Steering control system

Abstract

According to the present invention, a steering control system includes a motor control device that performs drive control of an electric motor of a steering device and is connected to a steering torque detection unit that detects steering torque applied to a steering member, an integrated control device that performs integrated control of a plurality of control devices that include the motor control device and respectively control a plurality of onboard systems, and a plurality of detection devices that are connected to the integrated control device. The integrated control device includes a manual steering command value calculation unit that calculates a manual steering command value on the basis of steering torque applied from the motor control device and information obtained from a detection signal from at least one of the plurality of detection devices and an automatic steering command value calculation unit that calculates an automatic steering command value for driving assistance. The motor control device controls the electric motor on the basis of an integrated angle command value calculated from the manual steering command value and the automatic steering command value.

Description

Steering Control System

[0001] The present disclosure relates to a steering control system for controlling an electric motor of a steering device.

[0002] Japanese Patent Application Laid-Open No. 2003-144222 discloses a motor control ECU (motor control device) that includes a manual steering command value generating unit, an integrated angle command value calculating unit, and a control unit.

[0003] The manual steering command value generation unit generates a manual steering command value based on a detection signal provided from the torque sensor to the motor control ECU. The integrated angle command value calculation unit calculates an integrated angle command value by adding the manual steering command value to an automatic steering command value provided from a higher-level ECU (overall control device). The control unit controls the electric motor of the steering device based on the integrated angle command value. The electric motor of the steering device is an electric motor for applying driving force to a steering mechanism that steers the steered wheels.

[0004] A plurality of detecting devices are connected to the host ECU. When it is necessary to calculate a manual steering command value using information obtained from a detection signal of at least one of the detecting devices connected to the host ECU, the information needs to be transmitted from the host ECU to the motor control ECU, which increases the load on the communication bus between the host ECU and the motor control ECU.

[0005] Japanese Patent Application Laid-Open No. 2019-194059

[0006] The object of the present disclosure is to provide a steering control system that can suppress an increase in the communication bus load between the overall control device and the motor control device when calculating a manual steering command value using information obtained from the detection signal of at least one of multiple detection devices connected to the overall control device.

[0007] One embodiment of the present disclosure provides a steering control system comprising: a motor control device for drive control of an electric motor of a steering device, the motor control device being connected to a steering torque detection unit that detects steering torque applied to a steering member; a plurality of control devices that control each of a plurality of in-vehicle systems, the plurality of control devices including the motor control device being an overall control device that overall controls the plurality of control devices; and a plurality of detection devices connected to the overall control device; the overall control device including: a manual steering command value calculation unit that calculates a manual steering command value based on the steering torque applied from the motor control device and information obtained from a detection signal of at least one of the plurality of detection devices; and an automatic steering command value calculation unit that calculates an automatic steering command value for driving assistance; and the motor control device controls the electric motor based on an integrated angle command value calculated from the manual steering command value and the automatic steering command value.

[0008] In this configuration, when a manual steering command value is calculated using information obtained from the detection signal of at least one of the multiple detection devices connected to the overall control device, the communication bus load between the overall control device and the motor control device can be prevented from becoming too high.

[0009] The above and other objects, features, and advantages of the present disclosure will become apparent from the following description of the embodiments with reference to the accompanying drawings.

[0010] Fig. 1 is a schematic diagram showing an electric power steering device and a steering control system that controls an electric motor in the electric power steering device. Fig. 2 is a block diagram for explaining the electrical configuration of an overall control ECU. Fig. 3 is a diagram showing a lateral deviation e Ｌ Target virtual spring reaction force T ｔｂ，ｄ (e Ｌ ) is a graph showing an example of setting. FIG. 4 is a schematic diagram showing an example of a reference EPS model. FIG. 5 is a block diagram showing the configuration of a manual steering command value calculation unit. FIG. 6 is a block diagram for explaining the electrical configuration of a motor control ECU. FIG. 7 is a graph showing an example of setting a torsion bar torque T ｔｂ Assist torque command value T ａｓ8 is a graph showing an example of setting of the angle control unit.

[0011] [Description of an embodiment of the present disclosure] One embodiment of the present disclosure is a steering control system including: a motor control device for drive control of an electric motor of a steering device, the motor control device being connected to a steering torque detection unit that detects steering torque applied to a steering member; a plurality of control devices that control each of a plurality of in-vehicle systems, the central control device centralizing control of the plurality of control devices including the motor control device; and a plurality of detection devices connected to the central control device; the central control device including: a manual steering command value calculation unit that calculates a manual steering command value based on the steering torque applied from the motor control device and information obtained from a detection signal of at least one of the plurality of detection devices; and an automatic steering command value calculation unit that calculates an automatic steering command value for driving assistance; and the motor control device controls the electric motor based on an integrated angle command value calculated from the manual steering command value and the automatic steering command value.

[0012] In this configuration, when a manual steering command value is calculated using information obtained from the detection signal of at least one of the multiple detection devices connected to the overall control device, the communication bus load between the overall control device and the motor control device can be prevented from becoming too high.

[0013] In one embodiment of the present disclosure, the integrated control device includes an integrated angle command value calculation unit that calculates the integrated angle command value by adding the manual steering command value to the automatic steering command value.

[0014] In one embodiment of the present disclosure, the manual steering command value generation unit is configured to calculate the manual steering command value by using an equation of motion of a reference model of the steering device.

[0015] DETAILED DESCRIPTION OF EMBODIMENTS OF THE PRESENT DISCLOSURE Hereinafter, embodiments of the present disclosure will be described in detail with reference to the accompanying drawings.

[0016] FIG. 1 is a schematic diagram showing an electric power steering device 1 and a steering control system that controls an electric motor in the electric power steering device 1.

[0017] The electric power steering device 1 includes a steering wheel (handle) 2 as a steering member for steering the vehicle, a steering mechanism 4 that steers steered wheels 3 in conjunction with the rotation of the steering wheel 2, a steering assist mechanism 5 that assists the driver in steering, and a motor control ECU 202. The steering wheel 2 and the steering mechanism 4 are mechanically connected via a steering shaft 6 and an intermediate shaft 7.

[0018] The steering shaft 6 includes an input shaft 8 connected to the steering wheel 2 and an output shaft 9 connected to the intermediate shaft 7. The input shaft 8 and the output shaft 9 are connected via a torsion bar 10 so as to be capable of relative rotation.

