to this configuration, the same functions and effects as those of the above-described vehicle control device can be obtained in a two-system assist control circuit that controls the drive of an assist motor having two systems of winding groups. [Effects of the Invention]

[0025] According to the vehicle control device of the present invention, it is possible to quickly return the motor drive mode from the second drive mode to the first drive mode while suppressing torque fluctuations in the motor. [Brief explanation of the drawings]

[0026] [Figure 1] 1 is a configuration diagram of a steer-by-wire steering device in which a first embodiment of a vehicle control device is mounted. [Figure 2] FIG. 2 is a block diagram of a reaction force control device and a steering control device according to the first embodiment. [Figure 3] 10 is a time chart showing a first comparative example of state transitions of each control circuit. [Figure 4] 10 is a time chart showing a second comparative example of state transitions of each control circuit. [Figure 5] FIG. 2A is a block diagram showing the state of the control circuit in an independent drive mode in the first embodiment, and FIG. 2B is a block diagram showing the state of the control circuit when transitioning from the independent drive mode to the cooperative drive mode in the first embodiment. [Figure 6] 4 is a time chart showing a first pattern of state transitions of each control circuit in the first embodiment. [Figure 7] 10A is a list diagram showing the changes in the gain, limit value, and current command value during the period from when the drive mode returns from the independent drive mode to the cooperative drive mode, and FIG. 10B is a graph showing the change over time in the current command value during the period from when the drive mode returns from the independent drive mode to the cooperative drive mode. [Figure 8] Graph (a) shows the changes over time in the gain, limit value, and current command value when the drive mode of the first reaction force control circuit or the first steering control circuit returns from independent drive mode to cooperative drive mode, and graph (b) shows the changes over time in the current command value when the drive mode of the second reaction force control circuit or the second steering control circuit returns from independent drive mode to cooperative drive mode. [Figure 9] 10 is a time chart showing a second pattern of state transitions of each control circuit in the first embodiment. [Figure 10] 10 is a time chart showing a third pattern of state transitions of each control circuit in the first embodiment. [Figure 11] FIG. 2 is a configuration diagram of a second embodiment of a vehicle control device. DETAILED DESCRIPTION OF THE INVENTION

[0027] First Embodiment A first embodiment in which the vehicle control device is embodied in a steer-by-wire type steering device will be described below.

[0028] As shown in FIG. 1, vehicle steering device 10 has steering shaft 12 connected to steering wheel 11. Steering device 10 also has steered shaft 13 extending in the vehicle width direction (left-right direction in FIG. 1). Steered wheels 15 are connected to both ends of steered shaft 13 via tie rods 14. The linear movement of steered shaft 13 changes the steering angle θw of steered wheels 15. Steering shaft 12 and steered shaft 13 constitute the steering mechanism of the vehicle. Note that FIG. 1 shows only steered wheels 15 on one side.

[0029] The steering device 10 has a reaction motor 21 and a reduction mechanism 22. The reaction motor 21 is a source of a steering reaction force. The steering reaction force is a force that acts in the opposite direction to the direction of operation of the steering wheel 11 by the driver. The rotation shaft of the reaction motor 21 is connected to the steering shaft 12 via the reduction mechanism 22. The torque of the reaction motor 21 is applied to the steering shaft 12 as a steering reaction force. By applying the steering reaction force to the steering wheel 11, it is possible to give the driver an appropriate sense of response.

[0030] The reaction motor 21 is, for example, a three-phase brushless motor. The reaction motor 21 has a first winding group N11 and a second winding group N12. The first winding group N11 and the second winding group N12 are wound around a common stator (not shown). The first winding group N11 and the second winding group N12 have equivalent electrical characteristics.

[0031] Steering device 10 has a steering motor 31 and a reduction mechanism 32. Steering motor 31 is a source of steering force. The steering force refers to the power for steering steered wheels 15. The rotating shaft of steering motor 31 is connected to pinion shaft 33 via reduction mechanism 32. Pinion teeth 33a of pinion shaft 33 mesh with rack teeth 13a of steering shaft 13. The torque of steering motor 31 is applied to steering shaft 13 via pinion shaft 33 as a steering force. In response to the rotation of steering motor 31, steering shaft 13 moves in the vehicle width direction.

[0032] The steering motor 31 is, for example, a three-phase brushless motor. The steering motor 31 has a first winding group N21 and a second winding group N22. The first winding group N21 and the second winding group N22 are wound around a common stator (not shown). The first winding group N21 and the second winding group N22 have equivalent electrical characteristics.

[0033] The steering device 10 has a reaction force control device 40. The reaction force control device 40 controls the drive of the reaction force motor 21, which is the object to be controlled. The reaction force control device 40 executes reaction force control in which the reaction force motor 21 generates a steering reaction force corresponding to the steering torque Th. The reaction force control device 40 calculates a target steering reaction force based on the steering torque Th detected through a torque sensor 23. The torque sensor 23 is provided on the steering shaft 12. The reaction force control device 40 controls the power supply to the reaction force motor 21 so that the actual steering reaction force applied to the steering shaft 12 matches the target steering reaction force. The reaction force control device 40 controls the power supply to each of the two systems of winding groups in the reaction force motor 21 independently.

[0034] The reaction force control device 40 has a first circuit system 41 and a second circuit system 42. The first circuit system 41 controls the power supply to the winding group N11 of the first system in the reaction force motor 21 in accordance with the steering torque Th detected by the torque sensor 23. The second circuit system 42 controls the power supply to the winding group N12 of the second system in the reaction force motor 21 in accordance with the steering torque Th detected by the torque sensor 23.

[0035] Steering device 10 has steering control device 50. Steering control device 50 controls the drive of steering motor 31, which is the object to be controlled. Steering control device 50 executes steering control in which steering motor 31 generates a steering force for turning steered wheels 15 in accordance with the steering state. Steering control device 50 takes in steering angle θs detected via steering angle sensor 24 and stroke Xw of steered shaft 13 detected via stroke sensor 34. Stroke Xw is the amount of displacement of steered shaft 13 relative to the neutral position, and is a state variable that reflects steering angle θw. Steering angle sensor 24 is provided between torque sensor 23 of steering shaft 12 and reduction mechanism 22. Stroke sensor 34 is provided in the vicinity of steered shaft 13.

[0036] Steering control device 50 calculates a target steering angle of steered wheels 15 based on steering angle θs detected by steering angle sensor 24. Steering control device 50 calculates steering angle θw based on stroke Xw of steered shaft 13 detected by stroke sensor 34. Steering control device 50 controls the supply of power to steering motor 31 so that steering angle θw calculated based on stroke Xw matches the target steering angle. Steering control device 50 controls the supply of power to two systems of winding groups in steering motor 31 independently for each system.

[0037] Steering control device 50 has first circuit system 51 and second circuit system 52. First circuit system 51 controls the power supply to winding group N21 of the first system in steering motor 31, based on steering angle θs detected via steering angle sensor 24 and stroke Xw of steering shaft 13 detected via stroke sensor 34. Second circuit system 52 controls the power supply to winding group N22 of the second system in steering motor 31, based on steering angle θs detected via steering angle sensor 24 and stroke Xw of steering shaft 13 detected via stroke sensor 34.

[0038] Note that a so-called electromechanical integrated type reaction force actuator may be configured by integrally providing reaction force control device 40 and reaction force motor 21. Also, a so-called electromechanical integrated type steering actuator may be configured by integrally providing steering control device 50 and steering motor 31.

[0039] <Power supply path> Next, the power supply paths to the reaction force control device 40 and the steering control device 50 will be described. The various on-board control devices including the reaction force control device 40 and the steering control device 50 are each supplied with power from a DC power supply 60 mounted on the vehicle. The DC power supply 60 is, for example, a battery. The various sensors including the torque sensor 23, the steering angle sensor 24, and the stroke sensor 34 are also each supplied with power from the DC power supply 60.

[0040] The first and second circuit systems 41 and 42 of the reaction force control device 40 and the first and second circuit systems 51 and 52 of the turning control device 50 are each connected to a DC power supply 60 via a start switch SW of the vehicle. The start switch SW is, for example, an ignition switch or a power switch. The start switch SW is operated to start or stop a drive source for running the vehicle, such as an engine. When the start switch SW is turned on, power from the DC power supply 60 is supplied via the start switch SW to the first and second circuit systems 41 and 42 of the reaction force control device 40 and the first and second circuit systems 51 and 52 of the turning control device 50. Turning the start switch SW on means that the vehicle power supply is on. Turning the start switch SW off means that the vehicle power supply is off.

