JP4872614B2 - Electric power steering device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an electric power steering device suppressing the interference of a motor control in cutback steering to obtain favorable steering feeling. <P>SOLUTION: A column ECU 32 (a microcomputer 42 of the column ECU 32) is provided with a K-turn steering determination part 61 as a K-turn steering means determining whether or not the input steering operation is "K-turn steering". When it is determined that the input steering operation is "K-turn steering", the column ECU 32 switches the supply of drive power to a motor 22 by feedback control to the supply by open-loop control. <P>COPYRIGHT: (C)2008,JPO&amp;INPIT

Description

  The present invention relates to an electric power steering apparatus including two motors.

  Conventionally, a power steering apparatus for a vehicle includes an electric power steering apparatus (EPS) using a motor as a drive source. Such EPS has a high degree of freedom in layout as compared with a hydraulic power steering apparatus. It is characterized by low energy consumption. For this reason, in recent years, adoption of EPS has been studied not only for small vehicles but also for large vehicles, and in order to cope with this, further improvement in output performance is strongly demanded.

  However, in reality, the vehicle space in which the EPS actuator can be installed is limited. In particular, in the so-called rack-type and pinion-type EPS, there is already much room for increasing the size of the motor as the drive source. The fact is not. Even in the case of a column type EPS having a relatively large installation space, there is a problem in that a significant increase in weight is caused by strengthening the steering shaft to cope with the increase in output.

Thus, conventionally, there has been proposed an EPS in which two motors are used as a drive source, one motor is used to apply assist force to the rack shaft, and the other motor is used to apply assist force to the steering shaft (for example, Patent Documents). 1). And by adopting such EPS, it becomes possible to cope with a large output while avoiding the problem of installation space and weight increase, and ensuring high reliability by ensuring redundancy. become able to.
JP 2004-82798 A

  By the way, in EPS, in many cases, power is supplied to each motor, which is a driving source, by current feedback control so that the actual current value follows the current command value corresponding to the target assist force.

  However, when two motors are used as drive sources, it is difficult to match the control phases. In other words, in a configuration in which one assists the rack shaft and the other assists the steering shaft, the phase of the two tends to shift due to the twisting of the steering shaft, and the control of both motors may interfere with each other due to the shift of the phase. is there. Such a problem of interference becomes prominent especially at the time of so-called “turnback steering” in which the direction of the steering operation is switched, and vibration caused by this may cause a decrease in steering feeling.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide an electric power steering device capable of realizing a good steering feeling by suppressing interference of motor control during turn-back steering. Is to provide.

  In order to solve the above problems, the invention according to claim 1 is directed to a first steering force assisting device provided to give an assist force for assisting a steering operation to a rack shaft, and the steering shaft to the steering shaft. Operation of each steering force assisting device by supplying driving power to a second steering force assisting device provided to apply assisting force and a motor that is a driving source of the corresponding steering force assisting device. First and second control means for controlling each of the steering force assisting devices by feedback control so that the actual current value follows the current command value corresponding to the target assist force. In the electric power steering apparatus for supplying driving power to the motor, any one of the first and second steering force assisting devices is a main steering force assisting device, and the other is a sub steering force assisting device. A switching steering means for determining switching steering in which the direction of the steering operation is switched, and the control means corresponding to the auxiliary steering force assisting device among the control means includes the switching steering. Sometimes, the gist is to supply the driving power by open loop control.

  In other words, since there is no follow-up delay in open loop control, the assist force can be reliably applied in the steering operation direction, thereby suppressing the occurrence of phase shift in control and the accompanying mutual interference. Can do. And, as in the above configuration, at the time of "turnback steering" where the mutual interference is most prominent, by switching the control on the auxiliary steering force assist device side to open loop control, the occurrence of mutual interference is effectively suppressed. A good steering feeling can be realized.

  According to a second aspect of the present invention, the control means corresponding to the auxiliary steering force assisting device includes a filter control means for suppressing fluctuations in control output accompanying switching of the control mode between the feedback control and the open loop control. This is the gist.

