JP2009126317A - Electric power steering device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an electric power steering device capable of optimally suppressing the deflection of a vehicle during braking. <P>SOLUTION: The electric power steering device has a steering assist force control means 3 for performing the drive control of an electric motor generating the steering assist force to a steering mechanism by computing the current command value based on the steering torque detected by at least a steering torque detection means 17. In this condition, the electric power steering device has a deceleration detection means 41 for detecting the deceleration of the vehicle. The steering assist force control means 3 has a steering assist force correction means 23 which computes the correction value As for suppressing the unstable behavior of the vehicle occurring during braking based on the deceleration detected by the deceleration detection means 41, and corrects the reduction of the steering assist force generated by the electric motor based on the computed correction value As. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention includes a steering torque detecting means for detecting a steering torque input from a steering wheel to a steering mechanism for turning steered wheels, an electric motor for generating a steering assist torque applied to a steering shaft of the steering mechanism, The present invention relates to an electric power steering apparatus including a steering assist force control unit that calculates a current command value based on a steering torque detected by a steering torque detection unit and controls driving of the electric motor. The behavior is suppressed.

Conventionally, in a vehicle such as a passenger car or a truck, a steering assisting force is applied to a steering mechanism by driving an electric motor according to a steering torque by which the driver steers the steering wheel as a steering device, thereby reducing the steering force of the driver. Electric power steering devices have become widespread.
By the way, in a vehicle in which a steering wheel, that is, a steered wheel also serves as a driving wheel for driving, such as a front engine front wheel drive (FF) vehicle and a four wheel drive (4WD) vehicle, layout restrictions in the engine room are large. It is difficult to establish equal rigidity on the left and right of the differential device that distributes the torque output from the engine to the left and right wheels. For example, due to the arrangement of the engine and the transmission, the difference between the left and right shaft lengths of the drive shaft connected to the differential device is large, and the left and right joint bending angles may differ. For this reason, the vehicle travel is disturbed, the steering steering force and the steering holding force are changed, or the driver is forced to perform a difficult and complicated steering operation.

Specifically, during braking, the course is biased in one direction during sudden braking with large changes in braking force due to unbalanced braking force transmitted to the left and right wheels and forces from various directions on the tire and suspension. There is a problem that an unstable behavior occurs due to a phenomenon that causes turbulence, that is, a vehicle single flow phenomenon during braking.
Therefore, conventionally, in order to effectively suppress the torque steer that occurs in a vehicle in which the steered wheels and the drive wheels are combined, the longitudinal acceleration α is calculated, and the longitudinal acceleration α exceeds the positive lower limit α ₀ , When there is a possibility of occurrence of torque steer, an assist correction amount A that increases with an increase in the longitudinal acceleration α is calculated, and the assist correction amount A is used to calculate a target value for drive control of the steering assist motor. There has been known an electric power steering device in which the target assisting force is corrected to be increased (see, for example, Patent Document 1).
Japanese Patent Laying-Open No. 2006-213085 (first page, FIG. 3)

However, in the conventional example described in Patent Document 1, there is an unsolved problem that only the torque steer generated during acceleration is suppressed and no consideration is given to the vehicle flow at the time of braking.
Therefore, the present invention has been made paying attention to the unsolved problems of the above-described conventional example, and an object thereof is to provide an electric power steering device that can optimally suppress vehicle fragmentation during deceleration.

  In order to achieve the above object, an electric power steering apparatus according to a first aspect of the present invention includes a steering torque detecting means for detecting a steering torque input to a steering mechanism for turning steered wheels, and a steering assist torque applied to the steering mechanism. An electric power steering apparatus comprising: an electric motor that generates a power; and a steering assist force control unit that calculates a current command value based on a steering torque detected by at least the steering torque detection unit and controls driving of the electric motor. And a steering assisting force control unit that detects a vehicle-instability-correcting behavior based on the deceleration detected by the deceleration detection unit. Steering assist force correction means for correcting the steering assist force generated by the electric motor based on the calculated correction value is provided. It is characterized.

According to a second aspect of the present invention, in the electric power steering apparatus according to the first aspect of the invention, the steering assist force correcting unit corrects the steering assist force by adding the correction value to the current command value. It is characterized by being composed.
Furthermore, the electric power steering apparatus according to claim 3 is the invention according to claim 1, wherein the steering assist force correcting means multiplies the current command value by the correction value to correct the steering assist force. It is characterized by being composed.

Furthermore, an electric power steering apparatus according to a fourth aspect is the invention according to any one of the first to third aspects, wherein the steering assist force correcting means increases the correction value as the deceleration increases. It is characterized by being composed.
Still further, according to a fifth aspect of the present invention, there is provided the electric power steering apparatus according to any one of the first to fourth aspects, wherein the steering assist force correcting means corrects the current command value to obtain a steering assist force. It is characterized by being comprised so that it may correct | amend.

According to a sixth aspect of the invention, there is provided the electric power steering apparatus according to any one of the first to fifth aspects, wherein the steering assist force correcting means detects the correction value by the steering torque detecting means. It is characterized by being configured to change in accordance with the above.
Further, an electric power steering apparatus according to a seventh aspect is the invention according to any one of the first to fifth aspects, further comprising a steering angle detecting unit that detects a steering angle of the steering mechanism, and the steering assist force correcting unit. Is configured to change the correction value according to the steering angle detected by the steering angle detection means.

  According to the present invention, the vehicle deceleration is detected, a correction value that suppresses the unstable behavior of the vehicle that occurs during deceleration is calculated based on the detected deceleration, and is generated by the electric motor based on the calculated correction value. Since the steering assist force is corrected to decrease, the braking force unbalanced transmitted to the left and right wheels at the time of braking and the force from various directions to the tire and suspension during sudden braking with a large change in braking force A phenomenon that causes a disturbance in the course, that is, an effect that the vehicle piece flow at the time of braking can be appropriately suppressed is obtained.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is an overall configuration diagram showing a first embodiment when the present invention is applied to a front engine front wheel drive vehicle. In the figure, reference numeral 1 denotes a battery mounted on a normal vehicle. The battery voltage Vb output from the battery 1 is input to the control device 3 as steering assist force control means via the fuse 2. The control device 3 drives and controls the electric motor 5 that generates a steering assist force for the steering system.

Here, the electric motor 5 is constituted by, for example, a brushless motor driven by three-phase alternating current, and operates as a steering assist force generation motor that generates a steering assist force with respect to the steering device 10.
The steering device 10 has a steering shaft 12 on which a steering wheel 11 is mounted. The steering shaft 12 is connected to a steering gear mechanism 13 of, for example, a rack and pinion type, and the steering gear mechanism 13 is connected to a connecting mechanism 14 such as a tie rod. The left and right steered wheels 15 to which driving force from an engine (not shown) is transmitted are connected.