[0041] The first circuit system 41 and the second circuit system 42 of the reaction force control device 40, and the first circuit system 51 and the second circuit system 52 of the turning control device 50 are connected to a DC power supply 60 via power supply relays 60A, 60B, 60C, and 60D. When the power supply relays 60A, 60B, 60C, and 60D are turned on, power from the DC power supply 60 is supplied to the first circuit system 41 and the second circuit system 42 of the reaction force control device 40, and the first circuit system 51 and the second circuit system 52 of the turning control device 50, via the power supply relays 60A, 60B, 60C, and 60D.

[0042] The first system circuit 41 of the reaction force control device 40 controls the on / off of the power supply relay 60A. When the start switch SW is switched from on to off, the first system circuit 41 executes power latch control to maintain the power supply relay 60A in the on state for a predetermined period of time. Therefore, the first system circuit 41 can operate even after the start switch SW is turned off. The first system circuit 41 can cut off the power supply to itself by switching the power supply relay 60A from on to off after the predetermined period has elapsed.

[0043] The first system circuit 41 detects whether the start switch SW is on or off by, for example, monitoring the voltage across the start switch SW. The first system circuit 41 detects that the start switch SW is on when the voltage across the start switch SW falls below a predetermined voltage threshold. The first system circuit 41 detects that the start switch SW is off when the voltage across the start switch SW is equal to or greater than the predetermined voltage threshold.

[0044] The second system circuit 42 of the reaction force control device 40 controls the on / off of the power supply relay 60B. The second system circuit 42 executes power latch control in the same manner as the first system circuit 41. When the start switch SW is switched from on to off, the second system circuit 42 maintains the power supply relay 60B in an on state for a predetermined period of time.

[0045] The first system circuit 51 of the steering control device 50 controls the on / off of the power supply relay 60C. The first system circuit 51 executes power latch control in the same manner as the first system circuit 41 of the reaction force control device 40. When the start switch SW is switched from on to off, the first system circuit 51 keeps the power supply relay 60C in an on state for a predetermined period of time.

[0046] The second system circuit 52 of the turning control device 50 controls the on / off of the power supply relay 60D. The second system circuit 52 executes power latch control in the same manner as the first system circuit 41 of the reaction force control device 40. When the start switch SW is switched from on to off, the second system circuit 52 maintains the power supply relay 60D in an on state for a predetermined period of time.

[0047] Among the components of the steering device 10, those that are required to continue operating even after the start switch SW is turned off, such as the torque sensor 23, the steering angle sensor 24, and the stroke sensor 34, are connected to the DC power supply 60 via at least one of the power supply relays 60A, 60B, 60C, and 60D. Therefore, even if the start switch SW is turned off, power continues to be supplied to the components, such as the torque sensor 23, the steering angle sensor 24, and the stroke sensor 34, as long as at least one of the power supply relays 60A, 60B, 60C, and 60D is turned on.

[0048] <Reaction force control device> Next, the configuration of the reaction force control device will be described in detail. 2, the reaction force control device 40 has a first circuit system 41 and a second circuit system 42. The first circuit system 41 has a first reaction force control circuit 41A and a motor drive circuit 41B. The second circuit system 42 has a second reaction force control circuit 42A and a motor drive circuit 42B.

[0049] The first reaction force control circuit 41A is configured with processing circuits including: 1) one or more processors operating according to a computer program (software); 2) one or more dedicated hardware circuits such as application-specific integrated circuits (ASICs) that perform at least some of the various processes; and 3) a combination thereof. The processor includes a central processing unit (CPU). The processor also includes memory such as random-access memory (RAM) and read-only memory (ROM). The memory stores program code or instructions configured to cause the CPU to execute processes. Memory, i.e., non-transitory computer-readable medium, includes any available medium that can be accessed by a general-purpose or special-purpose computer.

[0050] The first reaction force control circuit 41A calculates a target steering reaction force to be generated in the reaction force motor 21 based on the steering torque Th detected via the torque sensor 23, and calculates a first current command value for the winding group N11 of the first system according to the value of the calculated target steering reaction force. However, the first current command value is set to a value that is half (50%) of the amount of current (100%) required for the reaction force motor 21 to generate the target steering reaction force. The first reaction force control circuit 41A generates a drive signal (PWM signal) for the motor drive circuit 41B by executing current feedback control that causes the value of the actual current supplied to the winding group N11 of the first system to follow the first current command value.

[0051] The motor drive circuit 41B is a PWM inverter in which three legs, each corresponding to one of the three phases (U, V, and W), are connected in parallel, with each leg consisting of two switching elements such as field-effect transistors (FETs) connected in series. The motor drive circuit 41B converts DC power supplied from the DC power supply 60 into three-phase AC power by switching the switching elements of each phase based on drive signals generated by the first reaction force control circuit 41A. The three-phase AC power generated by the motor drive circuit 41B is supplied to the first winding group N11 of the reaction force motor 21 via power supply paths for each phase, such as bus bars or cables. This causes the first winding group N11 to generate torque according to a first current command value.

[0052] The second reaction force control circuit 42A has basically the same configuration as the first reaction force control circuit 41A. The second reaction force control circuit 42A calculates a target steering reaction force to be generated in the reaction force motor 21 based on the steering torque Th detected by the torque sensor 23, and calculates a second current command value for the winding group N12 of the second system according to the value of the calculated target steering reaction force. However, the second current command value is set to a value that is half (50%) of the amount of current required for the reaction force motor 21 to generate the target steering reaction force. The second reaction force control circuit 42A generates a drive signal for the motor drive circuit 42B by performing current feedback control that causes the value of the actual current supplied to the winding group N12 of the second system to follow the second current command value.

[0053] The motor drive circuit 42B has basically the same configuration as the motor drive circuit 41B. The motor drive circuit 42B converts DC power supplied from a DC power supply 60 into three-phase AC power based on a drive signal generated by the second reaction force control circuit 42A. The three-phase AC power generated by the motor drive circuit 42B is supplied to the second winding group N12 of the reaction force motor 21 via power supply paths for each phase, which are formed by bus bars or cables, etc. This causes the second winding group N12 to generate torque according to the second current command value. The reaction force motor 21 generates a torque that is the sum of the torque generated by the first winding group N11 and the torque generated by the second winding group N12.

[0054] There is a master-slave relationship between the first circuit system 41 and the second circuit system 42 of the reaction force control device 40. In this case, for example, the first circuit system 41 functions as the master, and the second circuit system 42 functions as the slave.

[0055] <Steering control device> Next, the configuration of the steering control device 50 will be described in detail. As shown in Fig. 2, the steering control device 50 has a first circuit system 51 and a second circuit system 52. The first circuit system 51 has a first steering control circuit 51A and a motor drive circuit 51B. The second circuit system 52 has a second steering control circuit 52A and a motor drive circuit 52B.

[0056] First steering control circuit 51A has basically the same configuration as first reaction force control circuit 41A. First steering control circuit 51A calculates a target steering angle of steered wheels 15 based on steering angle θs detected by steering angle sensor 24. Steering control device 50 calculates steering angle θw based on stroke Xw of steered shaft 13 detected by stroke sensor 34. First steering control circuit 51A calculates a target steering force to be generated in steering motor 31 by executing angle feedback control that causes steering angle θw calculated based on stroke Xw to follow the target steering angle, and calculates a third current command value for first system winding group N21 of steering motor 31 according to the value of this calculated target steering force. However, the third current command value is set to a value that is half (50%) of the amount of current required for steering motor 31 to generate the target steering force. The first steering control circuit 51A generates a drive signal for the motor drive circuit 51B by performing current feedback control that causes the value of the actual current supplied to the first system winding group N21 to follow the third current command value.

[0057] Motor drive circuit 51B basically has the same configuration as motor drive circuit 41B. Motor drive circuit 51B converts DC power supplied from DC power supply 60 into three-phase AC power based on a drive signal generated by first steering control circuit 51A. The three-phase AC power generated by motor drive circuit 42B is supplied to winding group N21 of the first system of steering motor 31 via power supply paths for each phase formed by bus bars, cables or the like. This causes winding group N21 of the first system to generate torque according to the third current command value.

[0058] Second steering control circuit 52A has basically the same configuration as first reaction force control circuit 41A. Second steering control circuit 52A calculates a target steering angle of steered wheels 15 based on steering angle θs detected by steering angle sensor 24. Steering control device 50 calculates steering angle θw based on stroke Xw of steered shaft 13 detected by stroke sensor 34. Second steering control circuit 52A calculates a target steering force to be generated in steering motor 31 by executing angle feedback control that causes steering angle θw calculated based on stroke Xw to follow the target steering angle, and calculates a fourth current command value for second system winding group N22 of steering motor 31 in accordance with the value of this calculated target steering force. However, fourth current command value is set to a value that is half (50%) of the amount of current required for steering motor 31 to generate the target steering force. The second steering control circuit 52A generates a drive signal for the motor drive circuit 52B by performing current feedback control that causes the value of the actual current supplied to the second system winding group N22 to follow the fourth current command value.