According to the above configuration, it is possible to suppress a rapid change in the control output accompanying the switching of the control mode. As a result, a better steering feeling can be ensured.
The gist of the invention described in claim 3 is that the control means corresponding to the main steering force assisting device increases the gain of the feedback control during the turn-back steering.

  According to the above configuration, the responsiveness of the main steering force assisting device can be improved. As a result, even when the control on the auxiliary steering force assisting device side is the open loop control, a steering feeling with a direct feeling can be realized.

  According to the present invention, there is provided an electric power steering device capable of realizing a good steering feeling by suppressing interference of motor control during reverse steering.

DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, an embodiment of the invention will be described with reference to the drawings.
As shown in FIG. 1, in the electric power steering apparatus (EPS) 1 of the present embodiment, a steering shaft 3 to which a steering 2 is fixed is connected to a rack shaft 5 via a rack and pinion mechanism 4, and the steering The rotation of the steering shaft 3 accompanying the operation is converted into a reciprocating linear motion of the rack shaft 5 by the rack and pinion mechanism 4. Specifically, the steering shaft 3 of the present embodiment is formed by connecting a column shaft 8, an intermediate shaft 9, and a pinion shaft 10 via universal joints 7a and 7b. The rack and pinion mechanism 4 includes: The pinion teeth 10a formed at one end of the pinion shaft 10 are engaged with the rack teeth 5a on the rack shaft 5 side. The reciprocating linear motion of the rack shaft 5 accompanying the rotation of the steering shaft 3 is transmitted to a knuckle (not shown) via tie rods 11 connected to both ends of the rack shaft 5, whereby the steered angle of the steered wheels 12. That is, the traveling direction of the vehicle is changed.

  The EPS 1 of the present embodiment has a plurality (two) of motors 21 and 22 as drive sources for generating an assist force for assisting a steering operation with respect to the steering system configured as described above. Specifically, the EPS 1 applies assist force to the column shaft 8 using the motor 22 as a drive source and a rack actuator 23 as a first steering force assisting device that applies assist force to the rack shaft 5 using the motor 21 as a drive source. And a column actuator 24 as a second steering force assisting device.

  More specifically, in the present embodiment, the rack actuator 23 includes a motor 21 as a drive source and a ball screw mechanism 26, and the motor torque of the motor 21 is converted into an axial pressing force by the ball screw mechanism 26. Then, it is transmitted to the rack shaft 5. Then, the rack shaft 5 is moved in the axial direction by the motor torque so that an assist force is applied to the rack shaft 5.

  On the other hand, the column actuator 24 includes a motor 22 that is a drive source and a speed change mechanism (worm and wheel) 27. The column actuator 24 is configured to apply an assist force to the column shaft 8 (the steering shaft 3) by transmitting the motor torque of the motor 22 to the column shaft 8 via the speed change mechanism 27. .

  The EPS 1 of the present embodiment includes a rack ECU 31 as a first control unit that controls the operation of the rack actuator 23 and a column ECU 32 as a second control unit that controls the operation of the column actuator 24.

  In the present embodiment, the steering shaft 3 (column shaft 8) is provided with a torque sensor 35 and a steering sensor 36, and the rack ECU 31 and the column ECU 32 have a steering torque τ detected by these sensors, a steering wheel. The angle θs and the steering speed ωs are input. In addition, the vehicle speed V detected by the vehicle speed sensor 37 is input to the rack ECU 31 and the column ECU 32. In the present embodiment, the rack ECU 31 and the column ECU 32 communicate with each other via an in-vehicle network (not shown). Then, the rack ECU 31 and the column ECU 32 calculate a target assist force based on these state quantities, and supply drive power corresponding to the target assist force to the motors 21 and 22. In the present embodiment, brushless motors are employed as the motors 21 and 22 of the rack actuator 23 and the column actuator 24, and the rack ECU 31 and the column ECU 32 have three phases (U, V, W) is supplied. Each rack ECU 31 and column ECU 32 controls the operation so that the corresponding assist force is generated in the corresponding rack actuator 23 and column actuator 24 by supplying the driving power.