[0019] A torque sensor 12 is disposed near the torsion bar 10. The torque sensor 12 detects the torsion bar torque (steering torque) T applied to the steering wheel 2 based on the amount of relative rotational displacement between the input shaft 8 and the output shaft 9. ｔｂ In this embodiment, the torsion bar torque T ｔｂ For example, the torque for steering left is detected as a positive value, and the torque for steering right is detected as a negative value. The larger the absolute value of the torque, the greater the torsion bar torque T ｔｂ The torque sensor 12 is an example of a "steering torque detection unit" in the present disclosure.

[0020] The steering mechanism 4 is made up of a rack-and-pinion mechanism including a pinion shaft 13 and a rack shaft 14 as a steering shaft. The steered wheels 3 are connected to each end of the rack shaft 14 via tie rods 15 and knuckle arms (not shown). The pinion shaft 13 is connected to the intermediate shaft 7. The pinion shaft 13 rotates in conjunction with the steering of the steering wheel 2. A pinion 16 is connected to the tip of the pinion shaft 13.

[0021] The rack shaft 14 extends linearly in the left-right direction of the vehicle. A rack 17 that meshes with the pinion 16 is formed in the axial middle of the rack shaft 14. The pinion 16 and the rack 17 convert the rotation of the pinion shaft 13 into axial movement of the rack shaft 14. By moving the rack shaft 14 in the axial direction, the steered wheels 3 can be steered.

[0022] When the steering wheel 2 is steered (rotated), this rotation is transmitted to the pinion shaft 13 via the steering shaft 6 and the intermediate shaft 7. The rotation of the pinion shaft 13 is then converted into axial movement of the rack shaft 14 by the pinion 16 and the rack 17. As a result, the steered wheels 3 are steered.

[0023] The steering assist mechanism 5 includes an electric motor 18 for generating a steering assist force (assist torque), and a reducer 19 for amplifying the output torque of the electric motor 18 and transmitting it to the steering mechanism 4. The reducer 19 is made up of a worm gear mechanism including a worm gear 20 and a worm wheel 21 that meshes with the worm gear 20. The reducer 19 is housed in a gear housing 22 that serves as a transmission mechanism housing.

[0024] In the following description, the reduction ratio (gear ratio) of the reducer 19 is represented by N. The reduction ratio N is expressed as a function of the worm wheel angle θ, which is the rotation angle of the worm wheel 21. ｗｗ The worm gear angle θ is the rotation angle of the worm gear 20 relative to the ｗｇ The ratio (θ ｗｇ / θ ｗｗ ) is defined as

[0025] The worm gear 20 is rotationally driven by the electric motor 18. The worm wheel 21 is coupled to the output shaft 9 so as to be rotatable integrally therewith. The electric motor 18 is an example of the "electric motor of the steering device" in this disclosure.

[0026] When the worm gear 20 is rotationally driven by the electric motor 18, the worm wheel 21 is rotationally driven, and motor torque is applied to the steering shaft 6, causing the steering shaft 6 (output shaft 9) to rotate. The rotation of the steering shaft 6 is then transmitted to the pinion shaft 13 via the intermediate shaft 7. The rotation of the pinion shaft 13 is converted into axial movement of the rack shaft 14, thereby turning the steered wheels 3. In other words, by rotating the worm gear 20 with the electric motor 18, steering assistance by the electric motor 18 and steering of the steered wheels 3 become possible. The electric motor 18 is provided with a rotation angle sensor 23 for detecting the rotation angle of the rotor of the electric motor 18.

[0027] The torque applied to the output shaft 9 (an example of a drive target of the electric motor 18) includes a motor torque by the electric motor 18 and a disturbance torque T ｌｃ Disturbance torque other than the motor torque T ｌｃ Torsion bar torque T ｔｂ , road reaction torque (road load torque) T ｒｌ , friction torque T ｆ etc. are included.

[0028] Torsion bar torque T ｔｂ is the torque applied to the output shaft 9 from the steering wheel 2 side by the force applied to the steering wheel 2 by the driver, the force generated by steering inertia, etc.

[0029] Road reaction torque T ｒｌ is the torque applied to the output shaft 9 from the steered wheels 3 side via the rack shaft 14 due to the self-aligning torque generated in the tire, the force generated by the suspension and tire-wheel alignment, the frictional force of the rack-and-pinion mechanism, etc.

[0030] The electric motor 18 is controlled by a motor control ECU 202. The motor control ECU 202 is an example of a "motor control device" in the present disclosure.

[0031] The vehicle is equipped with a CCD (Charge Coupled Device) camera 25 that captures images of the road ahead in the direction of travel of the vehicle, a GPS (Global Positioning System) 26 for detecting the vehicle's position, a radar 27 for detecting road shapes and obstacles, a vehicle speed sensor 28 for detecting the vehicle speed, and a map information memory 29 that stores map information. The vehicle is also equipped with two mode switches 31 and 32 for manually switching the steering mode.

[0032] As will be described later, the steering modes include a manual steering mode in which steering is performed by manual driving, and a cooperative steering mode in which steering based on both manual driving and automatic driving is possible.

[0033] The CCD camera 25, the GPS 26, the radar 27, the vehicle speed sensor 28, the map information memory 29, and the mode switches 31 and 32 are connected to the overall control ECU 201. ｔｂ is provided to the overall control ECU 201 via the motor control ECU 202. The overall control ECU 201 is an example of an “overall control device” in the present disclosure. A steering control system for controlling the electric motor 18 includes the motor control ECU 202 and the overall control ECU 201.

[0034] The overall control ECU 201 is an ECU for overall control of a plurality of control devices that control a plurality of on-board systems. The plurality of control devices that control the plurality of on-board systems includes a motor control ECU 202. The plurality of control devices that control the plurality of on-board systems may also include a brake control ECU, an engine control ECU, etc. In addition to the detection devices 25 to 28, such as the CCD camera 25, the GPS 26, the radar 27, and the vehicle speed sensor 28, one or more detection devices of different types may also be connected to the overall control ECU 201.

[0035] Fig. 2 is a block diagram showing a part of the configuration of the overall control ECU 201. In Fig. 2, only the configuration of the overall control ECU 201 related to the control of the motor control ECU 202 is shown.

[0036] The overall control ECU 201 is composed of a microcomputer. The microcomputer has a CPU and memory (ROM, RAM, non-volatile memory, etc.), and functions as a plurality of functional processing units by executing a predetermined program. The plurality of functional processing units includes a steering mode signal generation unit 101, a lateral deviation / automatic steering command value calculation unit 102, a target virtual spring reaction force setting unit 103, a manual steering command value calculation unit 104, and an integrated angle command value calculation unit 105.