[0059] Motor drive circuit 52B basically has the same configuration as motor drive circuit 41B. Motor drive circuit 51B converts DC power supplied from DC power supply 60 into three-phase AC power based on a drive signal generated by second steering control circuit 52A. The three-phase AC power generated by motor drive circuit 52B is supplied to winding group N22 of the second system of steering motor 31 via power supply paths for each phase formed by bus bars, cables, or the like. This causes winding group N22 of the second system to generate torque according to the fourth current command value. Steering motor 31 generates torque which is the sum of the torque generated by winding group N21 of the first system and the torque generated by winding group N22 of the second system.

[0060] There is a master-slave relationship between the first circuit system 51 and the second circuit system 52 of the steering control device 50. In this case, for example, the first circuit system 51 functions as the master, and the second circuit system 52 functions as the slave.

[0061] <Communication path> Next, the internal communication paths of the reaction force control device 40 and the steering control device 50, and the communication path between the reaction force control device 40 and the steering control device 50 will be described.

[0062] As shown in FIG. 2, the first reaction force control circuit 41A and the second reaction force control circuit 42A exchange information with each other via a communication line L1. The information includes abnormality information about the first reaction force control circuit 41A, the second reaction force control circuit 42A, or the motor drive circuits 41B and 42B. The information also includes flag values ​​indicating various states. The first reaction force control circuit 41A and the second reaction force control circuit 42A cooperate to control the drive of the reaction force motor 21 based on the information exchanged between them.

[0063] The first steering control circuit 51A and the second steering control circuit 52A exchange information with each other via communication line L2. The information includes abnormality information of the first steering control circuit 51A, the second steering control circuit 52A, or the motor drive circuits 51B, 52B. The information also includes flag values ​​that indicate various states. The first steering control circuit 51A and the second steering control circuit 52A cooperate to control the drive of the steering motor 31 based on the information exchanged between them.

[0064] The first reaction force control circuit 41A and the first turning control circuit 51A exchange information with each other via communication line L3. The information includes abnormality information for the first reaction force control circuit 41A, the first turning control circuit 51A, and the motor drive circuits 41B, 51B. The information also includes flag values ​​indicating various states. The first reaction force control circuit 41A and the first turning control circuit 51A operate in cooperation with each other based on the information exchanged between them.

[0065] The second reaction force control circuit 42A and the second turning control circuit 52A exchange information with each other via communication line L4. The information includes abnormality information of the second reaction force control circuit 42A, the second turning control circuit 52A, or the motor drive circuits 42B, 52B. The information also includes flag values ​​indicating various states. The second reaction force control circuit 42A and the second turning control circuit 52A operate in cooperation with each other based on the information exchanged between them.

[0066] <Motor drive mode> Next, the drive modes of reaction force motor 21 and steering motor 31 will be described. The drive modes include cooperative drive mode, independent drive mode, and single-system drive mode. The cooperative drive mode corresponds to the first drive mode. The independent drive mode and single-system drive mode correspond to the second drive mode.

[0067] The cooperative drive mode is a normal drive mode in which first system circuits 41, 51 and second system circuits 42, 52 are operating normally. First system circuit 41 and second system circuit 42 share information such as command values ​​and limit values ​​with each other, and generate equal torque in both the first system winding group N11 and the second system winding group N12 of reaction force motor 21. First system circuit 51 and second system circuit 52 share information such as command values ​​and limit values ​​with each other, and generate equal torque in both the first system winding group N21 and the second system winding group N22 of steering motor 31.

[0068] In the case where there is a master-slave relationship between first system circuit 41 and second system circuit 42 of reaction force control device 40, when the cooperative drive mode is selected as the drive mode, the slave uses the command value calculated by the master to control the drive of reaction force motor 21. Also, in the case where there is a master-slave relationship between first system circuit 51 and second system circuit 52 of turning control device 50, when the cooperative drive mode is selected as the drive mode, the slave uses the command value calculated by the master to control the drive of turning motor 31.

[0069] The independent drive mode is a drive mode used when one of the four control circuits (41A, 42A, 51A, 52A) momentarily stops operating but the abnormality has not been determined and there is a possibility that normal operation will be restored. In the independent drive mode, for example, when there is a possibility that one control circuit whose operation has stopped will return to normal operation, the remaining three control circuits generate torque in their corresponding winding groups based on their own calculation results without using information from inter-system communication.

[0070] In the case where there is a master-slave relationship between the first system circuit 41 and the second system circuit 42 of the reaction force control device 40, when the independent drive mode is selected as the drive mode, the master-slave relationship between the first system circuit 41 and the second system circuit 42 is temporarily canceled. Also, in the case where there is a master-slave relationship between the first system circuit 51 and the second system circuit 52 of the turning control device 50, when the independent drive mode is selected as the drive mode, the master-slave relationship between the first system circuit 51 and the second system circuit 52 is temporarily canceled.

[0071] The single-system drive mode is a drive mode used when an abnormality is confirmed in one of the four control circuits (41A, 42A, 51A, 52A) and there is no possibility of returning to normal operation. For example, when an abnormality is confirmed in first system circuits 41, 51, torque is generated in reaction force motor 21 and steering motor 31 only by second system circuits 42, 52. When an abnormality is confirmed in second system circuits 42, 52, torque is generated in reaction force motor 21 and steering motor 31 only by first system circuits 41, 51.

[0072] In the case where there is a master-slave relationship between the first system circuit 41 and the second system circuit 42 of the reaction force control device 40, when the single-system drive mode is selected as the drive mode, the master-slave relationship between the first system circuit 41 and the second system circuit 42 is temporarily canceled. Also, in the case where there is a master-slave relationship between the first system circuit 51 and the second system circuit 52 of the turning control device 50, when the single-system drive mode is selected as the drive mode, the master-slave relationship between the first system circuit 51 and the second system circuit 52 is temporarily canceled.

[0073] Each control circuit (41A, 42A, 51A, 52A) controls driving of each motor (21, 31) in the cooperative drive mode during normal operation when no abnormality occurs. When the cooperative drive mode is selected as the drive mode and an abnormality determination condition is satisfied, each control circuit switches the drive mode from the cooperative drive mode to the independent drive mode. Furthermore, when the independent drive mode is selected as the drive mode and a return determination condition is satisfied before an abnormality is confirmed, each control circuit returns the drive mode from the independent drive mode to the cooperative drive mode. Furthermore, when the independent drive mode is selected as the drive mode and an abnormality determination condition is satisfied, each control circuit switches the drive mode from the independent drive mode to the single-system drive mode.

[0074] The abnormality includes, for example, a communication abnormality between systems, a communication abnormality within the same system, a deviation in command values ​​between systems, and a decrease in the current limit value, which are temporary and recoverable. The abnormality determination condition corresponds to a transition condition for transitioning the drive mode from the cooperative drive mode to the independent drive mode. The recovery determination condition corresponds to a recovery condition for returning the drive mode from the independent drive mode or the single-system drive mode to the cooperative drive mode.

[0075] <First Comparative Example of State Transition> Next, a first comparative example of the state transitions of each control circuit will be described. Here, a case where a communication abnormality occurs between first reaction force control circuit 41A and first turning control circuit 51A will be taken as an example of an abnormality that causes the drive mode to switch to the independent drive mode. However, communication between first reaction force control circuit 41A and second reaction force control circuit 42A is normal. Communication between first turning control circuit 51A and second turning control circuit 52A is also normal.

[0076] As shown in the time chart of FIG. 3, when a communication abnormality occurs between first reaction force control circuit 41A and first turning control circuit 51A (time T1) while controlling the drive of the motors (21, 31) in the cooperative drive mode, the control devices (41A, 42A, 51A, 52A) switch the drive mode as follows. That is, first reaction force control circuit 41A and first turning control circuit 51A switch their respective drive modes from the cooperative drive mode to the independent drive mode. Also, first reaction force control circuit 41A and first turning control circuit 51A switch the gain for the current command value calculated by each of them from "1x" during normal control to "0x."

[0077] The first current command value calculated by first reaction force control circuit 41A is multiplied by a gain of "0 times", so that the final first current command value becomes "0". Furthermore, the third current command value calculated by first turning control circuit 51A is multiplied by a gain of "0 times", so that the final third current command value also becomes "0". In other words, power supply to first system winding group N11 of reaction force motor 21 and first system winding group N21 of turning motor 31 is stopped. As a result, first system winding groups N11, N21 do not generate torque.