The steering shaft 12 is connected to the electric motor 5 via a speed reduction mechanism 16 composed of, for example, a worm gear, and the steering assist force generated by the electric motor 5 is transmitted to the steering shaft 12 via the speed reduction mechanism 16. The
The steering shaft 12 is provided with a steering torque sensor 17 for detecting the steering torque T input to the steering wheel 11, and the electric motor 5 has a rotation angle sensor 18 for detecting the motor rotation angle θm. The steering torque T detected by the steering torque sensor 17 and the motor rotation angle θm detected by the rotation angle sensor 18 are input to the control device 3.

Here, the steering torque sensor 17 detects the steering torque applied to the steering wheel 11 and transmitted to the steering shaft 12, and for example, a torsion bar in which the steering torque is inserted between an input shaft and an output shaft (not shown). The torsional angular displacement is converted into an electrical signal, and the torsional angular displacement is detected with a magnetic signal and converted into an electrical signal.
Furthermore, the vehicle speed Vx detected by the vehicle speed sensor 19 that detects the vehicle speed Vx of the vehicle is input to the control device 3.

  As shown in FIG. 2, the control device 3 includes a steering auxiliary current command value calculation unit 21 that calculates a steering auxiliary current command value Iref as a current command value based on the steering torque T and the vehicle speed Vx, and rotation of the electric motor 5. A motor rotation information calculation unit 22 that calculates an electrical angle θe, a motor angular velocity ωm, and a motor angular acceleration αm based on the motor rotation angle θm detected by the angle sensor 18, and a steering auxiliary current calculated by the steering auxiliary current command value calculation unit 21 A steering assist force correcting unit 23 serving as a steering assist force correcting means that calculates the steering assist current correction value Iref ′ by correcting the command value Iref so as to suppress the unstable behavior of the vehicle that occurs during acceleration and deceleration, and the steering assist force. A command value compensation unit 24 for compensating the steering assist current correction value Iref ′ output from the correction unit 23, and a compensated current command value Iref compensated by the command value compensation unit 24 The dq axis current command value is calculated based on the dq axis current command value, and the calculated dq axis current command value is converted into two-phase / 3-phase to calculate the three-phase current command values Iaref, Ibref, and Icref. Based on the command value calculation unit 25 and the three-phase current command values Iaref, Ibref and Icref calculated by the dq-axis current command value calculation unit 25, motor currents Ia to Ic for driving and controlling the electric motor 5 are formed. And a motor current control unit 26 for outputting.

The steering assist current command value calculation unit 21 calculates a steering assist current command value Iref based on the steering torque T and the vehicle speed Vx with reference to the steering assist current command value calculation map shown in FIG.
As shown in FIG. 3, this steering assist torque command value calculation map is a parabolic curve having the steering torque T on the horizontal axis, the steering assist current command value Iref on the vertical axis, and the vehicle speed Vx as a parameter. The steering assist torque command value Iref is maintained at “0” while the steering torque T is between “0” and a set value Ts1 in the vicinity thereof, and the steering torque T is set at the set value Ts1. When it exceeds, initially, the steering assist command value Iref increases relatively gently with respect to the increase of the steering torque T, but when the steering torque T further increases, the steering assist torque command value Iref increases steeply with respect to the increase. The characteristic curve is set so that the inclination becomes smaller as the vehicle speed increases.

  The motor rotation information calculation unit 22 differentiates the motor rotation angle θm detected by the rotation angle sensor 18 and the electric angle conversion unit 30 that converts the motor rotation angle θm detected by the rotation angle sensor 18 into the electric angle θe. An angular velocity calculation unit 31 that calculates the motor angular velocity ωm and an angular acceleration calculation unit 32 that calculates the motor angular acceleration αm by differentiating the motor angular velocity ωm calculated by the angular velocity calculation unit 31 are provided.

The steering assist force correction unit 23 calculates the absolute value of the steering torque T detected by the deceleration detection unit 41, the steering assist force correction gain calculation unit 42, the multiplier 43, and the steering torque sensor 17 as deceleration detection means. A value circuit 44, a steering torque correction gain calculation unit 45, a limiter 46, and an adder 47 are provided.
The deceleration detection unit 41 differentiates the vehicle speed Vx detected by the vehicle speed sensor 19 to calculate a vehicle deceleration αdx in the vehicle longitudinal direction.

  The steering assist force correction gain calculator 42 calculates the steering assist force correction gain Gα with reference to the steering assist force correction gain calculation map shown in FIG. 4 based on the vehicle deceleration αdx detected by the deceleration detector 41. The calculated steering assist force correction gain Gα is supplied from the steering torque correction gain calculation unit 45 to the multiplier 43 to which the steering torque correction gain Gt is input. As shown in FIG. 4, the steering assist force correction gain calculation map maintains the steering assist force correction gain Gα at “0” while the vehicle deceleration αdx is between 0 and a predetermined negative value −α1. When the deceleration αdx exceeds a predetermined value −α1, the steering assist force correction gain Gα is set to increase sharply in the negative direction according to the characteristic line L1 as the negative value of the vehicle deceleration αdx increases. Here, the characteristic curve L1 will twist the steering shaft 12 from the steered wheel 15 side of the steering device 10 by applying unbalanced braking force transmitted to the left and right wheels during deceleration and forces from various directions to the tire and suspension. Is set to a value that can suppress the phenomenon of causing vehicle deflection that disturbs the traveling path, that is, the vehicle flow at the time of braking, during sudden braking with a large braking force change and a large vehicle deceleration.

  The steering torque correction gain calculation unit 45 refers to the steering torque correction gain calculation map shown in FIG. 5 on the basis of the absolute value | T | of the steering torque T input from the absolute value conversion circuit 44, and the steering torque correction gain Gt. The steering torque correction gain Gt is supplied to the multiplier 43 to which the steering auxiliary force correction gain Gα from the steering auxiliary force correction gain calculation unit 42 is input. In this steering angle correction gain calculation map, as shown in FIG. 5, the steering torque correction gain Gt is set to “1” when the absolute value | T | of the steering torque T is between “0” and a predetermined value T1. When the absolute value | T | of the steering torque T exceeds the predetermined value T1, the absolute value | T | of the steering torque T decreases relatively steeply as the absolute value | T | After that, the characteristic line L2 is set so that the steering torque correction gain Gt becomes “0” regardless of the increase of the steering torque absolute value | T |.