[0037] The steering mode signal generation unit 101 generates a steering mode signal S , which indicates whether the steering mode (driving mode) is a manual steering mode (manual driving mode) or a cooperative steering mode (driving assistance mode), based on the operation of the first mode switch 31 and the second mode switch 32. ｍｏｄｅ Generate.

[0038] Specifically, when the first mode switch 31 is turned on by the driver, the overall control ECU 201 outputs a steering mode signal S ｍｏｄｅ On the other hand, when the second mode switch 32 is turned on by the driver, the overall control ECU 201 generates a steering mode signal S ｍｏｄｅ Generate.

[0039] The lateral deviation / automatic steering command value calculation unit 102 recognizes the surrounding environment, estimates the vehicle's position, plans a route, etc. based on information obtained from the CCD camera 25, GPS 26, radar 27, and vehicle speed sensor 28, as well as map information, and determines the control target values ​​for the steering and drive actuators.

[0040] Then, the lateral deviation / automatic steering command value calculation unit 102 calculates the lateral deviation e Ｌ and calculates the automatic steering command value θ for automatic steering (driving assistance control). ａｄ Calculate the following.

[0041] In this embodiment, the lateral deviation e Ｌis the distance from the currently set target driving line (lane center line) to the vehicle's reference position (hereinafter referred to as the "vehicle reference position"). The vehicle reference position is set at a predetermined position in the center of the vehicle's width.

[0042] In this embodiment, the lateral deviation e Ｌ is 0 (e Ｌ = 0), and when the vehicle reference position is on the left side of the target driving line in the direction of travel, it becomes a positive value (e Ｌ >0), and when the vehicle reference position is on the right side of the target driving line in the direction of travel, it becomes a negative value (e Ｌ <0).

[0043] The automatic steering control is, for example, a control for driving the vehicle along a target driving line. ａｄ is a target value of the steering angle for automatically driving the vehicle along the target driving line. The automatic steering control may be, for example, lane keeping assist (LKA) control that assists steering so that the vehicle stays within the driving lane, lane centering assist (LCA) control that assists steering so that the vehicle drives in the center of the driving lane, or the like.

[0044] In this embodiment, the automatic steering command value θ ａｄ is expressed as the amount of rotation (rotation angle) of the output shaft 9 from the neutral position, and the amount of rotation from the neutral position in the left steering direction is expressed as a positive value, and the amount of rotation from the neutral position in the right steering direction is expressed as a negative value. ａｄ is, for example, the vehicle speed, the lateral deviation e from the target driving line (lane center line), Ｌ and the yaw deviation of the vehicle relative to the target driving line. ａｄ The process of setting the value is well known, so a detailed description will be omitted here.

[0045] The lateral deviation e calculated by the lateral deviation / automatic steering command value calculation unit 102 Ｌ is given to the target virtual spring reaction force setting unit 103. The automatic steering command value θ calculated by the lateral deviation / automatic steering command value calculation unit 102 ａｄis given to the integrated angle command value calculation unit 105.

[0046] The target virtual spring reaction force setting unit 103 calculates the lateral deviation e Ｌ Based on this, the target virtual spring reaction force T ｔｂ，ｄ (e Ｌ ) to set the

[0047] FIG. 3 shows the lateral deviation e Ｌ Target virtual spring reaction force T ｔｂ，ｄ (e Ｌ ) is a graph showing an example of setting.

[0048] Lateral deviation e Ｌ Ga-e Ｌ，ｓ (However, e Ｌ，ｓ >0) to e Ｌ，ｓ In the range up to ｔｂ，ｄ (e Ｌ ) is -T ｔｂ，ｄ，ｓ (However, T ｔｂ，ｄ，ｓ >0) to T ｔｂ，ｄ，ｓ Until, lateral deviation e Ｌ In this example, the target virtual spring reaction force T ｔｂ，ｄ (e Ｌ ) varies linearly, but may vary nonlinearly. In this example, e Ｌ，ｓ is set to a predetermined value that is greater than zero and less than half the width of the driving lane.

[0049] Lateral deviation e Ｌ Gae Ｌ，ｓ From e Ｌ，ｍ (However, e Ｌ，ｍ >e Ｌ，ｓ ) in the range up to the target virtual spring reaction force T ｔｂ，ｄ (e Ｌ ) is T ｔｂ，ｄ，ｓ From T ｔｂ，ｄ，ｍ (However, T ｔｂ，ｄ，ｍ >T ｔｂ，ｄ，ｓ ) until the lateral deviation e Ｌ The larger the lateral deviation e is, the larger the Ｌ Gae Ｌ，ｓ From e Ｌ，ｍ In the range up to lateral deviation e Ｌ Ga-e Ｌ，ｓ From e Ｌ，ｓ Compared with the range up to the target virtual spring reaction force Tｔｂ，ｄ (e Ｌ In this example, the slope of the line representing the target virtual spring reaction force T ｔｂ，ｄ (e Ｌ ) changes linearly, but may change nonlinearly. Ｌ Gae Ｌ，ｍ In the larger range, the target virtual spring reaction force T ｔｂ，ｄ (e Ｌ ) is T ｔｂ，ｄ，ｍ is set to.

[0050] Lateral deviation e Ｌ Ga-e Ｌ，ｓ From -e Ｌ，ｍ (However, -e Ｌ，ｍ <-e Ｌ，ｓ ) in the range up to the target virtual spring reaction force T ｔｂ，ｄ (e Ｌ ) is -T ｔｂ，ｄ，ｓ From -T ｔｂ，ｄ，ｍ (However, -T ｔｂ，ｄ，ｍ <-T ｔｂ，ｄ，ｓ ) until the lateral deviation e Ｌ The smaller the lateral deviation e, the smaller the Ｌ Ga-e Ｌ，ｓ From -e Ｌ，ｍ In the range up to lateral deviation e Ｌ Ga-e Ｌ，ｓ From e Ｌ，ｓ Compared with the range up to the target virtual spring reaction force T ｔｂ，ｄ (e Ｌ In this example, the slope of the line representing the target virtual spring reaction force T ｔｂ，ｄ (e Ｌ ) changes linearly, but may change nonlinearly. Ｌ Ga-e Ｌ，ｍ In a smaller range, the target virtual spring reaction force T ｔｂ，ｄ (e Ｌ ) is -T ｔｂ，ｄ，ｍ is set to.

[0051] The target virtual spring reaction force T set by the target virtual spring reaction force setting unit 103 ｔｂ，ｄ (e Ｌ ) is given to the manual steering command value calculation unit 104.

[0052] The manual steering command value calculation unit 104 basically calculates the steering angle (more precisely, the rotation angle θ of the output shaft 9) corresponding to the steering wheel operation when the driver operates the steering wheel 2 in the cooperative steering mode. ｃ ) is the manual steering command value θ ｍｄ It is provided to set as.