[0078] The second reaction force control circuit 42A recognizes that a communication abnormality has occurred in the first system via the first reaction force control circuit 41 A. The second turning control circuit 52A recognizes that a communication abnormality has occurred in the first system via the first turning control circuit 51A.

[0079] When second reaction force control circuit 42A and second turning control circuit 52A recognize that a communication abnormality has occurred in system 1, they switch their respective drive modes from cooperative drive mode to independent drive mode. Also, second reaction force control circuit 42A and second turning control circuit 52A switch the gain for the current command value they calculate from "1x" during normal control to "2x."

[0080] By multiplying the second current command value calculated by second reaction force control circuit 42A by the gain "double," the final second current command value becomes twice the normal value. Furthermore, by multiplying the fourth current command value calculated by second turning control circuit 52A by the gain "double," the final fourth current command value also becomes twice the normal value. That is, it becomes possible to supply twice the normal amount of power to second-system winding group N12 of reaction force motor 21 and second-system winding group N22 of turning motor 31. This allows second-system winding groups N12 and N22 to generate twice the normal amount of torque. This makes it possible to compensate for the decrease in torque generated by first-system winding groups N11 and N21 with the torque generated by second-system winding groups N12 and N22. However, depending on the product specifications, when the second current command value and the fourth current command value exceed a predetermined allowable range, these second current command value and the fourth current command value may be limited to a limit value that is set based on the limit value of the allowable range.

[0081] Here, when the drive of the motors (21, 31) is controlled in the independent drive mode by the second system, it is possible that the communication abnormality in the first system will be resolved before the communication abnormality in the first system is confirmed (time T2).

[0082] When predetermined return determination conditions are met, first reaction force control circuit 41A and first turning control circuit 51A of the abnormal system return the drive mode from independent drive mode to cooperative drive mode (time T3). The return determination conditions include that the communication abnormality between first reaction force control circuit 41A and first turning control circuit 51A has been resolved. Furthermore, when returning the drive mode from independent drive mode to cooperative drive mode, first reaction force control circuit 41A and first turning control circuit 51A of the abnormal system switch the gain for the current command value calculated by each from "0 times" during abnormality to "1 times" during normal control.

[0083] Accordingly, second reaction force control circuit 42A and second turning control circuit 52A of the normal system return the drive mode from independent drive mode to cooperative drive mode. Also, second reaction force control circuit 42A and second turning control circuit 52A switch the gain for the current command value they each calculate from "2x" during abnormality to "1x" during normal control. The drive modes are synchronized between first reaction force control circuit 41A and second reaction force control circuit 42A. The drive modes are synchronized between first turning control circuit 51A and second turning control circuit 52A.

[0084] However, depending on the recovery determination conditions, a situation may arise in which the drive mode cannot be restored from the independent drive mode to the cooperative drive mode even if the communication abnormality in the first system is resolved. For example, depending on product specifications, one of the recovery determination conditions may be set to "the steering wheel 11 is steered." In this case, even if the communication abnormality in the first system is resolved, the drive mode will not return to the cooperative drive mode unless the steering wheel 11 is steered. In other words, the drive mode will remain in the independent drive mode as long as the situation in which the steering wheel 11 is not steered continues.

[0085] The situation in which the steering wheel 11 is not steered includes, for example, a steering state when the vehicle is traveling straight and a steering state when the vehicle is turning steadily. Whether the steering wheel 11 is being steered is determined, for example, based on the steering torque Th.

[0086] <Second Comparative Example of State Transition> Next, a second comparative example of the state transitions of each control circuit will be described. Here, a case where a communication abnormality occurs between the first reaction force control circuit 41A and the second reaction force control circuit 42A will be taken as an example of an abnormality that causes the drive mode to switch to the independent drive mode. However, communication between the first reaction force control circuit 41A and the first turning control circuit 51A is normal. Communication between the first turning control circuit 51A and the second turning control circuit 52A is also normal.

[0087] 4, when a communication abnormality occurs between the first reaction force control circuit 41A and the second reaction force control circuit 42A (time T11) while the control devices (41A, 42A, 51A, 52A) are controlling the driving of the motors (21, 31) in the cooperative drive mode, the control devices (41A, 42A, 51A, 52A) switch their respective drive modes as follows: That is, the first reaction force control circuit 41A and the second reaction force control circuit 42A switch their respective drive modes from the cooperative drive mode to the independent drive mode.

[0088] However, the first reaction force control circuit 41A and the second reaction force control circuit 42A maintain the gain for the current command value they calculate at "1x" as in normal control. Therefore, the first current command value calculated by the first reaction force control circuit 41A becomes the final first current command value as is. Also, the second current command value calculated by the second reaction force control circuit 42A becomes the final second current command value as is. In other words, the same power as in normal control is supplied to the two winding groups N11 and N12 of the reaction force motor 21. Therefore, the winding groups N11 and N12 generate the same torque as in normal control.

[0089] First steering control circuit 51A recognizes a communication abnormality between first reaction force control circuit 41A and second reaction force control circuit 42A via first reaction force control circuit 41A. Second steering control circuit 52A recognizes a communication abnormality between first reaction force control circuit 41A and second reaction force control circuit 42A via first steering control circuit 51A. However, in this case, first steering control circuit 51A and second steering control circuit 52A maintain their respective drive modes in cooperative drive mode. Also, first steering control circuit 51A and second steering control circuit 52A maintain the gain for the current command value they calculate at "1x" which is the gain during normal control. In other words, the same power as during normal control is supplied to two winding groups N21 and N22 of steering motor 31. As a result, winding groups N21 and N22 generate the same torque as during normal control.

[0090] Here, when the first reaction force control circuit 41A and the second reaction force control circuit 42A are each controlling the drive of the reaction force motor 21 in independent drive mode, it is possible that the communication abnormality between the first reaction force control circuit 41A and the second reaction force control circuit 42A will be resolved before the communication abnormality is confirmed (time T12).

[0091] The first reaction force control circuit 41A and the second reaction force control circuit 42A return the drive mode from the independent drive mode to the cooperative drive mode (time T13) when predetermined return determination conditions are met. The return determination conditions include that the communication abnormality between the first reaction force control circuit 41A and the second reaction force control circuit 42A has been resolved.

[0092] However, depending on the return determination condition, a situation may arise in which the drive mode cannot be returned from the independent drive mode to the cooperative drive mode even if the communication abnormality between the first reaction force control circuit 41A and the second reaction force control circuit 42A is resolved. For example, depending on the product specifications, one of the return determination conditions may be set to "the steering wheel 11 is steered." In this case, even if the communication abnormality between the first reaction force control circuit 41A and the second reaction force control circuit 42A is resolved, the drive mode will not return to the cooperative drive mode unless the steering wheel 11 is steered. In other words, the drive mode will remain in the independent drive mode as long as the steering wheel 11 remains unsteered.

[0093] <Control circuit configuration> As mentioned above, depending on the items of the return determination conditions, if the abnormality is resolved before the abnormality is confirmed, it may not be possible to quickly return the drive mode from the independent drive mode to the cooperative drive mode. In this regard, depending on the product specifications, there may be cases where it is required that the drive mode be quickly returned from the independent drive mode to the cooperative drive mode if the abnormality is resolved before the abnormality is confirmed. Therefore, in this embodiment, the following configurations are adopted for the reaction force control device 40 and the steering control device 50.

[0094] There is a master-slave relationship between the first circuit system 41 and the second circuit system 42 of the reaction force control device 40. The first circuit system 41 is the master and the second circuit system 42 is the slave. There is also a master-slave relationship between the first circuit system 51 and the second circuit system 52 of the turning control device 50. The first circuit system 51 is the master and the second circuit system 52 is the slave.

[0095] As shown in FIG. 5( a ), the first reaction force control circuit 41 A has a controller 61 , a multiplier 62 , a limiting processor 63 , a multiplier 64 , a feedback controller 65 , and a multiplier 66 .

[0096] The controller 61 calculates a current command value I based on the steering torque Th. M_in * The multiplier 62 calculates the current command value I M_in * to the output gain G AM1 The current command value I M1 * The limiting processing unit 63 calculates the current command value I M1 * The current command value I M2 * The multiplier 64 calculates the current command value I after the limiting process. M2 * Gain G EM By multiplying by , the final current command value I for the winding group N11 of the reaction motor 21 is obtained. M_out * The feedback controller 65 calculates the final current command value I M_out * and the value of the current supplied to the winding group N11 of the reaction force motor 21. The multiplier 66 generates a drive signal for the motor drive circuit 41B so as to eliminate the difference between the current command value I M_in * to the output gain G AM2 The current command value I M3 * Calculate the following.