  The limiter 46 calculates the steering assist force correction value As by limiting the multiplication output output from the multiplier 43 to be within a predetermined range between 0 and the negative maximum value. The steering assist force correction value As output from the limiter 46 is supplied to an adder 47 connected to the output side of the steering assist current command value calculation unit 21 to correct the steering assist current command value Iref and perform steering. An auxiliary current correction value Iref ′ is calculated.

The command value compensation unit 24 is based on the convergence compensation unit 51 that compensates the convergence of the yaw rate based on the motor angular velocity ωm calculated by the angular velocity calculation unit 31, and the motor angular acceleration αm calculated by the angular acceleration calculation unit 32. And at least an inertia compensator 52 that compensates for the torque equivalent generated by the inertia of the electric motor 5 and prevents deterioration of the feeling of inertia or control responsiveness.
Here, the convergence compensator 51 receives the vehicle speed Vx detected by the vehicle speed sensor 19 and the motor angular velocity ωm calculated by the angular velocity calculator 31, and the steering wheel 11 swings to improve the yaw convergence of the vehicle. A convergence compensation value Ic is calculated by multiplying the motor angular velocity ωm by a convergence control gain Kv that is changed according to the vehicle speed Vx so as to apply a brake to the turning operation.

  Then, the inertia compensation value Ii calculated by the inertia compensation unit 52 and the convergence compensation value Ic calculated by the convergence compensation unit 51 are added by the adder 53 to calculate a command compensation value Icom, and this command compensation value Icom is added to the steering assist current correction value Iref ′ output from the steering assist force correction unit 23 by the adder 54 to calculate the compensated current command value Iref ″, and this compensated current command value Iref ″ is calculated as d−q. It is output to the shaft current command value calculation unit 25.

  The dq-axis current command value calculation unit 25 includes a d-axis current command value calculation unit 61 that calculates a d-axis current command value Idref based on the post-compensation steering assist current command value Iref ″ and the motor angular velocity ωm. The d-axis EMF components ed (θ) and q of the dq-axis induced voltage model EMF (Electro Magnetic Force) based on the electrical angle θe and the motor angular velocity ωm input from the electrical angle conversion unit 30 of the motor rotation information calculation unit 22. An induced voltage model calculation unit 62 that calculates an axial EMF component eq (θ), a d-axis EMF component ed (θ), a q-axis EMF component eq (θ), and a d-axis current output from the induced voltage model calculation unit 62 The q-axis current command value Iqref is calculated based on the d-axis current command value Idref output from the command value calculation unit 61, the compensated steering assist current command value Iref ″, and the motor angular velocity ωm. Q-axis current command value calculator 63, d-axis current command value Idref output from d-axis current command value calculator 61, and q-axis current command value Iqref output from q-axis current command value calculator 63. A two-phase / three-phase converter 64 for converting into three-phase current command values Iaref, Ibref and Icref is provided.

  The motor current control unit 26 includes a motor current detection unit 70 that detects motor currents Ia, Ib, and Ic supplied to the three-phase coils of the electric motor 5, and a two-phase / 3 of the dq-axis current command value calculation unit 25. Subtraction for individually subtracting motor currents Ia, Ib and Ic detected by motor current detection unit 70 from current command values Iaref, Ibref and Icref input from phase conversion unit 64 to obtain phase current deviations ΔIa, ΔIb and ΔIc. 71a, 71b and 71c and a current control unit 72 for calculating the voltage command values Va, Vb and Vc by performing proportional-integral control on the obtained phase current deviations ΔIa, ΔIb and ΔIc, and the current control unit 72 and the like. On the basis of the output voltage command values Va, Vb, and Vc, the duty calculation is performed to calculate the duty ratio of each phase of the electric motor 5, and the pulse width modulation (PWM) signal is calculated. A pulse width modulation control unit 73 that forms an inverter control signal and a three-phase motor current Ia, Ib, and Ic based on the inverter control signal output from the pulse width modulation control unit 73 to the electric motor 5 And an inverter 74 for outputting.

Next, the operation of the above embodiment will be described.
Now, it is assumed that the vehicle is stopped with the steering wheel 11 as a neutral position in a straight traveling state, for example. When the steering wheel 11 is not steered in this state, the steering torque T detected by the steering torque sensor 17 is “0”, and the vehicle speed Vx is also “0”. When the steering assist current command value calculation map is referred to at 21 based on the steering torque T and the vehicle speed Vx, the steering assist current command value Iref becomes “0”.

  At this time, since the steering torque T is “0” in the steering assist force correction unit 23, the steering torque correction gain Gt calculated by the steering torque correction gain calculation unit 45 is “1”, but the vehicle stops. Therefore, the vehicle deceleration αdx detected by the deceleration detection unit 41 is also “0”, and the steering assist force correction gain Gα calculated by the steering assist force correction gain calculation unit 42 is also “0”. The steering assist force correction value As is “0”, and the steering assist current correction value Iref ′ is also “0”.

  Since both the command value compensation unit 24 and the electric motor 5 are stopped, the motor angular velocity ωm and the motor angular acceleration αm computed by the motor rotation information computation unit 22 are both “0”. Since the convergence compensation value Ic and the inertia compensation value Ii calculated by the inertia compensation unit 52 are also “0”, the command compensation value Icom is also “0”, and the post-compensation steering assist current output from the adder 54 The command value Iref ″ is also “0”.

  For this reason, the three-phase current command values Iaref, Ibref, and Icref calculated by the dq-axis current command value calculation unit 25 are also zero, and the electric motor 5 is stopped, so that it is detected by the motor current detection unit 70. Since the motor currents Ia, Ib and Ic are also “0”, the current deviations ΔIa, ΔIb and ΔIc output from the subtracters 71a, 71b and 71c are also “0”, so that the voltage output from the current control unit 72 is The command values Va, Vb and Vc are also “0”, the output of the inverter control signal from the pulse width modulation circuit 73 is stopped, and the inverter 74 is stopped, so that the motor currents Ia, Ib supplied to the electric motor 5 are stopped. And Ic continue to be “0”, and the electric motor 5 continues to be stopped.

When the vehicle is stopped and the steering wheel 11 is steered to perform a so-called stationary operation, the steering torque T detected by the steering torque sensor 17 correspondingly becomes a relatively large value. The steering assist current command value Iref calculated by the value calculator 21 increases rapidly according to the steering torque T.
At this time, the steering assist force correction unit 23 calculates the steering assist force correction calculated by the steering assist force correction gain calculation unit 42 because the vehicle continues to be stopped and the vehicle deceleration αdx continues to be “0”. The gain Gα is maintained at “0”, the multiplication output of the multiplier 43 becomes “0”, and the absolute value | T | of the steering torque T becomes a large value, so that the steering torque correction gain Gt becomes a small value and is multiplied. The multiplication output of the device 37 is “0”, and the steering assist force correction value As is maintained at “0”.