[0053] The manual steering command value calculation unit 104 calculates the torsion bar torque T ｔｂ and a manual steering command value θ based on information obtained from a detection signal of at least one of the plurality of detection devices connected to the overall control ECU 201. ｍｄ In this embodiment, the manual steering command value calculation unit 104 calculates the torsion bar torque T ｔｂ and the target virtual spring reaction force T set by the target virtual spring reaction force setting unit 103. ｔｂ，ｄ (e Ｌ ) and the manual steering command value θ ｍｄ Generate.

[0054] The manual steering command value calculation unit 104 will be described in detail below.

[0055] First, the manual steering command value θ generated by the manual steering command value generating unit described in Patent Document 1 ｍｄ This section explains how to set this up.

[0056] The manual steering command value generating unit described in Patent Document 1 is provided in a motor control ECU. The manual steering command value generating unit calculates a manual steering command value θ using the reference EPS model shown in FIG. ｍｄ The reference EPS model in FIG. 4 is an example of the "reference model of the steering device" of the present disclosure.

[0057] This reference EPS model is a single inertia model including a lower column. The lower column corresponds to the output shaft 9 and the worm wheel 21. However, this model is only an example, and an inertia model including a configuration other than the above (for example, a rack shaft 14) may also be used. In FIG. 4, J ｍｄis the inertia of the lower column (hereinafter referred to as "column inertia"), and θ ｃｏｌ is the rotation angle of the lower column, and T ｔｂ is the torsion bar torque. ｔｂ , torque N·T acting on the output shaft 9 from the electric motor 18 ｍ and road reaction torque (virtual reaction force) T ｒｌ is given.

[0058] Road reaction torque T ｒｌ is the spring constant k of the virtual spring ｍｄ and the viscous damping coefficient c of the virtual damper ｍｄ Using the above, it is expressed by the following equation (1).

[0059]

[0060] Spring constant k ｍｄ and the viscous damping coefficient c ｍｄ is previously determined by, for example, experiments, analysis, etc. ｍｄ ・θ ｃｏｌ is called the virtual spring reaction force, and c ｍｄ (dθ ｃｏｌ / dt) is sometimes called a virtual damper reaction force.

[0061] The equation of motion of the reference EPS model is expressed by the following equation (2).

[0062]

[0063] In formula (2), J ｍｄ ・d ２ θ ｃｏｌ / dt ２ is the inertia torque acting on the lower column.

[0064] The manual steering command value generating unit is T ｔｂ The torsion bar torque T detected by the torque sensor 12 ｔｂ Substituting, T ｍ The assist torque command value T is set by the assist torque command value setting unit 51 (see FIG. 6) in the motor control ECU 202. ａｓ By substituting the above and solving the differential equation (2), the rotation angle θ of the lower column is obtained. ｃｏｌThen, the manual steering command value generating unit calculates the obtained rotation angle θ of the lower column. ｃｏｌ The manual steering command value θ ｍｄ In this way, the manual steering command value θ ｍｄ The method of setting is called the comparison method.

[0065] The equation of motion in equation (2) is T ｍ T ａｓ and θ ｃｏｌ θ ｍｄ is equivalent to the equation of motion in which

[0066] In the comparative method, the spring constant k of the virtual spring is used as the virtual spring reaction force. ｍｄ Low Column J ｍｄ Rotation angle θ ｃｏｌ (Manual steering command value θ ｍｄ ) is used. Therefore, the spring constant k ｍｄ Even if a value corresponding to the lateral position of the vehicle reference position is used as the virtual spring reaction force, it is not possible to set a torque corresponding to the lateral position of the vehicle reference position as the virtual spring reaction force. ｍｄ ・θ ｃｏｌ (= k ｍｄ ・θ ｍｄ ) is a reaction force that is left to chance.

[0067] In this embodiment, unlike the comparison method, the manual steering command value calculation unit 104 is provided in the overall control ECU 201. Also, the manual steering command value calculation unit 104 calculates the manual steering command value θ based on a motion equation different from that used in the comparison method. ｍｄ Calculate the following.

[0068] The manual steering command value calculation unit 104 calculates the manual steering command value θ using the equation of motion (2) of the reference EPS model described above. ｍｄ Specifically, in this embodiment, the manual steering command value calculation unit 104 calculates the manual steering command value θ based on the equation of motion obtained by modifying the equation of motion (2) of the reference EPS model described above. ｍｄ Calculate the following.

[0069] FIG. 5 is a block diagram showing the configuration of the manual steering command value calculation unit 104.

[0070] In FIG. ｍｄ is the column inertia. s is the differential operator and 1 / s corresponds to the integrator. θ ｍｄ is the manual steering command value, and the rotation angle θ of the lower column in the comparison method ｃｏｌ Equivalent to: ｍｄ is the viscous damping coefficient of the virtual damper, which is obtained in advance by experiment, analysis, etc.

[0071] The manual steering command value calculation unit 104 includes an addition / subtraction unit 111 , an inertia division unit 112 , a first integration unit 113 , a second integration unit 114 , and a virtual damper reaction force calculation unit 115 .

[0072] The addition / subtraction unit 111 receives the torsion bar torque T ｔｂ and the target virtual spring reaction force T ｔｂ，ｄ (e Ｌ ) and the virtual damper reaction force c given by the virtual damper reaction force calculation unit 115 ｍｄ ・dθ ｍｄ / dt is input.

[0073] The addition / subtraction unit 111 calculates the torsion bar torque T ｔｂ From the above, the target virtual spring reaction force T ｔｂ，ｄ (e Ｌ ) and virtual damper reaction force c ｍｄ ・dθ ｍｄ As a result, the adder / subtractor 111 subtracts J on the left side of the equation (2). ｍｄ ・d ２ θ ｃｏｌ / dt ２ The inertial torque J corresponds to ｍｄ ・d ２ θ ｍｄ / dt ２ (=T ｔｂ -c ｍｄ ・dθ ｍｄ / dt-T ｔｂ，ｄ (e Ｌ )) is calculated.

[0074] The inertia division unit 112 calculates the inertia torque J calculated by the addition / subtraction unit 111. ｍｄ ・d ２ θ ｍｄ / dt ２ The column inertia J ｍｄBy dividing by , the manual steering command value θ ｍｄ The second derivative d ２ θ ｍｄ / dt ２ Calculate the following.

[0075] The first integration unit 113 calculates the manual steering command value θ ｍｄ The second derivative d ２ θ ｍｄ / dt ２ By integrating the manual steering command value θ ｍｄ The first derivative dθ ｍｄ / dt is calculated.