Next, an aspect of assist control in the EPS of the present embodiment will be described.
FIG. 2 is a control block diagram of the EPS of this embodiment. Each control block shown below is realized by a computer program executed by microcomputers 41 and 42 described later.

  As shown in the figure, the rack ECU 31 and the column ECU 32 are respectively connected to the microcomputers 41 and 42 that output motor control signals and the motors 21 and 22 that are drive sources of the corresponding actuators based on the motor control signals. Drive circuits 43 and 44 for supplying drive power are provided.

  In the present embodiment, the rack ECU 31 and the column ECU 32 include current sensors 45 and 46 for detecting actual current values I_r and I_c energized to the motors 21 and 22, and the rotation angles θm_r of the motors 21 and 22, respectively. Rotation angle sensors 47 and 48 for detecting θm_c are connected. The microcomputers 41 and 42 are based on the actual current values I_r and I_c and the rotation angles θm_r and θm_c of the motors 21 and 22 detected based on the output signals of these sensors, and the steering torque τ and the vehicle speed V. A motor control signal is output to the drive circuits 43 and 44.

  Specifically, each of the microcomputers 41 and 42 calculates assist command calculation units 51 and 52 for calculating current command values I_r * and I_c * corresponding to the target assist force to be generated by the corresponding rack actuator 23 and column actuator 24, respectively. And motor control signal output units 53 and 54 for outputting a motor control signal based on the current command values I_r * and I_c * calculated by the assist control calculation units 51 and 52, respectively.

  In the present embodiment, each assist control calculation unit 51, 52 applies a larger assist force based on the steering torque τ and the vehicle speed V, as the detected steering torque τ increases and as the vehicle speed V decreases. Therefore, the current command values I_r * and I_c * are calculated. The assist control calculation units 51 and 52 output current command values I_r * and I_c * corresponding to the target assist force to the motor control signal output units 53 and 54, respectively.

  On the other hand, the motor control signal output units 53 and 54 include feedback control units 55 and 56, and the current command values I_r * and I_c * output from the assist control calculation units 51 and 52 are the feedback control units. Input to the sections 55 and 56. The feedback control units 55 and 56 detect the current command values I_r * and I_c *, the actual current values I_r and I_c detected by the current sensors 45 and 46, and the rotation angle sensors 47 and 48, respectively. The rotation angles θm_r and θm_c are input. The feedback control units 55 and 56 perform feedback control so that the actual current values I_r and I_c follow the current command values I_r * and I_c * corresponding to the target assist force.

  Specifically, in the present embodiment, the feedback control units 55 and 56 calculate the phase current values (Iu, Iv, Iw) of the motors 21, 22 detected as the actual current values I_r, I_c, as d / q. The current feedback control is performed by converting into d and q axis current values in the coordinate system (d / q conversion).

  That is, the current command values I_r * and I_c * are input to the feedback control units 55 and 56 as q-axis current command values, and the feedback control units 55 and 56 are detected by the rotation angle sensors 47 and 48, respectively. Each phase current value (Iu, Iv, Iw) is d / q converted based on the rotation angles θm_r, θm_c. Next, each of the feedback control units 55 and 56 calculates the d and q axis voltage command values based on the d and q axis current values and the q axis current command value, and further calculates the d and q axis voltage command values. Each phase voltage command value (Vu *, Vv *, Vw *) is calculated by d / q reverse conversion.

  The phase voltage command values (Vu *, Vv *, Vw *) calculated by the feedback control units 55, 56 are input to the signal generation units 57, 58 as control commands ε_r, ε_c. In this embodiment, the feedback control unit 56 on the column ECU 32 side outputs each phase voltage command value (Vu *, Vv *, Vw *) as a feedback control amount εFB to the switching control unit 63 described later, The switching control unit 63 normally outputs the feedback control amount εFB to the signal generation unit 58 as a control command ε_c. Then, each of the signal generators 57 and 58 generates a motor control signal based on the control commands ε_r and ε_c.