  For this reason, the steering assist current command value Iref calculated by the steering assist current command value calculation unit 21 is supplied to the adder 54 as it is, and since the electric motor 5 is stopped even in this state, the motor angular velocity ωm and the motor angular acceleration αm. Also continues to “0”, the convergence compensation value Ic calculated by the convergence compensation unit 51 of the command value compensation unit 24 and the inertia compensation value Ii calculated by the inertia compensation unit 52 also maintain “0”. The compensation value Icom is also “0”.

Then, the steering assist current command value Iref is supplied as it is from the adder 54 to the dq axis current command value calculation unit 25, and 3 d corresponding to the steering assist current command value Iref from the dq axis current command value calculation unit 25. Phase current command values Iaref, Ibref, and Icref are output to motor current control unit 26.
Accordingly, the three-phase current command values Iaref, Ibref, and Icref are output as current deviations ΔIa, ΔIb, and ΔIc as they are from the subtracters 71a, 71b, and 71c. And Vcref are converted to Vcref and supplied to the pulse width modulation circuit 73, an inverter control signal is output from the pulse width modulation circuit 73, and this is supplied to the inverter 74. Currents Ia, Ib and Ic are output, and the electric motor 5 is rotationally driven to generate a steering assist force corresponding to the steering torque T.

  The steering assist force generated by the electric motor 5 is transmitted to the steering shaft 12 to which the steering force from the steering wheel 11 is transmitted via the speed reduction mechanism 16, whereby the steering force and the steering assist force are transmitted to the steering gear mechanism. 13 is converted into a linear motion in the vehicle width direction, and the left and right steered wheels 15 are steered via the coupling mechanism 14, and the steered wheels 15 can be steered with light steering torque.

  When the electric motor 5 is driven and controlled, the motor angular velocity ωm and the motor angular acceleration αm calculated by the motor rotation information calculation unit 22 are increased, whereby the command value compensation unit 24 performs the convergence compensation value Ic and the inertia. The compensation value Ii is calculated, and these are added to calculate the command compensation value Icom, which is supplied to the adder 54, and is added to the steering assist current correction value Iref ′ to be compensated steering assist current command value Iref. By calculating “”, command value compensation processing is performed.

In this way, when the vehicle is stopped, there is no vehicle half-flow during braking that occurs during deceleration, and the steering assist force correction value As calculated by the steering assist force correction unit 23 also maintains “0”.
Then, after starting the vehicle, for example, when the vehicle is in a turning state and is in a braking state with a relatively large braking force, the braking force transmitted to the wheels is unbalanced and various directions to the tire and suspension When the braking force is large and the braking force is greatly changed and the deceleration is large, a phenomenon that causes vehicle deflection that disturbs the traveling path, that is, a vehicle single flow during braking occurs.

  Also in this case, for example, when the vehicle is turning, for example, by increasing the depressing force to depress the brake pedal, a relatively large braking force is applied to each wheel of the vehicle by the braking device, it is transmitted to the left and right wheels. Torque to twist the steering shaft 12 from the steered wheel 15 side of the steering device 10 due to unbalanced braking force applied and force from various directions applied to the tire and suspension to cause the vehicle to flow in one direction left and right In particular, during steering, the steering force becomes a load, and the torque twisted from the steered wheel 15 side and the suspension side is transmitted to the steering shaft 12 via the coupling mechanism 14 such as a tie rod and the steering gear mechanism 13. Is done.

  However, the steering torque sensor 17 detects a torque corresponding to the force that twists the steering shaft 12 from the steered wheel 15 side, and drives the electric motor 5 based on this detected torque. A steering assist force is generated in a direction to reduce the torque transmitted from the side. In other words, the steering assist force of the electric power steering device promotes the vehicle single flow during braking.

  Therefore, when the deceleration detection unit 41 in the steering assist force correction unit 23 detects a negative vehicle deceleration rate αdx that exceeds a relatively large predetermined value −α1 representing the deceleration rate, and enters a state where a vehicle one-way flow during braking occurs. The steering assist current command value calculation unit 21 detects the torsion torque transmitted from the steered wheel 15 side to the steering shaft 12 via the coupling mechanism 14 such as a tie rod and the steering gear mechanism 13 by the steering torque sensor 17. A steering assist current command value Iref that cancels the torsional torque is calculated.

On the other hand, in the steering assist force correction unit 23, the deceleration detection unit 41 detects a negative vehicle deceleration rate αdx that exceeds a relatively large predetermined value −α1 representing the deceleration. Therefore, the steering assist force correction gain calculation unit 42 Thus, a steering assist force correction gain −Gα having a negative value smaller than “0” is calculated, and this steering assist force correction gain −Gα is supplied to the multiplier 43.
In this braking state, in order to suppress the vehicle single flow during braking, the steering state is maintained, and the absolute value | T | of the steering torque T detected by the steering torque sensor 17 is a relatively small value. The steering torque correction gain Gt calculated by the gain calculation unit 45 becomes a value in the vicinity of “1”, and this steering torque correction gain Gt is supplied to the multiplier 43, whereby the multiplication output of the multiplier 43 is −Gα × Gt. This is supplied to the limiter 46, and is output as it is when the multiplication output −Gα × Gt is a value within a predetermined range by the limiter 46, and when it exceeds the negative maximum value, it is suppressed to the negative maximum value. Is output to the adder 47 as the steering assist force correction value As.

Therefore, the steering assist force correction value As is added to the steering assist current command value Iref calculated by the steering assist current command value calculation unit 21, and the steering according to the steering torque T generated by the electric motor 5 is performed. The braking force can be suppressed by preventing the auxiliary force from acting in the direction of promoting the vehicle flow at the time of braking.
The suppression of the vehicle single flow during braking that occurs during the sudden braking is such that the steering assist force correction gain Gα decreases as the vehicle deceleration αdx detected by the deceleration detector 41 increases, that is, as the absolute value of the negative value increases. The steering assist force correction value As becomes a large negative value, and the steering assist force correction value As increases as the vehicle piece flow generated during sudden braking increases. The corrected steering assist current correction value Iref ′ becomes small, and the vehicle single flow can be reliably suppressed.

  In addition, when the absolute value | T | of the steering torque T is close to zero, the steering torque correction gain Gt is set to “1”. The effect of suppressing the vehicle single flow can be maximized, and the steering assist force correction value As is suppressed to be small during steering when the steering wheel 11 is being steered. Steering performance change can be suppressed and optimal steering assist control can be performed in accordance with the state of occurrence of vehicle single flow during braking.