[0097] The second reaction force control circuit 42A has a controller 71, a multiplier 72, a multiplier 73, a multiplier 74, an adder 75, a selection processing unit 76, a limiting processing unit 77, a multiplier 78, and a feedback controller 79.

[0098] The controller 71 calculates a current command value I based on the steering torque Th. S_in * The multiplier 72 calculates the current command value I S_in * to the output gain G AS The current command value I S1 * The multiplier 73 multiplies the current command value I S1 * Distribution gain G S The current command value I S2 * The multiplier 74 multiplies the current command value I calculated by the multiplier 66 of the first reaction force control circuit 41A by M3 * Distribution gain G M The current command value I M4 * The adder 75 calculates the current command value I S2 * and the current command value I calculated by the multiplier 74. M4 * The current command value I S3 * Calculate the following.

[0099] The selection processing unit 76 selects the current command value I calculated by the multiplier 72 in accordance with the drive mode of the reaction force motor 21 determined by the controller 71. S1 * , and the current command value I calculated by the adder 75 S3 * Either one of these is used as the current command value I S4 * When the drive mode is the cooperative drive mode, the selection processing unit 76 selects the current command value I calculated by the adder 75 as S3 *is the current command value I S4 * When the drive mode is the independent drive mode, or when the drive mode is in the process of returning from the independent drive mode to the cooperative drive mode, the selection processing unit 76 selects the current command value I calculated by the multiplier 72 as S1 * is the current command value I S4 * Select as.

[0100] The limiting processing unit 77 limits the current command value I selected by the selection processing unit 76. S4 * The current command value I S5 * The multiplier 78 calculates the current command value I after the limiting process. S5 * Gain G ES The final current command value I for the winding group N12 of the reaction motor 21 is obtained by multiplying S_out * The feedback controller 79 calculates the final current command value I S_out * and the value of the current supplied to the winding group N12 of the reaction force motor 21, a drive signal for the motor drive circuit 42B is generated so as to eliminate the difference between them.

[0101] As shown by the thick arrow in FIG. 5(a), when the drive mode is the independent drive mode, the selection processing unit 76 of the second reaction force control circuit 42A selects the current command value I S4 * The current command value I calculated by the multiplier 72 is S1 * That is, the second reaction force control circuit 42A selects the current command value I calculated by the controller 61 of the first reaction force control circuit 41A. M_in * The final current command value I S_out * This is the state where the master-slave relationship between the first reaction force control circuit 41A and the second reaction force control circuit 42A is temporarily dissolved.

[0102] As shown by the thick arrow in FIG. 5(b), when the drive mode is the independent drive mode, if the return determination condition is met, the selection processing unit 76 selects the current command value I S4 * The current command value I calculated by the adder 75 is S3 * However, the second reaction force control circuit 42A selects the current command value I S_in * While gradually decreasing the usage rate of the current command value I M_in * Specifically, the second reaction force control circuit 42A gradually increases the usage rate of the current command value I S3 * The current command value I S2 * While gradually decreasing the ratio of the current command value I S3 * The current command value I M4 * The second reaction force control circuit 42A gradually increases the ratio of the current command value I calculated by the controller 61 of the first reaction force control circuit 41A. M_in * The current command value I based on M4 * is used to obtain the final current command value I S_out * In this embodiment, the return determination condition for transitioning the drive mode from the independent drive mode to the cooperative drive mode does not include any items related to the running state or steering state of the vehicle.

[0103] Incidentally, the multipliers 62, 66, and 72 each have an output gain G AM1 ,G AM2 ,G AS It is possible to change the value of these output gains G AM1 ,G AM2 ,G AS The value of the output gain G can be set in increments of 0.1 within the range of 0 to 2. AM1 ,G AM2By adjusting the value of M_in * It is possible to adjust the output gain G AS By adjusting the value of S_in * It is possible to adjust the

[0104] The multipliers 73 and 74 each have a distribution gain G S ,G M It is possible to change the value of the distribution gain G S ,G M The value of the distribution gain G can be set in increments of 0.1 within the range of 0 to 1. S ,G M The value of is set so that the sum of these is "1". S ,G M The value of is the current command value I calculated by the controller 61. M_in * and the current command value I calculated by the controller 71. S_in * The distribution gain G is a value that indicates the distribution ratio. S ,G M By adjusting the value of M_in * and the current command value I calculated by the controller 71. S_in * The distribution ratio can be adjusted by adjusting the current command value I S3 * This is in response to the above.

[0105] First steering control circuit 51A has a configuration basically similar to first reaction force control circuit 41A shown in FIGS. 5(a) and 5(b). Second steering control circuit 52A has a configuration basically similar to second reaction force control circuit 42A shown in FIGS. 5(a) and 5(b). Therefore, detailed explanations of the configurations of first steering control circuit 51A and second steering control circuit 52A will be omitted. However, first reaction force control circuit 41A will be read as first steering control circuit 51A, and second reaction force control circuit 42A will be read as second steering control circuit 52A. Also, first system winding group N11 will be read as winding group N21, and second system winding group N12 will be read as winding group N22. Also, motor drive circuit 41B will be read as motor drive circuit 51B, and motor drive circuit 42B will be read as motor drive circuit 52B.

[0106] <First pattern of state transition> Next, a first pattern of state transitions of each control circuit according to this embodiment will be described. Here, as an example of an abnormality that causes the drive mode to switch to the independent drive mode, a case where a communication abnormality occurs between first reaction force control circuit 41A and first turning control circuit 51A is taken as an example. However, communication between first reaction force control circuit 41A and second reaction force control circuit 42A is normal. Communication between first turning control circuit 51A and second turning control circuit 52A is also normal.

[0107] As shown in the time chart of FIG. 6, when a communication abnormality occurs between first reaction force control circuit 41A and first turning control circuit 51A (time T21) while controlling the drive of the motors (21, 31) in the cooperative drive mode, the control devices (41A, 42A, 51A, 52A) switch their respective drive modes as follows. That is, first reaction force control circuit 41A and first turning control circuit 51A switch their respective drive modes from the cooperative drive mode to the independent drive mode. Also, first reaction force control circuit 41A and first turning control circuit 51A switch the gain for the current command value calculated by each of them from "1x" during normal control to "0x."

[0108] However, the gains of first reaction force control circuit 41A and first turning control circuit 51A are the output gain G AM1 The gains of second reaction force control circuit 42A and second turning control circuit 52A correspond to the output gain G AS The first current command value corresponds to the current command value I calculated by the controller 61 of the first reaction force control circuit 41A. M_in * The second current command value corresponds to the current command value I calculated by the controller 71 of the second reaction force control circuit 42A. S_in * The third current command value corresponds to the current command value I calculated by the controller 61 of the first turning control circuit 51A. M_in * The fourth current command value corresponds to the current command value I calculated by the controller 71 of the second turning control circuit 52A. S_in * Corresponds to.

[0109] The first current command value calculated by first reaction force control circuit 41A is multiplied by a gain of "0 times", so that the final first current command value becomes "0". Furthermore, the third current command value calculated by first turning control circuit 51A is multiplied by a gain of "0 times", so that the final third current command value also becomes "0". In other words, power supply to first system winding group N11 of reaction force motor 21 and first system winding group N21 of turning motor 31 is stopped. As a result, first system winding groups N11, N21 do not generate torque.

[0110] The second reaction force control circuit 42A recognizes that a communication abnormality has occurred in the first system via the first reaction force control circuit 41 A. The second turning control circuit 52A recognizes that a communication abnormality has occurred in the first system via the first turning control circuit 51A.

[0111] When second reaction force control circuit 42A and second turning control circuit 52A recognize that a communication abnormality has occurred in system 1, they switch their respective drive modes from cooperative drive mode to independent drive mode. Also, second reaction force control circuit 42A and second turning control circuit 52A switch the gain for the current command value they calculate from "1x" during normal control to "2x."

[0112] By multiplying the second current command value calculated by second reaction force control circuit 42A by the gain "double," the final second current command value becomes twice the normal value. Furthermore, by multiplying the fourth current command value calculated by second turning control circuit 52A by the gain "double," the final fourth current command value also becomes twice the normal value. That is, it becomes possible to supply twice the normal amount of power to second-system winding group N12 of reaction force motor 21 and second-system winding group N22 of turning motor 31. This allows second-system winding groups N12 and N22 to generate twice the normal amount of torque. This makes it possible to compensate for the decrease in torque generated by first-system winding groups N11 and N21 with the torque generated by second-system winding groups N12 and N22. However, depending on the product specifications, when the second current command value and the fourth current command value exceed a predetermined allowable range, these second current command value and the fourth current command value may be limited to a limit value that is set based on the limit value of the allowable range.