  In the rack ECU 31 and the column ECU 32 of this embodiment, the motor control signal output units 53 and 54 output motor control signals to the drive circuits 43 and 44, and the drive circuits 43 and 44 receive the motor control signals. Based on the above, by supplying three-phase drive power to the motors 21 and 22, the operation of the corresponding actuators is controlled.

  As described above, in an EPS having two motors as a drive source, it is an important issue to suppress mutual interference between these two motor controls and the accompanying deterioration in steering feeling.

  Considering this point, in the present embodiment, the microcomputer 42 of the column ECU 32 is provided with a reverse steering determination unit 61 as a reverse steering means for determining whether or not the input steering operation is “reverse steering”. Yes. When the column ECU 32 determines that the input steering operation is “turnback steering”, the column ECU 32 supplies the drive power to the motor 22 from the feedback control as described above to the open loop control. Switch to.

  In other words, since there is no follow-up delay in open loop control, the assist force can be reliably applied in the steering operation direction, thereby suppressing the occurrence of phase shift and accompanying mutual interference in the two motor controls. can do. Here, the mutual interference as described above is most noticeable in “turn-back steering” in which the direction of the steering operation is switched. Therefore, at the time of such “turnback steering”, it is possible to effectively suppress the mutual interference between the two motor controls by switching the control of one of the motors 21 and 22 to the open loop control. In the present embodiment, the column actuator 24 is positioned as the auxiliary steering force assisting device, and at the time of “turnback steering”, the control of the motor 22 that is the driving source is switched to the open loop control, thereby causing the mutual interference as described above. It is the structure which aims at implementation | achievement of favorable steering feeling by suppressing generation | occurrence | production of this.

  More specifically, in the present embodiment, in the microcomputer 42 on the column ECU 32 side, the motor control signal output unit 54 includes an open loop control unit 62 and a switching control unit 63 in addition to the feedback control unit 56 described above. It has been.

  The open loop control unit 62 is supplied with the current command value I_c * output from the assist control calculation unit 52. The open loop control unit 62 performs open loop control based on the current command value I_c *. Calculate the quantity εOL. Further, the switching control unit 63 receives the determination signal Scc output from the switching steering determination unit 61 together with the feedback control amount εFB output from the feedback control unit 56 and the open loop control amount εOL output from the open loop control unit 62. Is done. Then, the switching control unit 63 outputs the feedback control amount εFB as the control command ε_c when the input determination signal Scc is a value indicating that it is not “turnback steering”, that is, in the normal state, and the determination signal Scc is “ When the value indicates that “turning back steering”, the open loop control amount εOL is output to the signal generation unit 58 as the control command ε_c.

  In this embodiment, when it is determined that the switchback steering is “turnback steering”, the determination signal Scc having a value of “1” or “−1” is output, and “turnback steering” is performed. If it is determined that it is not, a determination signal Scc having a value of “0” is output. In the present embodiment, the switching control unit 63 is provided with a filter processing unit 64 as filter control means. When the control mode is switched, if there is a difference between the feedback control amount εFB and the open loop control amount εOL at the time of switching the control mode, the filter processing unit 64 executes the filter process. The control output, that is, the rapid change of the control command ε_c is suppressed.

Next, a processing procedure of motor control output by the microcomputer 42 on the column ECU 32 side will be described.
As shown in the flowchart of FIG. 3, the microcomputer 42 acquires each state quantity (step 101), calculates the current command value I_c * corresponding to the target assist force by the assist control calculation (step 102), and then It is determined whether or not “steering-back steering” in which the direction of the steering operation is switched (turning-back steering determination, step 103).

  In the present embodiment, the microcomputer 42 inputs the steering torque τ (absolute value) exceeding the predetermined threshold value τ0 and the energization amount exceeding the predetermined threshold value I0 (the actual current value I_c) in the switching steering determination at step 103. If the steering speed ωs (absolute value) is smaller than the predetermined threshold value ω0 in spite of the presence of the absolute value), it is determined that the state is the “turnback steering” state.