Next, a second embodiment of the present invention will be described with reference to FIGS.
In the second embodiment, instead of calculating the steering torque correction gain Gt according to the steering torque in the first embodiment described above, the steering angle of the steering device 10 is detected and the steering angle is adjusted. The correction gain is calculated.
That is, in the second embodiment, as shown in FIG. 6, in the configuration of FIG. 2 in the first embodiment described above, the absolute value converting circuit 44 for converting the steering torque T into an absolute value and the absolute value of the steering torque | The steering torque correction gain calculation unit 45 that calculates the steering torque correction gain Gt based on T | is omitted, and instead of these, the steering angle detection unit 81 that detects the steering angle φ of the steering shaft 12, and the steering angle detection unit Based on the absolute value converting circuit 82 that converts the steering angle φ detected in 81 into an absolute value and the absolute value | φ | of the steering angle φ output from the absolute value converting circuit 82, the steering angle correction gain is calculated as shown in FIG. A steering angle correction gain calculation unit 83 that calculates a steering angle correction gain Gφ with reference to the map is provided, and the steering angle correction gain Gφ calculated by the steering angle correction gain calculation unit 83 is supplied to the multiplier 43. This Except for having the same configuration as FIG. 2 described above, the same reference numerals are given to the corresponding parts in FIG. 2, and detailed description thereof will be omitted this.

  Here, in the steering angle correction gain calculation map, as shown in FIG. 7, the steering angle correction gain Gφ is set to “1” when the absolute value | φ | of the steering angle φ is between “0” and a predetermined value φ1. If the absolute value | φ | of the steering angle φ exceeds the predetermined value φ1, the absolute value | φ | of the steering angle φ decreases rapidly as the absolute value | φ | of the steering angle φ increases, and the steering angle absolute value | φ | After that, the characteristic line L3 is set so that the steering angle correction gain Gφ becomes “0” regardless of the increase of the steering angle absolute value | φ |.

  According to the second embodiment, the steering assist force correction gain calculation unit 42 has the same configuration as that of the first embodiment described above, and therefore the absolute value of the deceleration detected by the deceleration detection unit 42 is large. The steering assist force correction value As increases as the time increases. Therefore, in addition to the effect of stabilizing the vehicle flow at the time of braking generated during braking, the steering angle correction gain calculation unit 83 performs the steering angle shown in FIG. 7 according to the absolute value | φ | of the steering angle φ of the steering shaft 12. Since the steering angle correction gain Gφ is calculated with reference to the correction gain calculation map, it is possible to accurately determine whether or not the vehicle is in the straight traveling state based on the steering angle φ, and whether or not the vehicle is in the straight traveling state. Therefore, it is possible to calculate the optimum steering angle correction gain Gφ depending on whether the steering assist force correction value As is optimally set according to the traveling state of the vehicle, and good suppression control for eliminating the unstable behavior of the vehicle is performed. It can be carried out.

Next, a third embodiment of the present invention will be described with reference to FIGS.
In the third embodiment, a correction gain is calculated based on the vehicle acceleration / deceleration αx, and the calculated correction gain is multiplied by the steering auxiliary current command value Iref calculated by the steering auxiliary current command value calculation unit 21 to reduce the speed. Sometimes the steering assist force is corrected to decrease.
That is, in the third embodiment, as shown in FIG. 8, the steering assist force correcting unit 23 differentiates the vehicle speed Vx detected by the vehicle speed sensor 19, unlike the first and second embodiments described above. The vehicle acceleration / deceleration detecting unit 91 for calculating the vehicle acceleration / deceleration αx in the longitudinal direction of the vehicle is supplied, and the vehicle acceleration / deceleration αx detected by the acceleration / deceleration detecting unit 91 is supplied to the steering assist force correction gain calculating unit 92. The steering assist force correction gain calculation unit 92 calculates a steering assist force correction gain Gα with reference to the steering assist force correction gain calculation map shown in FIG. 9 based on the vehicle acceleration / deceleration αx, and calculates the calculated steering assist force correction. The gain Gα is supplied to one input side of the selector 93.

  Here, as shown in FIG. 9, in the steering assist force correction gain calculation map, when the vehicle acceleration / deceleration αx is a positive value representing acceleration, the steering assist force correction gain Gα becomes “1”, and the vehicle acceleration / deceleration αx Is a negative value representing deceleration, the steering assist force correction gain Gα is maintained at “1” until the vehicle acceleration / deceleration αx reaches the predetermined value −α2 from “0”, and the vehicle acceleration / deceleration αx is When the predetermined value −α2 is exceeded, the characteristic curve L4 is set so that the steering assist force correction gain Gα gradually decreases from “1” as the vehicle acceleration / deceleration αx increases in the negative direction.

  On the other hand, a steering assist force correction gain Gα1 output from a steering assist force correction gain generation unit 94 that outputs a steering assist force correction gain Gα1 that is always “1” is input to the other input side of the selection unit 93. The steering assist force correction gains Gα and Gα1 input to each input unit are output from the steering assist force correction gain generation unit 94 when the selection signal SL input from the selection signal forming unit 95 is a logical value “0”. Steering assist force correction gain Gα1 is selected, and when the selection signal SL is the logical value “1”, the steering assist force correction gain Gα output from the steering assist force correction gain calculation unit 92 is selected, and the selected steering is selected. The auxiliary force correction gain Gα or Gα1 is output to a multiplier 97 interposed between the steering auxiliary current command value calculation unit 21 and the adder 54.

  The selection signal forming unit 95 receives the absolute value | T | of the steering torque T input from the absolute value circuit 96 that calculates the absolute value of the steering torque T input from the steering torque sensor 17. When the absolute value | T | of the steering torque exceeds a predetermined value T3 set in advance, a selection signal SL having a logical value “0” is output to the selection unit 93, and the absolute value | T | of the steering torque T is equal to or less than the predetermined value T3. When selected, a selection signal SL having a logical value “1” is output to the selection unit 93.

Next, the operation of the third embodiment will be described.
When the vehicle is in a stopped state, the vehicle acceleration / deceleration αx detected by the acceleration / deceleration detecting unit 91 is “0”. Therefore, the steering auxiliary force correction gain Gα calculated by the steering auxiliary force correction gain calculating unit 92 is “1”.
In a non-steering state where the steering wheel 11 is not steered when the vehicle is stopped, the steering torque T detected by the steering torque sensor 17 is “0”, which is equal to or less than a predetermined value T3. When the selection signal SL having the logical value “1” is output to the selection unit 93 in 95, the steering auxiliary force correction gain Gα output from the steering auxiliary force correction gain calculation unit 92 is selected and selected by the selection unit 93. The steering assist force correction gain Gα thus supplied is supplied to the multiplier 97 and multiplied by the steering assist current command value Iref calculated by the steering assist current command value calculation unit 21, and the steering assist current command value Iref is directly used as the steering assist current correction. The value is Iref ′.