[0076] The second integration unit 114 calculates the manual steering command value θ ｍｄ The first derivative dθ ｍｄ By integrating / dt, the manual steering command value θ ｍｄ This manual steering command value θ ｍｄ is output from the manual steering command value calculation unit 104.

[0077] The virtual damper reaction force calculation unit 115 calculates the manual steering command value θ ｍｄ The first derivative dθ ｍｄ / dt with viscous damping coefficient c ｍｄ By multiplying by ｍｄ ・dθ ｍｄ / dt is calculated. This virtual damper reaction force c ｍｄ ・dθ ｍｄ / dt is fed back to the addition / subtraction unit 111 .

[0078] That is, the manual steering command value calculation unit 104 calculates the manual steering command value θ based on the equation of motion shown in the following equation (3). ｍｄ Calculate the following.

[0079]

[0080] In formula (3), J ｍｄ ・d ２ θ ｍｄ / dt ２ is the inertia torque. ｍｄ ・dθ ｍｄ / dt is the virtual damper reaction force. ｔｂ，ｄ (e Ｌ) is the target virtual spring reaction force.

[0081] In this embodiment, the manual steering command value calculation unit 104 calculates the N·T ｍ (=N.T. ａｓ ) is set to 0, and the virtual spring reaction force k θ in the equation of motion of the above equation (2) is ｍｄ As a result, the lateral deviation e Ｌ Target virtual spring reaction force T according to ｔｂ，ｄ (e Ｌ ) to obtain the manual steering command value θ ｍｄ Calculate the following.

[0082] The overall control ECU 201 may also be provided with an assist torque command value setting unit similar to an assist torque command value setting unit 51 (see FIG. 6) described later. ａｓ By multiplying this by the reduction ratio N, we get N・T ａｓ Calculate the obtained N.T. ａｓ In this case, the addition / subtraction unit 111 calculates the torsion bar torque T ｔｂ N.T. ａｓ From the sum of these values, the virtual damper reaction force c ｍｄ ・dθ ｍｄ / dt and target virtual spring reaction force T ｔｂ，ｄ (e Ｌ In this case, the manual steering command value calculation unit 104 subtracts N·T from the right side of the equation (3). ａｓ Based on the equation of motion to which is added, the manual steering command value θ ｍｄ The following calculation is performed.

[0083] The manual steering command value θ calculated by the manual steering command value calculation unit 104 ｍｄ is given to the integrated angle command value calculation unit 105 (see FIG. 2).

[0084] The integrated angle command value calculation unit 105 calculates the automatic steering command value θ ａｄ Manual steering command value θ ｍｄ By adding ｃｍｄ Calculate the following.

[0085] The integrated angle command value θ calculated by the integrated angle command value calculation unit 105 ｃｍｄ and the steering mode signal S generated by the steering mode signal generating unit 101. ｍｏｄｅ is given to the motor control ECU 202 via the in-vehicle network. ｔｂ The output signal of the rotation angle sensor 23 is input to the motor control ECU 202. The motor control ECU 202 controls the electric motor 18 based on these input signals and information provided by the overall control ECU 201.

[0086] FIG. 6 is a block diagram for explaining the electrical configuration of the motor control ECU 202.

[0087] The motor control ECU 202 includes a microcomputer 50, a drive circuit (inverter circuit) 41 controlled by the microcomputer 50 to supply power to the electric motor 18, and a current (hereinafter, "motor current I ｍ and a current detection circuit 42 for detecting the current.

[0088] The microcomputer 50 includes a CPU and memory (ROM, RAM, non-volatile memory, etc.), and executes a predetermined program to function as a plurality of functional processing sections, including an assist torque command value setting section 51, an angle control section 52, a first switch 53, a second switch 54, an adder 55, and a torque control section (current control section) 56.

[0089] The assist torque command value setting unit 51 sets the assist torque command value T ａｓ The assist torque command value setting unit 51 sets the torsion bar torque T ｔｂ Based on this, the assist torque command value T ａｓ Set.

[0090] FIG. 7 shows the torsion bar torque T ｔｂ Assist torque command value T ａｓ10 is a graph showing an example of setting the

[0091] Assist torque command value T ａｓ is set to a positive value when the electric motor 18 is to generate a steering assist force for steering to the left, and is set to a negative value when the electric motor 18 is to generate a steering assist force for steering to the right. ａｓ is the torsion bar torque T ｔｂ The torsion bar torque T ｔｂ The assist torque command value T ａｓ is the torsion bar torque T ｔｂ The larger the absolute value of , the larger the absolute value is set.

[0092] The assist torque command value setting unit 51 calculates the torsion bar torque T ｔｂ is multiplied by a preset constant to obtain the assist torque command value T ａｓ The assist torque command value T ａｓ may be set taking into consideration the vehicle speed.

[0093] The angle control unit 52 receives an integrated angle command value θ ｃｍｄ Based on this, the integrated motor torque command value T ｃｏｍ The angle control unit 52 will be described in detail later.

[0094] The first switch 53 and the second switch 54 are connected to the steering mode signal S ｍｏｄｅ Specifically, the steering mode signal S indicates that the steering mode is the manual steering mode. ｍｏｄｅ is input, the first switch 53 is turned on and the second switch 54 is turned off.

[0095] On the other hand, the steering mode signal S ｍｏｄｅ is input, the first switch 53 is turned off and the second switch 54 is turned on.

[0096] When the first switch 53 is in the ON state and the second switch 54 is in the OFF state, the adder 55 calculates the assist torque command value T ａｓ , the motor torque command value T ｍ，ｃｍｄ (=T ａｓ On the other hand, when the second switch 54 is in the ON state and the first switch 53 is in the OFF state, the adder 55 outputs the integrated motor torque command value T ｃｏｍ is the motor torque command value T ｍ，ｃｍｄ (=T ｃｏｍ ) is output.

[0097] The motor torque command value T ｍ，ｃｍｄ is given to the torque control section 56.

[0098] The torque control unit 56 controls the motor torque of the electric motor 18 to be equal to the motor torque command value T ｍ，ｃｍｄ The drive circuit 41 is driven so that the torque control unit 56 approaches the motor torque command value T ｍ，ｃｍｄ The torque control unit 56 calculates a current command value by dividing the motor current I detected by the current detection circuit 42. ｍ Feedback control is performed so that the current command value approaches the reference value.

[0099] FIG. 8 is a block diagram showing the configuration of the angle control unit 52.