  That is, as shown in the flowchart of FIG. 4, the microcomputer 42 first determines whether or not the absolute value of the detected steering torque τ exceeds a predetermined threshold value τ0 (step 201). > Τ0, Step 201: YES), it is subsequently determined whether or not the absolute value of the actual current value I_c energized to the motor 22 exceeds a predetermined threshold value I0 (Step 202). When the microcomputer 42 determines in step 202 that the absolute value of the actual current value I_c exceeds the predetermined threshold value I0 (| I_c |> I0, step 202: YES), the detected steering speed is detected. It is determined whether or not the absolute value of ωs is smaller than a predetermined threshold value ω0 (step 203).

  Next, when it is determined in step 203 that the absolute value of the steering speed ωs is smaller than the predetermined threshold value ω0 (| ωs | <ω0, step 203: YES), the microcomputer 42 determines the detected steering torque τ. It is determined whether or not a value (τ_c−τ_b) obtained by subtracting the previous value τ_b from the current value τ_c is smaller than a negative value (−τth) of a predetermined threshold value τth (step 204). In the microcomputer 42 of the present embodiment, the leftward steering operation (leftward steering) is handled as a “positive” value. When the value obtained by subtracting the previous value τ_b from the current value τ_c is smaller than the negative value of the predetermined threshold value τth (τ_c−τ_b <−τth, Step 204: YES), the input steering operation is performed. It is determined that the steering is turning back to the left (determination signal Scc = “1”, step 205).

  On the other hand, when it is determined in step 204 that the value (τ_c−τ_b) obtained by subtracting the previous value τ_b from the current value τ_c of the steering torque τ is equal to or larger than the negative value of the predetermined threshold τth (τ_c−τ_b ≧ − (τth, step 205: NO), the microcomputer 42 determines whether or not the value (τ_c−τ_b) is larger than the value (τth) on the plus side of the threshold τth (step 206). When the value obtained by subtracting the previous value τ_b from the current value τ_c is larger than the value on the plus side of the predetermined threshold value τth (τ_c−τ_b> τth, Step 206: YES), the input steering operation is right. It is determined that the steering is turning back in the direction (determination signal Scc = “− 1”, step 207).

  If the microcomputer 42 does not satisfy the conditions of steps 201 to 203 and 206 (| τ | ≧ τ0, | I_c | ≦ I0, | ωs | <ω0, or τ_c−τ_b ≦ τth, ie, step When any of 201 to 203 and 206 is “NO”, it is determined that the non-reverse steering is performed (determination signal Scc = “0”, step 208).

  As described above, when the turning steering determination in step 103 is executed, the microcomputer 42 next determines whether or not the determination result is “turning steering” (step 104). If it is not “turnback steering” (step 104: NO), the feedback control amount εFB is calculated by executing the feedback control calculation (step 105). If it is “turnback steering” (step 104: YES). Calculates the open loop control amount εOL by executing the open loop control calculation (step 106). Then, the microcomputer 42 generates and outputs a motor control signal after smoothing the control output at the time of switching between the two control modes by changing the processing steps related to the above steps 104 and 105 by the filter processing (step 107) (step 107). 108).

  On the other hand, as shown in FIG. 2, in the present embodiment, in the microcomputer 41 on the rack EUC 31 side, the motor control signal output unit 53 is provided with a feedback gain calculation unit 65, and the feedback control unit 55 Based on the feedback gain K determined by the feedback gain calculator 65, the feedback control calculation is executed. In the present embodiment, the switching control unit 63 provided on the column ECU 32 side (the microcomputer 42) outputs a mode signal Smc indicating whether the control mode is feedback control or open loop control. The mode signal Smc is input to the feedback gain calculator 65. Then, when the mode signal Smc indicates that the open loop control is being performed, the feedback gain calculation unit 65 outputs a higher feedback gain K_HI to the feedback control unit 55.