  At this time, the steering torque T detected by the steering torque sensor 17 is “0”, and the steering assist current command value Iref calculated by the steering assist current command value calculation unit 21 is also “0”. Since the electric motor 5 stops rotating and the motor angular velocity ωm and the motor angular acceleration αm calculated by the motor rotation information calculation unit 22 are “0”, the command value compensation is performed. The compensation value Icom output from the unit 24 also maintains “0”.

For this reason, the post-compensation current command value Iref ″ is also “0”, and the three-phase current command values Iaref and Ibref output from the dq-axis current command value calculator 25 are the same as in the first embodiment described above. And Icref also become “0”, the motor currents Ia to Ic output from the motor current control unit 26 also become “0”, and the electric motor 5 maintains the stopped state.
When the vehicle is stopped by steering the steering wheel 11 while the vehicle is stopped, the absolute value | T | of the steering torque T detected by the steering torque sensor 17 becomes a large value and exceeds a predetermined value T3. Therefore, since the selection signal forming unit 95 generates a selection signal having a logical value “0” and supplies it to the selection unit 93, the selection unit 93 outputs “1” from the steering assist force correction gain generation unit 94. Is selected and multiplied by the steering assist current command value Iref calculated by the steering assist current command value calculation unit 21 by the multiplier 97, and the steering assist current command value Iref is directly used as the steering assist. It becomes the current correction value Iref ′.

Thus, when the vehicle is stopped, the steering assist force correction gains Gα and Gα1 calculated by the steering assist force correction unit 23 are both “1”, so that the steering assist calculated by the steering assist current command value calculation unit 21 is obtained. The current command value Iref becomes the steering assist current correction value Iref ′ as it is.
Further, when the vehicle is started from the stop state to the acceleration state, the vehicle acceleration / deceleration αx detected by the acceleration / deceleration detecting unit 91 becomes a positive value, and is calculated by the steering assist force correction gain calculating unit 92. When the steering assist force correction gain Gα continues to be “1”, the steering assist current command value Iref calculated by the steering assist current command value calculation unit 21 is directly used as the steering assist current correction value Iref ′ as when the vehicle is stopped. It becomes.

However, when the vehicle is in a running state, the brake pedal is depressed to enter a deceleration state, and when the negative vehicle acceleration / deceleration αx detected by the acceleration / deceleration detector 91 exceeds a predetermined value −α2, the steering assist force correction gain is calculated. The auxiliary force correction gain Gα calculated by the unit 92 is lowered from “1”.
In this deceleration state, when traveling on a straight road or a gentle corner, the absolute value | T | of the steering torque T detected by the steering torque sensor 17 is equal to or less than a predetermined value T3. Thus, a selection signal SL having a logical value “1” is output to the selection unit 93. For this reason, the steering assist force correction gain Gα output from the steering assist force correction gain calculation unit 92 is selected by the selection unit 93 and supplied to the multiplier 97.

  For this reason, the steering assist current command value Iref calculated by the steering assist current command value calculation unit 21 by the multiplier 97 is multiplied by the steering assist force correction gain Gα smaller than “1”. The steering assist current correction value Iref ′ is smaller than the steering assist current command value Iref. The steering assist current command value Iref ′ is compensated by the command value compensation unit 24, and the compensated steering assist current command value Iref ″ is d. The q-axis current command value calculation unit 25 is supplied to calculate three-phase current command values Iaref to Icref.

  The calculated three-phase current command values Iaref to Icref are supplied to the motor current control unit 26, and the motor currents Ia to Ic are supplied to the electric motor 5, whereby the steering torque T generated by the electric motor 5 is obtained. As a result, the steering assist force is reduced and corrected so that, in the same way as in the first and second embodiments described above, it is possible to suppress the action in the direction of promoting the vehicle fragment flow during braking, thereby suppressing the vehicle fragment flow during braking. can do.

  Even in the deceleration state, when the absolute value | T | of the steering torque T detected by the steering torque sensor 17 is a value exceeding the predetermined value T3, the selection signal SL detected by the selection signal forming unit 95 is a logical value “ When the value becomes 0, the selection unit 93 selects the steering assist force correction gain Gα1 of “1” output from the steering assist force correction gain generation unit 94, and the steering assist force correction of this “1” is selected. Since the gain Gα1 is multiplied by the steering assist current command value Iref calculated by the steering assist current command value calculator 21 by the multiplier 97, the steering assist current command value Iref becomes the steering assist current correction value Iref ′ as it is, and the electric motor The steering assist force generated by the motor 5 is not corrected to decrease, and the optimum steering assist force corresponding to the steering state of the steering wheel 11 intended by the driver is generated. You can.

  As described above, in the third embodiment, when the absolute value | T | of the steering torque T detected by the steering torque sensor 17 is equal to or less than the predetermined value T3, the steering assist force correction gain calculation unit 92 is selected by the selection unit 93. When the vehicle is selected and decelerated at a deceleration exceeding a predetermined value −α2, the steering assist force correction gain Gα calculated by the steering assist force correction gain calculation unit 92 becomes a value less than “1”. By multiplying the steering assist current command value Iref calculated by the steering assist current command value calculation unit 21 by the multiplier 97 by the multiplier 97, the steering assist current correction value Iref ′ obtained by reducing the steering assist current command value Iref is corrected. Is calculated, the steering assist force generated by the electric motor 5 is suppressed, and the braking-time vehicle fragmentary flow that occurs during sudden braking can be reliably suppressed.

  In each of the above embodiments, the case where the control device 3 is configured by hardware has been described. However, the present invention is not limited to this, and the steering assist current command value calculation unit 21, motor rotation is applied by applying a microcomputer. Information calculation unit 22, steering assist force correction unit 23, command value compensation unit 24, dq axis current command value calculation unit 25, and subtractors 71a to 71c of motor current control unit 26, current control unit 72, pulse width modulation circuit 73 functions can also be processed by software. As a process in this case, the microcomputer may execute the steering assist control process shown in FIG.

  Here, as shown in FIG. 10, the steering assist control process is executed as a timer interrupt process every predetermined time (for example, 1 msec). First, in step S1, the steering torque sensor 17, the rotation angle sensor 18, the vehicle speed sensor are executed. 19. Read the detection values of various sensors such as the motor current detection unit 70, then proceed to step S2 and perform steering based on the steering torque T with reference to the steering auxiliary current command value calculation map shown in FIG. After calculating the auxiliary current command value Iref, the process proceeds to step S3.