[0100] The angle control unit 52 calculates an integrated angle command value θ ｃｍｄ Based on this, the integrated motor torque command value T ｃｏｍ The angle control unit 52 includes a low-pass filter (LPF) 61, a feedback control unit 62, a feedforward control unit 63, a disturbance torque estimating unit 64, a torque adding unit 65, a disturbance torque compensating unit 66, a first reduction ratio dividing unit 67, a reduction ratio multiplying unit 68, a rotation angle calculating unit 69, and a second reduction ratio dividing unit 70.

[0101] The reduction ratio multiplication unit 68 multiplies the motor torque command value T ｍ，ｃｍｄ is multiplied by the reduction ratio N of the reducer 19 to obtain the motor torque command value T ｍ，ｃｍｄ is the output shaft torque command value N·T acting on the output shaft 9 (worm wheel 21). ｍ，ｃｍｄ Convert to.

[0102] The rotation angle calculation unit 69 calculates the rotor rotation angle θ of the electric motor 18 based on the output signal of the rotation angle sensor 23. ｍ The second reduction ratio division unit 70 calculates the rotor rotation angle θ calculated by the rotation angle calculation unit 69. ｍ By dividing by the reduction ratio N, the rotor rotation angle θ ｍ The rotation angle (actual steering angle) θ of the output shaft 9 ｃ Convert to.

[0103] In this embodiment, the actual steering angle θ ｃ is expressed as the amount of rotation (rotation angle) of the output shaft 9 from the neutral position, and the amount of rotation from the neutral position in the left steering direction is expressed as a positive value, and the amount of rotation from the neutral position in the right steering direction is expressed as a negative value.

[0104] The low-pass filter 61 calculates the integrated angle command value θ ｃｍｄ The integrated angle command value θ after low-pass filtering is ｃｍｄｌ is given to the feedback control section 62 and the feedforward control section 63. The low-pass filter 61 does not have to be provided.

[0105] The feedback control unit 62 converts the steering angle estimated value ^θ calculated by the disturbance torque estimating unit 64 into an integrated angle command value θ after low-pass filtering. ｃｍｄｌ The feedback control unit 62 includes an angle deviation calculation unit 62A and a PD control unit 62B. The angle deviation calculation unit 62A calculates an integrated angle command value θ ｃｍｄｌ and the estimated steering angle ^θ ｃ Deviation Δθ (= θ ｃｍｄｌ -^θ ｃ ) is calculated. The angle deviation calculation unit 62A calculates the integrated angle command value θ ｃｍｄｌ and the actual steering angle θ calculated by the second reduction ratio division unit 70.ｃ deviation from (θ ｃｍｄｌ -θ ｃ ) may be calculated as the angle deviation Δθ.

[0106] The PD control unit 62B performs a PD calculation (proportional differential calculation) on the angle deviation Δθ calculated by the angle deviation calculation unit 62A, thereby obtaining a feedback control torque T ｆｂ The feedback control torque T ｆｂ is given to the torque adder 65.

[0107] The feedforward control unit 63 is provided to compensate for a delay in response due to the inertia of the electric power steering device 1, thereby improving the response of the control. The feedforward control unit 63 includes an angular acceleration calculation unit 63A and an inertia multiplication unit 63B. The angular acceleration calculation unit 63A calculates an integrated angle command value θ ｃｍｄｌ By differentiating twice, the target angular acceleration d ２ θ ｃｍｄｌ / dt ２ Calculate the following.

[0108] The inertia multiplication unit 63B multiplies the target angular acceleration d calculated by the angular acceleration calculation unit 63A by ２ θ ｃｍｄｌ / dt ２ is multiplied by the inertia J of the electric power steering device 1 to obtain the feedforward control torque T ｆｆ (=J.d ２ θ ｃｍｄｌ / dt ２ The inertia J is calculated from, for example, a physical model (not shown) of the electric power steering device 1. The feedforward control torque T ｆｆ is given to the torque adder 65 as an inertia compensation value.

[0109] The torque adder 65 calculates the feedback control torque T ｆｂ The feedforward control torque T ｆｆ By adding ｆｂ +T ｆｆ ) is calculated.

[0110] The disturbance torque estimating section 64 is provided to estimate a nonlinear torque (disturbance torque: torque other than motor torque) that occurs as a disturbance in the plant (the object driven by the electric motor 18). The disturbance torque estimating section 64 estimates the output shaft torque command value N·T ｍ，ｃｍｄ and the actual steering angle θ ｃ Based on this, the disturbance torque (disturbance load) T ｌｃ , steering angle θ and steering angle differential value (angular velocity) dθ ｃ / dt is estimated. ｌｃ and steering angle θ ｃ The estimated values ​​of ^T ｌｃ and ^θ ｃ It is expressed as:

[0111] As the disturbance torque estimating unit 64, for example, the disturbance torque estimating unit (64) shown in Figures 6 and 8 of Japanese Patent Application Laid-Open No. 2019-194059 (Patent Document 1) can be used. However, in Figures 6 and 8 of Japanese Patent Application Laid-Open No. 2019-194059, the actual steering angle is θ ｃ It is indicated by θ instead of θ.

[0112] The disturbance torque estimated value ^T calculated by the disturbance torque estimator 64 ｌｃ is given to the disturbance torque compensator 66 as a disturbance torque compensation value. The steering angle estimated value ^θ calculated by the disturbance torque estimator 64 ｃ is given to the angle deviation calculation unit 62A.

[0113] The disturbance torque compensator 66 calculates the basic torque command value (T ｆｂ +T ｆｆ ) to the estimated disturbance torque value ^T ｌｃ By subtracting ｃｏ (=T ｆｂ +T ｆｆ -^T ｌｃ ) is calculated. As a result, the integrated torque command value T ｃｏ (torque command value for the output shaft 9) is obtained.

[0114] Integrated torque command value T ｃｏ is given to the first reduction ratio division unit 67. The first reduction ratio division unit 67 calculates the integrated torque command value T ｃｏis divided by the reduction ratio N to obtain the integrated motor torque command value T ｃｏｍ (torque command value for the electric motor 18). This integrated motor torque command value T ｃｏｍ is applied to the second switch 54 (see FIG. 6).

[0115] The operation of this embodiment will be described below with reference to FIGS.

[0116] In this embodiment, the manual steering mode is when the assist torque command value T ａｓ The cooperative steering mode refers to a steering mode in which the electric motor 18 is controlled based only on the automatic steering command value θ ａｄ and manual steering command value θ ｍｄ The integrated angle command value θ ｃｍｄ This refers to a steering mode in which the electric motor 18 is controlled based on the steering angle.