  Specifically, as shown in the flowchart of FIG. 5, the microcomputer 41 on the rack EUC 31 side determines whether the control mode in the column ECU 32 is open loop control based on the mode signal Smc input from the column ECU 32 side. It is determined whether or not (step 301). If it is not open loop control (step 301: NO), a feedback control calculation is executed based on the normal feedback gain K (step 302). If it is open loop control (step 301: YES), A feedback control calculation is executed based on the feedback gain K_HI set higher (step 303).

  That is, on the rack EUC 31 side corresponding to the rack actuator 23 positioned as the main steering force assist device, the gain of feedback control for supplying drive power to the motor 21 is increased, thereby improving the responsiveness of the rack actuator 23. be able to. And EPS1 of this embodiment is comprised so that the direct feeling in a steering feeling may not be impaired by performing such control, even when control of the column actuator 24 (motor 22) is made into open loop control. ing.

As described above, according to the present embodiment, the following operations and effects can be obtained.
(1) The column ECU 32 (of the microcomputer 42) is provided with a reverse steering determination unit 61 as a reverse steering means for determining whether or not the input steering operation is “reverse steering”. If the column ECU 32 determines that the input steering operation is “turnback steering”, the drive power supply to the motor 22 is changed from the feedback control as described above to the open loop control. And switch.

  In other words, since there is no follow-up delay in open loop control, the assist force can be reliably applied in the steering operation direction, thereby suppressing the occurrence of phase shift and accompanying mutual interference in the two motor controls. can do. At the time of “turnback steering” in which the mutual interference is most noticeable, the control of the motor 22 that is the drive source of the column actuator 24 is switched to the open loop control, so that the occurrence of the mutual interference can be effectively suppressed and improved. Steering feeling can be realized.

  (2) The filter processing unit 64 is provided in the column ECU 32 (the switching control unit 63 thereof). When the control mode is switched, if there is a difference between the feedback control amount εFB and the open loop control amount εOL, the filter processing unit 64 performs filter processing.

  According to the above configuration, it is possible to suppress a sudden change in the control output (control command ε_c) accompanying the switching of the control mode. As a result, a better steering feeling can be ensured.

  (3) The microcomputer 41 on the rack EUC 31 side determines whether or not the control mode in the column ECU 32 is open loop control. In the case of the open loop control, the feedback control calculation is executed based on the feedback gain K_HI set higher than that in the normal case, that is, when the control mode on the column ECU 32 side is the feedback control.

  According to the said structure, the responsiveness of the rack actuator 23 positioned as a main steering force assistance apparatus can be improved. Thus, even when the control of the column actuator 24 (motor 22) is open loop control, a steering feeling with a direct feeling can be realized.

In addition, you may change this embodiment as follows.
In the present embodiment, the EPS 1 includes a rack ECU 31 as a first control unit that controls the operation of the rack actuator 23 and a column ECU 32 as a second control unit that controls the operation of the column actuator 24. . However, the present invention is not limited to this, and the present invention may be applied to a configuration in which the rack actuator 23 and the column actuator 24 are controlled by one ECU. That is, the first and second control means do not need to be physically separate.

  In the present embodiment, the present invention is embodied in EPS 1 including a column actuator 24 that applies assist force to the column shaft 8 as a steering force assisting device that applies assist force to the steering shaft 3. However, the present invention is not limited to this, and the steering force assisting device that applies assist force to the steering shaft 3 may be embodied with a pinion-type EPS actuator that applies assist force to the pinion shaft.

  In the present embodiment, the rack actuator 23 is positioned as the main actuator, and the column actuator 24 is positioned as the sub-actuator. However, the present invention is not limited to this, and the column actuator 24 may be applied to a main actuator and the rack actuator 23 may be positioned as a subactuator.