In this step S3, the motor rotation angle θm is differentiated to calculate the motor angular velocity ωm, then the process proceeds to step S4, the motor angular speed ωm is differentiated to calculate the motor angular acceleration αm, and then the process proceeds to step S5. After performing the steering assist force correction value calculation process corresponding to the steering assist force correction unit 23, the process proceeds to step S6.
In step S6, similarly to the convergence compensation unit 51, the motor angular velocity ωm is multiplied by the compensation coefficient Kv set in accordance with the vehicle speed Vx to calculate the convergence compensation value Ic, and then the process proceeds to step S7.

  In step S7, similar to the inertia compensation unit 52, the inertia compensation value Ii is calculated based on the motor angular acceleration αm, and then the process proceeds to step S8 to calculate the steering assist current command value Iref in steps S5 to S7. After the steering assist force correction value As, the convergence compensation value Ic, and the inertia compensation value Ii are added to calculate a post-compensation steering assist current command value Iref ″, the process proceeds to step S9.

In this step S9, a dq-axis current command value calculation process similar to that of the dq-axis current command value calculation unit 25 is performed on the calculated steering assist current command compensation value Iref ″ to obtain d-axis current command values Idref and q A shaft current command value Iqref is calculated, and then the process proceeds to step S10 to perform a two-phase / three-phase conversion process to calculate motor current command values Iaref to Icref.
Next, the process proceeds to step S11, the motor currents Ia to Ic are subtracted from the motor current command values Iaref to Icref to calculate the current deviations ΔIa to ΔIc, and then the process proceeds to step S12 and PI for the current deviations ΔIa to ΔIc. The control process is performed to calculate the voltage command values Varef to Vcref, and then the process proceeds to step S13, the duty ratio is calculated based on the calculated voltage command values Varef to Vcref, the pulse width modulation process is performed, and the inverter gate signal Then, the process proceeds to step S14, the formed inverter gate signal is output to the inverter 74, the steering assist control process is terminated, and the process returns to a predetermined main program.

  In addition, as shown in FIG. 11, the steering assist force correction value calculation process in step S5 first calculates the vehicle deceleration αdx by differentiating the vehicle speed Vx in step S21, and then proceeds to step S22. Based on the speed αdx, the steering assist force correction gain Gα is calculated by referring to the steering assist force correction gain calculation map of FIG. 4 described above, and then the process proceeds to step S23 where the absolute value | T | Then, the process proceeds to step S24, and the steering torque correction gain Gt is calculated with reference to the above-described steering torque correction gain calculation map of FIG. 5 based on the absolute value | T | The process proceeds to S25.

  In step S25, the multiplication value Gα × Gt is calculated by multiplying the steering assist force correction gain Gα and the steering torque correction gain Gt, and then the process proceeds to step S26, where the calculated multiplication value Gα × Gt is negative. A limiter process is performed to limit the range to the maximum value range, and the steering assist force correction value As is calculated. Then, the subroutine process ends, and the process proceeds to step S6 in FIG.

  10 and 11, the process of FIG. 10 corresponds to the steering assist force control means, and the process of step S2 corresponds to the steering assist current command value calculation unit 21, and the processes of step S3 and step S4. Corresponds to the motor rotation information calculation unit 22, the processing of steps S5 and S8 and the processing of FIG. 10 correspond to the steering assist force correction unit 23, the processing of steps S6 to S8 corresponds to the command value compensation unit 24, The processes of S9 and S10 correspond to the dq-axis current command value calculation unit 25, and the processes of steps S11 to S14 and the inverter 74 correspond to the motor current control unit 26.

  The microcomputer performs the steering assist control process of FIG. 10 and the steering assist force correction value calculation process of FIG. 11 to optimally suppress the vehicle fragmentary flow during deceleration similar to the first embodiment described above. An inverter control signal for generating a steering assist force can be formed, and by supplying this inverter control signal to the inverter 74, it is possible to suppress the vehicle one-way flow during deceleration and perform optimal steering assist control. it can.

  Further, in the steering assist force correction value calculation process corresponding to the steering assist force correction unit 23 in the second embodiment described above, as shown in FIG. 12, in the process of FIG. In step S31, the steering angle φ detected in 81 is read and the absolute value | φ | of the read steering angle φ is calculated, and step S24 is changed to step S31 described above based on the steering angle absolute value | φ |. Referring to the steering angle correction gain calculation map, step S32 is calculated to calculate the steering angle correction gain Gφ, step S25 is changed to step S33 to calculate the multiplication value Gα × Gφ, and step S26 is further changed to the multiplication value Gα × Gφ. The same process as in FIG. 11 may be performed except that step S34 is performed to calculate the steering assist force correction value As by performing the limiter process.

  Further, in the steering assist force correction value calculation process corresponding to the steering assist force correction unit 23 in the third embodiment described above, first, in step S41, the vehicle speed Vx is differentiated to differentiate the vehicle acceleration / deceleration as shown in FIG. αx is calculated, then the process proceeds to step S42, the steering assist force correction gain Gα is calculated with reference to the steering assist force correction gain calculation map of FIG. 9 based on the vehicle acceleration / deceleration αx, and then the process proceeds to step S43. To do.

  In step S43, the steering torque T is read and the absolute value | T | of the steering torque T is calculated. Then, the process proceeds to step S44 where the calculated absolute value | T | of the steering torque T exceeds the predetermined value T3. 10. When | T | ≦ T3, the routine proceeds to step S45, where the steering assist force correction gain Gα calculated at step S42 is set as the steering assist force correction value As, and then the state shown in FIG. The process proceeds to step S6, and when | T |> T3, the process proceeds to step S46, the steering assist force correction value As is set to “1”, and then the process proceeds to step S6 in FIG.

Further, the processing of step S8 in FIG. 10 is changed so as to perform the calculation of the following equation (1) for multiplying the steering assist current command value Iref by the steering assist force correction value As.
Iref ″ = Iref × As + Ic + Ii (1)
The processing in FIG. 13 and the processing in steps S5 and S8 in FIG. 10 correspond to the steering assist force correction unit 23.

  Furthermore, in the first to third embodiments, the case where the present invention is applied to a column-type electric power steering device in which the electric motor 5 is connected to the steering shaft 12 via the speed reduction mechanism 16 has been described. The present invention is not limited to this, and a pinion type electric power steering device that connects an electric motor to the steering gear mechanism 13 via a speed reduction mechanism, or a rack type electric power that connects an electric motor to the rack shaft via a reduction gear. The present invention can also be applied to a steering device.