[0117] When the steering mode is set to the manual steering mode, the first switch 53 is turned on and the second switch 54 is turned off. When the steering mode is set to the cooperative steering mode, the first switch 53 is turned off and the second switch 54 is turned on. In other words, in this embodiment, the driver can switch the steering mode between the manual steering mode and the cooperative steering mode by operating the mode switches 31 and 32.

[0118] Although the steering mode is switched by the mode switches 31 and 32, the overall control ECU 201 may switch the steering mode in accordance with an ON / OFF signal of the driving assistance function or the automatic driving function, obstacles, the driver's state, driver operations such as accelerator and brake, and the running state of the vehicle. In this case, the overall control ECU 201 may generate a mode setting signal in accordance with an ON / OFF signal of the driving assistance function or the automatic driving function, obstacles, the driver's state, driver operations such as accelerator and brake, and the running state of the vehicle, and provide the signal to the motor control ECU 202.

[0119] In this embodiment, the integrated angle command value θ ｃｍｄ and a cooperative steering mode in which the electric motor 18 can be controlled based on the assist torque command value Tａｓ This allows switching between a manual steering mode in which the electric motor 18 can be controlled based only on the steering angle.

[0120] That is, the integrated angle command value θ ｃｍｄ In the electric power steering device 1 that can control the electric motor 18 based on the assist torque command value T ａｓ Therefore, the electric motor 18 can be controlled based only on the above.

[0121] In this embodiment, in the manual steering mode, the assist torque command value T ａｓ Since the electric motor 18 is controlled based only on the road surface reaction torque, the driver can receive the actual road surface reaction torque.

[0122] In this embodiment, in the cooperative steering mode, the manual steering command value calculation unit 104 calculates the virtual spring reaction force k·θ in the equation of motion of the above-mentioned formula (2). ｍｄ As a result, the lateral deviation e Ｌ Target virtual spring reaction force T according to ｔｂ，ｄ (e Ｌ ) to obtain the manual steering command value θ ｍｄ As a result, in the cooperative steering mode, the lateral deviation e Ｌ This allows the driver to easily recognize the distance from the center of the lane or the distance to the lane.

[0123] In this embodiment, the integrated angle command value θ ｃｍｄ Based on the basic torque command value (T ｆｂ +T ｆｆ ) is calculated, and the disturbance torque estimated value ^T calculated by the disturbance torque estimating unit 64 ｌｃ The basic torque command value (T ｆｂ +T ｆｆ ) is corrected, the effect of disturbance torque on angle control performance can be suppressed, thereby realizing highly accurate angle control.

[0124] In this embodiment, the manual steering command value calculation unit 104 is provided not in the motor control ECU 202 but in the overall control ECU 201. As a result, the manual steering command value θ is calculated using information obtained from a detection signal of at least one of the multiple detection devices connected to the overall control ECU 201. ｍｄ When calculating the above, it is possible to prevent the load on the communication bus between the overall control ECU 201 and the motor control ECU 202 from increasing.

[0125] This point will be described in detail below. In this embodiment, the lateral deviation e is calculated based on the detection signals of the detection devices such as the CCD camera 25, the GPS 26, the radar 27, and the vehicle speed sensor 28. Ｌ (or target virtual spring reaction force T ｔｂ，ｄ (e Ｌ The manual steering command value calculation unit 104 calculates the lateral deviation e Ｌ (or target virtual spring reaction force T ｔｂ，ｄ (e Ｌ ) and the torsion bar torque T given by the motor control ECU 202 ｔｂ Based on this, the manual steering command value θ ｍｄ is calculated.

[0126] The manual steering command value calculation unit 104 calculates the manual steering command value θ ｍｄ In order to calculate the torsion bar torque T ｔｂ However, in a vehicle equipped with an automatic driving function or a driving assistance function, the torsion bar torque T ｔｂ Therefore, in the past, the motor control ECU 202 transmitted the torsion bar torque T ｔｂ Therefore, even if the manual steering command value calculation unit 104 is provided in the overall control ECU 201, the torsion bar torque T ｔｂ The transmission of the above does not increase the load on the communication bus between the two ECUs.

[0127] When the manual steering command value calculation unit 104 is provided in the motor control ECU 202, the lateral deviation e calculated based on the detection signals of the detection devices 25 to 28 is Ｌ (or target virtual spring reaction force T ｔｂ，ｄ (e Ｌ )) needs to be transmitted from the overall control ECU 201 to the motor control ECU 202. In contrast, when the manual steering command value calculation unit 104 is provided in the overall control ECU 201 as in this embodiment, the lateral deviation e Ｌ (or target virtual spring reaction force T ｔｂ，ｄ (e Ｌ ) does not need to be transmitted from the overall control ECU 201 to the motor control ECU 202. This makes it possible to prevent the load on the communication bus between the overall control ECU 201 and the motor control ECU 202 from becoming too high.

[0128] Since the manual steering command value calculation unit 104 is provided in the overall control ECU 201, the following effect can be further obtained: Information to be used for calculation by the manual steering command value calculation unit 104 (for example, lateral deviation e Ｌ Or the target virtual spring reaction force T ｔｂ，ｄ (e Ｌ When the algorithm for calculating the steering command value (i.e., the steering command value calculation unit 104) is changed, the algorithm of the manual steering command value calculation unit 104 may need to be changed accordingly.

[0129] In such a case, if the manual steering command value calculation unit 104 is provided in the motor control ECU 202 as in the conventional example, it is necessary to change the programs of both the overall control ECU 201 and the motor control ECU 202. In contrast, in this embodiment, the manual steering command value calculation unit 104 is provided in the overall control ECU 201, so in such a case, it is sufficient to change the program of only the overall control ECU 201.

[0130] Although the embodiments of the present disclosure have been described above, the present disclosure can also be embodied in other forms.

[0131] In the above-described embodiment, the manual steering command value calculation unit 104 calculates the manual steering command value θ based on the equation of motion shown in the above-described equation (3). ｍｄHowever, the overall control ECU 201 may also be provided with an assist torque command value setting unit similar to the assist torque command value setting unit 51 in FIG. 6, thereby causing the manual steering command value calculation unit 104 to perform the following operation.

[0132] That is, the manual steering command value calculation unit 104 basically calculates the manual steering command value θ based on the equation of motion shown in the above equation (2). ｍｄ Specifically, the manual steering command value calculation unit 104 calculates T ｔｂ The torsion bar torque T detected by the torque sensor 12 ｔｂ and T in the above formula (2) ｍ The assist torque command value T is set by the assist torque command value setting unit provided in the overall control ECU 201. ａｓ By substituting the above and solving the differential equation (2), the rotation angle θ of the lower column is obtained. ｃｏｌ Then, the manual steering command value calculation unit 104 calculates the obtained rotation angle θ of the lower column. ｃｏｌ The manual steering command value θ ｍｄ Set as.