  In the present embodiment, the microcomputer 42 receives an input of a steering torque τ (absolute value) exceeding a predetermined threshold τ0 and an energization amount exceeding the predetermined threshold I0 (absolute value of the actual current value I_c) in the turning steering determination. ) But the steering speed ωs (absolute value) is smaller than the predetermined threshold value ω0, it is determined that the state is the “turnback steering” state. However, the form of the turning-back steering determination is not limited to this, and may be performed by other methods such as determination based on a change in the steering angle θs.

  -In the present embodiment, at the time of "turning steering" where the mutual interference is most prominent, the control on the auxiliary steering force assisting device side is set to open loop control in a preventive manner, thereby suppressing the occurrence of the mutual interference. did. However, the present invention is not limited to this, and interference detection means for detecting the occurrence of mutual interference is provided. And after detecting the occurrence of mutual interference, as in this embodiment, the control on the auxiliary steering force assisting device side is set to open loop control, or the gain of feedback control for both steering force assisting devices is reduced, etc. The motor control may be set to the interference suppression mode.

  That is, as shown in the flowchart of FIG. 6, first, interference determination is performed to determine the mutual interference between the two motor controls (interference determination, step 401), and then the determination result indicates that the motor control has mutual interference. It is determined whether or not it has occurred (step 402). The interference determination in step 401 may be performed by, for example, actually measuring the vibration of the steering system and determining whether the frequency of the vibration is caused by motor control interference. When it is determined in step 402 that interference has not occurred (step 402: NO), normal control is executed (step 403), and when it is determined that interference has occurred (step 402: (YES), the interference suppression mode may be set (step 404). Even with such a configuration, a good steering feeling can be realized.

The schematic block diagram of an electric power steering device (EPS). The control block diagram of EPS. The flowchart which shows the process sequence of the motor control output in the column ECU side. The flowchart which shows the process sequence of switching steering determination. The flowchart which shows the process sequence of the feedback gain switching in the rack ECU side. The flowchart which shows the aspect of interference suppression control of another example.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Electric power steering device (EPS), 2 ... Steering, 3 ... Steering shaft, 5 ... Rack shaft, 8 ... Column shaft, 10 ... Pinion shaft, 12 ... Steering wheel, 21, 22 ... Motor, 23 ... Rack actuator, 24 ... Column actuator, 31 ... Rack ECU, 32 ... Column ECU, 41, 42 ... Microcomputer, 51, 52 ... Assist control calculation unit, 55, 56 ... Feedback control unit, 61 ... Reverse steering determination unit, 62 ... Open loop control 63, switching control unit, 64 ... filter processing unit, 65 ... feedback gain calculation unit, I_r, I_c ... actual current value, I_r *, I_c * ... current command value, ε_r, ε_c ... control command, εFB ... feedback control Amount, εOL ... open loop control amount, K, K_HI ... feedback gain, Scc ... judgment signal, Smc ... mode De signal.

Claims (3)

A first steering force assisting device provided to apply an assist force for assisting a steering operation to the rack shaft; a second steering force assisting device provided to apply the assist force to the steering shaft; First and second control means for controlling the operation of each steering force assisting device by supplying driving power to a motor that is a driving source of the corresponding steering force assisting device, In the electric power steering device for supplying driving power to the motor of each corresponding steering force assisting device by feedback control so that the actual current value follows the current command value corresponding to the target assist force,
One of the first and second steering force assist devices is positioned as a main steering force assist device, and the other is positioned as a sub steering force assist device,
A reverse steering means for determining the reverse steering in which the direction of the steering operation is switched;
The control means corresponding to the auxiliary steering force assisting device among the control means performs the supply of the driving power by open loop control during the turn-back steering,
An electric power steering device. The electric power steering apparatus according to claim 1, wherein
The electric power steering, wherein the control means corresponding to the auxiliary steering force assisting device includes a filter control means for suppressing a fluctuation of a control output accompanying switching of a control mode between the feedback control and the open loop control. apparatus. In the electric power steering device according to claim 1 or 2,
The control means corresponding to the main steering force assisting device increases the gain of the feedback control during the turn-back steering.

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