  Furthermore, in the first to third embodiments, the case where the present invention is applied to a brushless motor has been described. However, the present invention is not limited to this. As shown in FIG. 5, based on the motor current detection value Im output from the motor current detection unit 70 in the angular velocity calculation unit 31 of the motor rotation information calculation unit 22 and the motor terminal voltage Vm output from the terminal voltage detection unit 100 ( 2) The motor angular velocity ωm is calculated by calculating the equation (2), the dq axis current command value calculation unit 25 is omitted, and the compensated torque command value Iref ″ is directly supplied to the motor current control unit 26. The current control unit 26 may be replaced with one subtracting unit 71, a current control unit 72, and a pulse width modulation control unit 73, and the inverter 74 may be changed to the H bridge circuit 101. .

ωm = (Vm−Im · Rm) / K ₀ (2)
Here, Rm is the motor winding resistance, and K ₀ is the electromotive force constant of the motor.
Further, in the first to third embodiments, the case has been described in which the vehicle deceleration αdx or the vehicle acceleration / deceleration αx is calculated by differentiating the vehicle speed Vx. An acceleration sensor that detects acceleration / deceleration may be provided.

  Furthermore, in the first to third embodiments, the case where the steering assist current command value Iref calculated by the steering assist current command value calculation unit 21 is corrected to decrease by the correction value As has been described. However, the present invention is not limited to this. Instead, the three-phase current command values Iaref to Icref calculated by the dq-axis current command value calculation unit 25 are corrected to decrease by the correction value As or calculated by the PI current control unit 72 of the motor current control unit 26. The steering assist force generated by the electric motor 5 may be corrected to decrease by correcting the voltage command values Va to Vc to decrease with the correction value As.

1 is a diagram illustrating a schematic configuration of an electric power steering apparatus according to a first embodiment of the present invention. It is a block diagram which shows the specific structure of a control apparatus. It is a characteristic diagram which shows the steering auxiliary current command value calculation map which shows the relationship with the steering auxiliary current command value which used the vehicle speed as a parameter. FIG. 6 is a characteristic diagram showing a steering assist force correction gain calculation map representing the relationship between vehicle deceleration and steering assist force correction gain. FIG. 6 is a characteristic diagram showing a steering torque correction gain calculation map representing a relationship between an absolute value of steering torque and a steering torque correction gain. It is a block diagram of a control device showing a 2nd embodiment of the present invention. It is a characteristic diagram which shows the steering assist force correction gain calculation map showing the relationship between the steering angle and steering angle correction gain which can be applied to 2nd Embodiment. It is a block diagram of a control device showing a 3rd embodiment of the present invention. It is a characteristic line figure which shows the steering auxiliary force correction gain calculation map which shows the relationship between the vehicle acceleration and deceleration which can be applied to 3rd Embodiment, and a steering auxiliary force correction gain. It is a flowchart which shows an example of the steering assistance control processing procedure performed with a microcomputer. It is a flowchart which shows an example of the steering auxiliary force correction value calculation process procedure of FIG. 12 is a flowchart illustrating another example in the steering assist force correction value calculation processing procedure of FIG. 11. 12 is a flowchart illustrating still another example in the steering assist force correction value calculation processing procedure of FIG. 11. It is a block diagram which shows embodiment at the time of applying a motor with a brush.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Battery, 3 ... Control apparatus, 5 ... Electric motor, 10 ... Steering mechanism, 11 ... Steering wheel, 12 ... Steering shaft, 13 ... Steering gear, 14 ... Connection mechanism, 15 ... Steering wheel, 16 ... Deceleration mechanism, 17 DESCRIPTION OF SYMBOLS ... Steering torque sensor, 18 ... Rotation angle sensor, 19 ... Vehicle speed sensor, 21 ... Steering auxiliary current command value calculating part, 22 ... Motor rotation information calculating part, 23 ... Steering auxiliary force correction part, 24 ... Command value compensating part, 25 ... dq axis current command value calculation unit, 26 ... motor current control unit, 30 ... electrical angle conversion unit, 31 ... angular velocity calculation unit, 32 ... angular velocity calculation unit, 41 ... vehicle acceleration / deceleration detection unit, 42 ... steering assist Force correction gain calculation unit 43... Multiplier 44. Absolute value circuit 45. Steering assist force correction gain calculation unit 46 Limiter 47 Adder 51 Convergence compensation unit 52 Inertia Compensation unit, 53, 54 ... adder, 61 ... d-axis current command value calculation unit, 62 ... induced voltage model calculation unit, 63 ... q-axis current command value calculation unit, 64 ... 2-phase / 3-phase conversion unit, 70 ... Motor current detection unit, 71a to 71c ... subtraction unit, 72 ... current control unit, 73 ... pulse width modulation unit, 74 ... inverter, 81 ... steering angle detection unit, 82 ... absolute value circuit, 83 ... calculation of steering angle correction gain , 91 ... Vehicle acceleration / deceleration detection part, 92 ... Steering auxiliary force correction gain calculation part, 93 ... Selection part, 94 ... Steering auxiliary force correction gain generation part, 95 ... Selection signal generation part, 96 ... Absolute value conversion circuit, 97 ... multiplier

Claims (7)

Steering torque detection means for detecting steering torque input to the steering mechanism for turning the steered wheels, an electric motor for generating steering assist torque to be applied to the steering mechanism, and at least steering torque detected by the steering torque detection means An electric power steering device comprising a steering assist force control means for calculating a current command value based on the driving control of the electric motor,
The steering assisting force control means calculates a correction value that suppresses the unstable behavior of the vehicle that occurs during deceleration based on the deceleration detected by the deceleration detection means. An electric power steering apparatus comprising a steering assist force correcting means for correcting a steering assist force generated by the electric motor based on the calculated correction value.   2. The electric power steering apparatus according to claim 1, wherein the steering assist force correcting means is configured to correct the steering assist force by adding the correction value to the current command value.   2. The electric power steering apparatus according to claim 1, wherein the steering assist force correcting unit is configured to correct the steering assist force by multiplying the current command value by the correction value.   4. The electric power steering apparatus according to claim 1, wherein the steering assist force correcting unit is configured to increase the correction value as the deceleration increases. 5.   The electric power steering according to any one of claims 1 to 4, wherein the steering assist force correcting means is configured to correct a steering assist force by correcting the current command value. apparatus.   6. The steering assisting force correcting unit is configured to change the correction value according to the steering torque detected by the steering torque detecting unit. Electric power steering device.   Steering angle detection means for detecting the steering angle of the steering mechanism is provided, and the steering assist force correction means is configured to change the correction value according to the steering angle detected by the steering angle detection means. The electric power steering apparatus according to any one of claims 1 to 5, wherein

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