[0113] Here, when the driving of the motors (21, 31) is controlled in the independent drive mode by the second system, it is possible that the communication abnormality in the first system will be resolved before the communication abnormality in the first system is confirmed.

[0114] The first reaction force control circuit 41A and the first steering control circuit 51A of the abnormal system return the drive mode from the independent drive mode to the cooperative drive mode when the abnormality is resolved before the abnormality is confirmed, that is, when the specified return determination condition is met (time T22).

[0115] Unlike the first and second comparative examples, the return determination condition does not include any items related to the vehicle's running state or steering state. Therefore, when the return determination condition is met before an abnormality is confirmed, first reaction force control circuit 41A and first turning control circuit 51A transition the drive mode from the independent drive mode to the cooperative drive mode regardless of the vehicle's running state or steering state.

[0116] When the restoration determination condition is met before the abnormality is confirmed, first reaction force control circuit 41A and first turning control circuit 51A of the abnormal system gradually change the gain value for the current command value calculated by each of them over time from "0 times" in the abnormal state to "1 times" in the normal control state, regardless of the vehicle's running state or steering state. When the gain value reaches "1 times" (time T23), restoration to the cooperative drive mode is completed. The gain value is maintained at "1" while the cooperative drive mode is selected as the drive mode.

[0117] Accordingly, second reaction force control circuit 42A and second turning control circuit 52A of the normal system also transition the drive mode from independent drive mode to cooperative drive mode, regardless of the vehicle's running state or steering state. Second reaction force control circuit 42A and second turning control circuit 52A also gradually change the gain for the current command value they calculate over time from "2x" during an abnormality to "1x" during normal control, regardless of the vehicle's running state or steering state. When the gain value reaches "1x" (time T23), the return to cooperative drive mode is complete. While cooperative drive mode is selected as the drive mode, the gain value is maintained at "1."

[0118] <Change in total current command value> Next, we will explain the change in the total current command value for the two systems when the drive mode returns from independent drive mode to cooperative drive mode. Here again, we will use a communication abnormality between first reaction force control circuit 41A and first turning control circuit 51A as an example of an abnormality that causes the drive mode to switch to independent drive mode. Furthermore, let us assume that the current command value corresponding to the maximum output of reaction force motor 21 and turning motor 31, i.e., the maximum torque that reaction force motor 21 and turning motor 31 can generate, is "100." Note that there is a master-slave relationship between first reaction force control circuit 41A and second reaction force control circuit 42A. First reaction force control circuit 41A is the master, and second reaction force control circuit 42A is the slave. There is also a master-slave relationship between first turning control circuit 51A and second turning control circuit 52A. First turning control circuit 51A is the master, and second turning control circuit 52A is the slave.

[0119] As shown in FIG. 7(a), during the period until the drive mode is completely returned from the independent drive mode to the cooperative drive mode, the current command value I M_in * The limit value used by the limiting processing unit 63 is maintained at "100" until the drive mode is completely returned from the independent drive mode to the cooperative drive mode. EM is maintained at "0.5".

[0120] As shown in FIG. 7(a), during the period until the drive mode is completely returned from the independent drive mode to the cooperative drive mode, the current command value I S_in * The limit value used by the limiting processing unit 77 is maintained at "100" until the drive mode is completely returned from the independent drive mode to the cooperative drive mode. ES is maintained at "0.5".

[0121] Now, when the independent drive mode is selected as the drive mode, the output gain G AM1 is "0", output gain GAM2 is "2". Therefore, the final current command value I M_out * becomes "0". Also, when the independent drive mode is selected as the drive mode, the output gain G AS is "2", distribution gain G M is "0", and the distribution gain G S is "1". Therefore, the final current command value I S_out * becomes "50". That is, the current command value I S_in * Output gain G to "100" AS By multiplying by "2", the current command value I S1 * becomes "200". This current command value I S1 * is limited to "100" by the limiting process performed by the limiting process unit 77. S5 * Gain G EM By multiplying by "0.5", the final current command value I S_out * becomes "50". Therefore, as shown in FIGS. 7(a) and 7(b), the total current command value for the reaction force motor 21 becomes "50".

[0122] When the independent drive mode is selected as the drive mode, the establishment of the return determination condition triggers the determination of the final current command value I M_out * is gradually increased toward "50", which is the value during normal control. Specifically, when the independent drive mode is selected as the drive mode, the output gain G AM1 The value of increases from "0" to "1" in increments of "0.1", while the output gain G AM2 The value of decreases from "2" to "1" in increments of "0.1". Therefore, the final current command value I M_out * increases in increments of "5".

[0123] For example, the current command value I of the first reaction force control circuit 41A as the master (M) M_in * , and the current command value I of the second reaction force control circuit 42A as the slave (S) S_in * When the distribution ratio of the total current command value for the reaction motor 21 is "1:9", the output gain G AM1 The value of is "0.1", and the output gain G AM2 The value of is "1.9". At this time, the final current command value I M_out * becomes "5". Also, the output gain G AS The value of is "1.9", and the distribution gain G M The value of is "0.1", and the distribution gain G S The value of is "0.9". At this time, the final current command value I S_out * becomes "50." Therefore, as shown in FIGS. 7(a) and 7(b), the total current command value for reaction force motor 21 becomes "55."

[0124] When the distribution ratio of the total current command value for the reaction force motor 21 to the first reaction force control circuit 41A and the second reaction force control circuit 42A is "9:1", the output gain G AM1 The value of is "0.9", and the output gain G AM2 The value of is "1.1". At this time, the final current command value I for the winding group N11 of the reaction force motor 21 is M_out * The output gain G AS The value of is "1.1", and the distribution gain G M The value of is "0.9", and the distribution gain G S The value of is "0.1". At this time, the final current command value I S_out * becomes "50." Therefore, as shown in FIGS. 7(a) and 7(b), the total current command value for reaction force motor 21 becomes "95."

[0125] When the return to the cooperative drive mode is complete, the output gain G AM1 The value of is "1", and the output gain G AM2 The value of is "1". At this time, the final current command value I M_out * becomes "50". Also, the output gain G AS The value of is "1", and the distribution gain G M The value of is "1", and the distribution gain G S The value of is "0". At this time, the final current command value I S_out * becomes "50." Therefore, as shown in FIGS. 7(a) and 7(b), the total current command value for the reaction force motor 21 becomes "100."

[0126] As shown in the graph of FIG. 8(a), when the recovery determination condition is met, the output gain G AM1 The value of increases gradually from "0" to "1", while the output gain G AM2 The value of is gradually decreased from "2" to "1". As a result, the final current command value I M_out * The value of gradually increases from "0" to "50". When the drive mode returns from the independent drive mode to the cooperative drive mode, the final current command value I M_out * The value of does not change suddenly.

[0127] As shown in the graph of FIG. 8(b), when the recovery determination condition is met, the output gain G AS The value of gradually decreases from "2" to "1". Also, when the recovery determination condition is met, the distribution gain G M The value of gradually increases from "0" to "1". Also, when the recovery determination condition is met, the distribution gain G S The value of the current command value I M_in* The distribution ratio of the current command value I S_in * Therefore, when the drive mode returns from the independent drive mode to the cooperative drive mode, the current command value I M_in * and the current command value I S_in * Even if the values ​​are different, the final current command value I for the winding group N12 of the reaction force motor 21 is S_out * The value of does not change suddenly.

[0128] First turning control circuit 51A basically operates in the same manner as first reaction force control circuit 41A. Second turning control circuit 52A basically operates in the same manner as second reaction force control circuit 42A.

[0129] <Second pattern of state transition> Next, a second pattern of state transitions of each control circuit according to this embodiment will be described. Here, a case where a communication abnormality occurs between first reaction force control circuit 41A and second reaction force control circuit 42A is taken as an example of an abnormality that causes the drive mode to switch to the independent drive mode. However, communication between first reaction force control circuit 41A and first turning control circuit 51A is normal. Communication between first turning control circuit 51A and second turning control circuit 52A is also normal.

[0130] 9, when a communication abnormality occurs between the first reaction force control circuit 41A and the second reaction force control circuit 42A (time T31) while the control devices (41A, 42A, 51A, 52A) are controlling the driving of the motors (21, 31) in the cooperative drive mode, the control devices (41A, 42A, 51A, 52A) switch their respective drive modes as follows: That is, the first reaction force control circuit 41A and the second reaction force control circuit 42A switch their respective drive modes from the cooperative drive mode to the independent drive mode.