[0133] However, the manual steering command value calculation unit 104 calculates the spring constant k ｍｄ and the viscous damping coefficient c of the virtual damper ｍｄ At least one of the lateral deviation e Ｌ For example, the spring constant k of the virtual spring is changed according to ｍｄ and the viscous damping coefficient c of the virtual damper ｍｄ , lateral deviation e Ｌ The larger the absolute value of is, the larger the value is set.

[0134] The overall control ECU 201 also calculates the curvature ρ of the lane on which the vehicle is traveling based on the detection devices 25 to 28 and the map information memory 29, and calculates the manual steering command value θ ｍｄ In this case, the overall control ECU 201 may also be provided with an assist torque command value setting unit similar to the assist torque command value setting unit 51 in FIG. 6. The manual steering command value calculation unit 104 basically calculates the manual steering command value θ based on the equation of motion shown in the above formula (2).ｍｄ However, the manual steering command value calculation unit 104 calculates the manual steering command value θ in consideration of the curvature ρ so that the vehicle can follow the target driving line more easily on a curved road than on a straight road. ｍｄ Calculate the following.

[0135] Furthermore, in addition to the detection devices 25 to 28, side obstacle sensors for detecting obstacles present on the sides of the vehicle may be connected to the overall control ECU 201. The overall control ECU 201 detects side obstacles present on the sides of the vehicle based on the output signals of the side obstacle sensors, and calculates the position coordinates of the detected side obstacles. Then, the overall control ECU 201 calculates the manual steering command value θ ｍｄ The side obstacle sensor may be an ultrasonic sensor, a CCD camera 25, or a radar 27.

[0136] In this case, the overall control ECU 201 may also be provided with an assist torque command value setting unit similar to the assist torque command value setting unit 51 in Fig. 6. The manual steering command value calculation unit 104 basically calculates the manual steering command value θ based on the equation of motion shown in the above formula (2). ｍｄ However, the manual steering command value calculation unit 104 calculates the manual steering command value θ based on the position coordinates of the detected side obstacle so as to generate a steering reaction force for suppressing steering in a direction in which the side of the vehicle will collide with the side obstacle. ｍｄ Calculate the following.

[0137] The driving assistance control may be parking assistance control that assists parking. In this case, an ultrasonic sensor may be connected to the overall control ECU 201 in addition to the detection devices 25 to 28, and the overall control ECU 201 may be made to perform the following operation. In the following, the target virtual spring reaction force T set by the target virtual spring reaction force setting unit 103 in FIG. 2 is ｔｂ，ｄ (e Ｌ ) is the first target virtual spring reaction force T ｔｂ，ｄ (e Ｌ ) Let's call it that.

[0138] That is, during parking assistance, the overall control ECU 201 generates a distance from the vehicle to the obstacle, a direction of travel signal indicating whether the vehicle is moving forward or backward, and an obstacle position signal indicating whether the obstacle is on the left or right side of a straight line that includes the vehicle width center line as part of it when viewed from behind the vehicle's direction of travel to the front.

[0139] The overall control ECU 201 then calculates a second target virtual spring reaction force T based on the distance from the vehicle to the obstacle, the traveling direction signal, and the obstacle position signal. ｔｂ，ｄ Specifically, the overall control ECU 201 sets the second target virtual spring reaction force T ｔｂ，ｄ The absolute value of the second target virtual spring reaction force T ｔｂ，ｄ The second target virtual spring reaction force T ｔｂ，ｄ Set.

[0140] Then, the manual steering command value calculation unit 104 calculates the manual steering command value θ based on the equation of motion shown in the above equation (3). ｍｄ However, the first target virtual spring reaction force T ｔｂ，ｄ (e Ｌ ) is the second target virtual spring reaction force T ｔｂ，ｄ can be replaced by

[0141] In the above-described embodiment, the integrated angle command value calculation unit 105 is provided in the overall control ECU 201, but the integrated angle command value calculation unit 105 may be provided in the motor control ECU 202. In this case, the automatic steering command value θ ａｄ and manual steering command value θ ｍｄ and are sent separately from the overall control ECU 201 to the motor control ECU 202.

[0142] In the above-described embodiment, the angle control unit 52 (see FIG. 8) includes the feedforward control unit 63, but the feedforward control unit 63 may be omitted. In this case, the feedback control torque T calculated by the feedback control unit 62 is ｆｂ is the basic target torque.

[0143] In addition, although the above-described embodiment shows an example in which the present disclosure is applied to motor control of a column-type EPS, the present disclosure can also be applied to motor control of EPS other than column-type EPS. Furthermore, the present disclosure can also be applied to control of an electric motor for steering angle control in a steer-by-wire system.

[0144] Although the embodiments of the present disclosure have been described in detail, these are merely specific examples used to clarify the technical content of the present disclosure, and the present disclosure should not be construed as being limited to these specific examples, and the scope of the present disclosure is limited only by the appended claims.

[0145] 1...electric power steering device, 25...CCD camera, 26...GPS, 27...radar, 28...vehicle speed sensor, 51...assist torque command value setting unit, 52...angle control unit, 53...first switch, 54...second switch, 55...addition unit, 56...torque control unit, 101...steering mode signal generation unit, 102...lateral deviation / automatic steering command value calculation unit, 103...target virtual spring reaction force setting unit, 104...manual steering command value calculation unit, 105...integrated angle command value calculation unit, 201...host ECU for overall control, 202...motor control ECU

Claims

1. A steering control system comprising: a motor control device for driving and controlling an electric motor of a steering device, the motor control device being connected to a steering torque detection unit that detects steering torque applied to a steering member; a plurality of control devices that control each of a plurality of in-vehicle systems, the overall control device overall controlling the plurality of control devices including the motor control device; and a plurality of detection devices connected to the overall control device, wherein the overall control device comprises: a manual steering command value calculation unit that calculates a manual steering command value based on the steering torque applied from the motor control device and information obtained from a detection signal of at least one of the plurality of detection devices; and an automatic steering command value calculation unit that calculates an automatic steering command value for driving assistance, and the motor control device controls the electric motor based on an integrated angle command value calculated from the manual steering command value and the automatic steering command value.

2. A steering control system as described in claim 1, wherein the integrated control device includes an integrated angle command value calculation unit that calculates the integrated angle command value by adding the manual steering command value to the automatic steering command value.

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