[0131] However, the first reaction force control circuit 41A and the second reaction force control circuit 42A each calculate a gain (=output gain GAM1 ,G AM2 ,G AS ) is maintained at "1x" that during normal control. Therefore, the same power as during normal control is supplied to the two winding groups N11 and N12 of the reaction force motor 21. Therefore, the winding groups N11 and N12 generate the same torque as during normal control.

[0132] The first turning control circuit 51A recognizes a communication abnormality between the first reaction force control circuit 41A and the second reaction force control circuit 42A via the first reaction force control circuit 41A. The second turning control circuit 52A recognizes a communication abnormality between the first reaction force control circuit 41A and the second reaction force control circuit 42A via the first turning control circuit 51A. In this case, however, the first turning control circuit 51A and the second turning control circuit 52A maintain their respective drive modes in the cooperative drive mode. Furthermore, the first turning control circuit 51A and the second turning control circuit 52A maintain the gain (= output gain G AM1 ,G AM2 ,G AS ) is maintained at "1x" during normal control. That is, the same power as during normal control is supplied to the two winding groups N21, N22 of steering motor 31. As a result, winding groups N21, N22 generate the same torque as during normal control.

[0133] When the drive mode is switched from the cooperative drive mode to the independent drive mode, the second reaction force control circuit 42A controls the gain (=distribution gain G M ,G S The second reaction force control circuit 42A changes the value of the current command value I M_in * Distribution gain G M The second reaction force control circuit 42A switches the value of the current command value I calculated by the controller 71 from "1" to "0." S_in * Distribution gain G S The value of is switched from "0" to "1." Second turning control circuit 52A operates in the same manner as second reaction force control circuit 42A.

[0134] When the abnormality is resolved before the abnormality is confirmed, that is, when the predetermined return determination condition is met (time T32), first reaction force control circuit 41A and second reaction force control circuit 42A start to return the drive mode from the independent drive mode to the cooperative drive mode regardless of the vehicle's running state or steering state. Also, second reaction force control circuit 42A and second turning control circuit 52A control the gain (= distribution gain G M ,G S ) is gradually changed towards the normal value. M The value of gradually increases from "0" to "1", while the distribution gain G S The value of decreases gradually from "1" to "0." The same applies to first turning control circuit 51A and second turning control circuit 52A. Eventually, the return to the cooperative drive mode is completed (time T33).

[0135] <Third pattern of state transition> Next, a third pattern of state transitions of each control circuit according to this embodiment will be described. Here, a case where a communication abnormality between first reaction force control circuit 41A and first turning control circuit 51A is confirmed will be taken as an example of an abnormality that causes the drive mode to switch to the single-system drive mode. However, communication between first reaction force control circuit 41A and second reaction force control circuit 42A is normal. Communication between first turning control circuit 51A and second turning control circuit 52A is also normal.

[0136] As shown in the time chart of FIG. 10, when the control devices (41A, 42A, 51A, 52A) are controlling the driving of the motors (21, 31) in the cooperative drive mode, and an abnormality in the first system is confirmed (time T41), the control devices (41A, 42A, 51A, 52A) switch their drive modes as follows. That is, first reaction force control circuit 41A and first turning control circuit 51A stop their respective operations. The drive mode is a non-assist mode in which no torque is generated in winding group N11 of reaction force motor 21 and winding group N21 of turning motor 31. In addition, first reaction force control circuit 41A and first turning control circuit 51A change the gain (=output gain G) for the current command value calculated by each of them. AM1 ,G AM2 ,G AS ) value is maintained at "1x" during normal control.

[0137] The second reaction force control circuit 42A recognizes that an abnormality in the first system has been confirmed via the first reaction force control circuit 41 A. The second turning control circuit 52A recognizes that an abnormality in the first system has been confirmed via the first turning control circuit 51A.

[0138] When it is recognized that an abnormality in the first system has been confirmed, second reaction force control circuit 42A and second turning control circuit 52A switch their respective drive modes from the cooperative drive mode to the single-system drive mode. Also, second reaction force control circuit 42A and second turning control circuit 52A change the gain (= output gain G AS ) value is maintained at "1x" during normal control.

[0139] As a result, the same power as during normal control is supplied to the winding group N12 of the second system of reaction force motor 21. Therefore, the winding group N12 of the second system generates the same torque as during normal control. Also, the same power as during normal control is supplied to the winding group N22 of the second system of steered motor 31. Therefore, the winding group N22 of the second system generates the same torque as during normal control.

[0140] When the drive mode is switched from the cooperative drive mode to the single-system drive mode, the second reaction force control circuit 42A controls the gain (=distribution gain G M ,G S The second reaction force control circuit 42A changes the value of the current command value I M_in * Distribution gain G M The second reaction force control circuit 42A switches the value of the current command value I calculated by the controller 71 from "1" to "0." S_in * Distribution gain G S The value of is switched from "0" to "1." Second turning control circuit 52A operates in the same manner as second reaction force control circuit 42A.

[0141] When the abnormality is resolved and the return determination condition is met (time T42), first reaction force control circuit 41A and first turning control circuit 51A of the abnormal system start to return to the cooperative drive mode regardless of the running state or steering state of the vehicle. Also, second reaction force control circuit 42A and second turning control circuit 52A start to return to the cooperative drive mode regardless of the running state or steering state of the vehicle, similar to the first pattern shown in the graph of FIG. 8(b) above. M ,G S ) is gradually changed towards the normal value. M The value of gradually increases from "0" to "1", while the distribution gain G S The value of decreases gradually from "1" to "0." The same applies to first turning control circuit 51A and second turning control circuit 52A. Eventually, the return to the cooperative drive mode is completed (time T43).

[0142] In addition, when the abnormality in the first system is resolved and the recovery determination condition is met, the second reaction force control circuit 42A and the second steering control circuit 52A of the second system, which is the normal system, return the drive mode from the single-system drive mode to the cooperative drive mode.

[0143] <Effects of the first embodiment> Therefore, according to the first embodiment, the following effects can be obtained. (1) When the abnormality that led to the independent drive mode is resolved, the drive mode immediately begins to return from the independent drive mode to the cooperative drive mode regardless of the vehicle's running state or steering state. Therefore, when the abnormality that led to the independent drive mode is resolved, the drive mode can be quickly returned from the independent drive mode to the cooperative drive mode.

[0144] (2) When returning from the independent drive mode to the cooperative drive mode, the current command value (=I M_in * ,I S_in * ) to the gain (= output gain G AM1 ,G AM2 ,G AS ) value is gradually changed towards the normal value. Therefore, the final current command value (=I M_out * ,I S_out * ) can be suppressed. Therefore, it is possible to suppress the occurrence of torque fluctuations in reaction force motor 21 or steering motor 31. It is possible to maintain and improve the steering feel for the driver.

[0145] (3) When returning from the independent drive mode to the cooperative drive mode, the current command value (I M_in * ) and the current command value of the second system (=I S_in * ) and the gain (= distribution gain G M ,G S ) is gradually changed to the normal value. Therefore, when the drive mode is returned from the independent drive mode to the cooperative drive mode, the current command value (=I M_in * ) and the current command value of the second system (=I S_in * ) is different from the final current command value (=I M_out * ,I S_out * ) can be suppressed.

[0146] <Second embodiment> Next, a second embodiment in which the vehicle control device is embodied in an electric power steering device will be described. Note that the same reference numerals are used to designate the same components as those in the first embodiment, and detailed descriptions thereof will be omitted.

[0147] The electric power steering device is configured by mechanically connecting steering wheel 11 and steered wheels 15 shown in Fig. 1 above. That is, steering shaft 12, pinion shaft 33 and steered shaft 13 function as a power transmission path between steering wheel 11 and steered wheels 15. When steering wheel 11 is steered, steered shaft 13 moves linearly, thereby changing the steered angle θw of steered wheels 15.

[0148] The electric power steering device has an assist motor and an assist control device. The assist motor is provided in the same position as reaction motor 21 or steering motor 31 shown in FIG. 1 above. The assist motor generates an assist force to assist the operation of steering wheel 11. The assist force is a torque in the same direction as the steering direction of steering wheel 11. The assist control device controls the drive of the assist motor, which is the object of control.

[0149] As shown in FIG. 11, the assist motor 70 has a first winding group N31 and a second winding group N32. The assist control device 80 has a first system circuit 81. The first system circuit 81 has a first assist control circuit 81A and a motor drive circuit 81B. The first assist control circuit 81A controls the power supply to the winding group N31 of the first system. The first assist control circuit 81A generates a drive signal for the motor drive circuit 81B based on the steering torque Th detected via the torque sensor 23.

[0150] The motor drive circuit 81B converts the DC power supplied from the DC power supply 60 into three-phase AC power based on the drive signal generated by the first assist control circuit 81A. The three-phase AC power generated by the motor drive circuit 81B is supplied to the first system winding group N31 of the assist motor 70 via power supply paths for each phase, which are formed by bus bars, cables, or the like.

[0151] The assist control device 80 has a second system circuit 82. The second system circuit 82 has a second assist control circuit 82A and a motor drive circuit 82B. The second assist control circuit 82A controls the power supply to the winding group N32 of the second system. The second assist control circuit 82A generates a drive signal for the motor drive circuit 82B based on the steering torque Th detected via the torque sensor 23.

[0152] The motor drive circuit 82B converts the DC power supplied from the DC power supply 60 into three-phase AC power based on a drive signal generated by the second assist control circuit 82A. The three-phase AC power generated by the motor drive circuit 82B is supplied to the second system winding group N32 of the assist motor 70 via power supply paths for each phase, which are formed by bus bars, cables, or the like.

[0153] The first assist control circuit 81A and the second assist control circuit 82A exchange information with each other via a communication line. The information includes abnormality information about the first assist control circuit 81A, the second assist control circuit 82A, or the motor drive circuits 81B, 82B. The information also includes the values ​​of various flags. The first assist control circuit 81A and the second assist control circuit 82A cooperate to control the drive of the assist motor 70 based on the information exchanged between them.

[0154] First assist control circuit 81A has basically the same configuration as first reaction force control circuit 41A or first turning control circuit 51A shown in Figures 5(a) and 5(b). Second assist control circuit 82A has basically the same configuration as second reaction force control circuit 42A or second turning control circuit 52A shown in Figures 5(a) and 5(b). First assist control circuit 81A and second assist control circuit 82A control drive of the assist motor in one of the drive modes of cooperative drive mode, independent drive mode, and single-system drive mode, just like the control circuits (41A, 42A, 51A, 52A) in the first embodiment.

[0155] If a communication abnormality occurs between the first assist control circuit 81A and the second assist control circuit 82A, causing the drive mode to switch to the independent drive mode, the first assist control circuit 81A and the second assist control circuit 82A will operate in the same manner as the first reaction force control circuit 41A and the second reaction force control circuit 42A in the first embodiment shown in Figure 9.

[0156] When an abnormality in the first system is confirmed as an abnormality that switches the drive mode to single-system drive mode, the first assist control circuit 81A and the second assist control circuit 82A perform the same operation as the first reaction force control circuit 41A and the second reaction force control circuit 42A in the first embodiment shown in Figure 10.

[0157] Therefore, according to the second embodiment, it is possible to obtain the same effects as those (1) to (3) of the first embodiment. <Other embodiments> The first and second embodiments may be modified as follows.

[0158] The limiting processors 63 and 77 may change their respective limiting values ​​depending on the drive mode. The limiting values ​​can be adjusted between a first limiting value and a second limiting value. The second limiting value is set to a value smaller than the first limiting value. When the drive mode is the independent drive mode, the limiting processors 63 and 77 set their respective limiting values ​​to the first limiting value. When the drive mode is switched from the independent drive mode to the cooperative drive mode, the limiting processors 63 and 77 set their respective limiting values ​​to the second limiting value. However, the limiting processors 63 and 77 gradually change the limiting values ​​from the first limiting value to the second limiting value. In this way, it is possible to suppress abrupt changes in the current command value and change the current command value more smoothly.

[0159] In the first embodiment, the vehicle control device is embodied in a steer-by-wire steering device, and in the second embodiment, the vehicle control device is embodied in an electric power steering device, but the vehicle control device may also be embodied in, for example, an electric door mirror device that opens and closes in conjunction with door locks. It is possible to embody the present invention in any motor control device that has redundant control circuits and motor drive circuits. [Explanation of symbols]

[0160] 11...Steering wheel 15...Steering wheel 21...Reaction motor 31...Steering motor 41A...First reaction force control circuit 42A...Second reaction force control circuit 51A...First steering control circuit 52A...Second steering control circuit 63,77...Restriction processing section 70...Assist motor 81A...First assist control circuit 82A...Second assist control circuit N11: Winding group of the first reaction motor N12: Second winding group of reaction motor N21: First winding group of steering motor N22: Second winding group of steering motor N31: Assist motor first system winding group N32: Second winding group of assist motor

Claims

1. a plurality of control circuits that calculate current command values ​​according to torque to be generated in a motor having a plurality of winding groups, and that independently control power supply to the plurality of winding groups based on the calculated current command values; The control circuits of the plurality of systems have a master-slave relationship, a first driving mode in which power supply to the winding group of the own system is controlled using a current command value calculated by the control circuit as a master; a second driving mode in which the current command value calculated by the self-driving system is adjusted and power supply to the winding group of the self-driving system is controlled based on the adjusted current command value; The control circuits of the plurality of systems transition the drive mode from the first drive mode to the second drive mode when a predetermined transition condition is met, and when a predetermined return condition is met in a state in which the drive mode has been transitioned to the second drive mode, the drive control device is configured to gradually change the current command value of its own system toward the current command value before the adjustment while maintaining the second drive mode, and complete return from the second drive mode to the first drive mode when the current command value of its own system reaches the current command value before the adjustment, The vehicle control device, wherein the return condition does not include any item related to the running state or steering state of the vehicle.

2. The control circuit as a slave multiplies the current command value calculated by itself and the current command value calculated by the control circuit as a master by a distribution gain that specifies a distribution ratio that is set individually, and calculates a current command value for its own system by adding up the results of these multiplications; 2. The vehicle control device according to claim 1, wherein, when the return condition is satisfied in a state in which the control circuit has transitioned to the second drive mode, the control circuit as a slave gradually decreases a value of the distribution gain for the current command value calculated by itself, and gradually increases a value of the distribution gain for the current command value calculated by the control circuit as a master.

3. The control circuits of the plurality of systems are capable of adjusting their own current command values ​​by multiplying the current command values ​​calculated by themselves by output gains that are individually set, When the drive mode is transitioned from the first drive mode to the second drive mode, the control circuits of the plurality of systems set the value of the output gain for the current command value thereof to a value smaller or larger than that in the first drive mode, 3. The vehicle control device according to claim 1, wherein when the return condition is satisfied in a state in which the control circuits have transitioned to the second drive mode, the control circuits of the plurality of systems gradually change the value of the output gain for their own current command value toward the value of the output gain in the first drive mode.

4. When an abnormality occurs in any one of the plurality of systems, the control circuit of the plurality of systems transitions the drive mode from the first drive mode to the second drive mode, and 4. The vehicle control device according to claim 3, wherein the output gain for the current command value of the control circuit of the abnormal system is set to a value smaller than that in the first drive mode, while the value of the output gain for the current command value of the control circuit of the normal system is set to a value larger than that in the first drive mode.

5. 5. The vehicle control device according to claim 1, wherein the control circuits of the plurality of systems each have a limiting processing unit that limits each current command value to a value within a predetermined allowable range.

6. the limiting processing unit has a limiting value that is set based on a limiting value of the allowable range, and is capable of adjusting the limiting value between a first limiting value and a second limiting value that is smaller than the first limiting value, the limiting processing unit sets the second limiting value as the limiting value when the drive mode is the first drive mode, and sets the first limiting value as the limiting value when the drive mode is the second drive mode; 6. The vehicle control device according to claim 5, wherein the limiting processing unit gradually changes the limit value from the first limit value to the second limit value when the drive mode transitions from the second drive mode to the first drive mode.

7. The motor a reaction motor having two winding groups and generating a steering reaction force to be applied to a steering wheel whose power transmission is separated from that of the steered wheels of the vehicle; a steering motor having two winding groups and generating a steering force for steering the steered wheels of a vehicle, The plurality of control circuits include: a first reaction force control circuit that controls power supply to a first system of windings of the reaction force motor; a second reaction force control circuit that controls power supply to a second system of windings of the reaction force motor; a first steering control circuit that controls power supply to a first system of windings of the steering motor; a second steering control circuit that controls power supply to a second system of windings of the steering motor; Including, The vehicle control device according to any one of claims 1 to 6, wherein the plurality of control circuits transition the drive mode from the first drive mode to the second drive mode when an abnormality occurs in communication between the first reaction force control circuit and the first steering control circuit.

8. the motor is an assist motor that generates an assist force to assist in the operation of the steering wheel, the assist motor has a first winding group and a second winding group, the plurality of control circuits include a first assist control circuit that controls power supply to the first system of winding groups, and a second assist control circuit that controls power supply to the second system of winding groups; A vehicle control device as described in any one of claims 1 to 6, wherein the plurality of control circuits transition the drive mode from the first drive mode to the second drive mode when an abnormality occurs in communication between the first assist control circuit and the second assist control circuit.

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