Technical field
[0001]The present invention, by performing the assist control and the steering angle control with respect to the steering system by the drive control of the motor based on the current command value relates to an electric power steering device for automatic steering possible, in particular by the driver during automatic steering even steering intervention is carried out, an electric power steering apparatus capable of reducing the safe and discomfort.
BACKGROUND
[0002]
　Steering assist force by the rotation force of the motor to a steering system of a vehicle electric power steering apparatus which provides (assist torque) (EPS) is the driving force of the motor, the transmission mechanism such as gears or a belt through a reduction mechanism, a steering grant as a steering assist force to the shaft or a rack shaft, so as to assist control. Such conventional electric power steering apparatus, in order to accurately generate an assist torque, and performs a feedback control of a motor current. The feedback control is the difference between the steering assist command value (current command value) and the motor current detection value to adjust the voltage applied to the motor so as to reduce, adjustment of the voltage applied to the motor, generally a PWM (Pulse Width It is carried out by adjusting the modulation) control duty.
[0003]
　Explaining shows the general construction of an electric power steering apparatus in FIG. 1, column shaft of the handle 1 (steering shaft, the steering wheel shaft) 2 reduction gear constituting the reduction mechanism (worm gear) 3, universal joints 4a and 4b, pinion rack mechanism 5, through tie rods 6a, the 6b, is connected further hub unit 7a, via 7b steering wheels 8L, the 8R. In addition, the column shaft 2 is interposed torsion bar, the steering angle sensor 14 for detecting a steering angle of the steering wheel 1 theta by torsional angle of the torsion bar, and a torque sensor 10 is provided for detecting the steering torque Tt , motor 20 for assisting the steering force of the steering wheel 1 is connected to the column shaft 2 via the reduction gear 3. The control unit (ECU) 30 for controlling the electric power steering apparatus, the electric power from the battery 13 is supplied, the ignition key signal is inputted through the ignition key 11. Control unit 30 performs the calculation of the current command value of the assist control command based on the vehicle speed V detected by the steering torque Tt and vehicle speed sensor 12 detected by the torque sensor 10, subjected to compensation for the current command value controlling the current supplied to the motor 20 by the voltage control command value Vref.
[0004]
　Incidentally, the steering angle sensor 14 is not mandatory and may not be disposed, it is also possible to obtain the steering angle from the rotation angle sensor such as a resolver connected to the motor 20.
[0005]
　The control unit 30 is connected CAN (Controller Area Network) 40 is for exchanging various kinds of information of the vehicle, the vehicle speed V is also possible to receive from CAN40. Further, the control unit 30, communications other than CAN40, an analog / digital signal, even non CAN41 for exchanging radio waves connectable.
[0006]
　Consists of a control unit 30 mainly CPU (including also MPU or MCU, etc.), is shown in Figure 2 when showing the general functions performed by the program in the CPU.
[0007]
　To explain the control unit 30 with reference to FIG. 2, which is detected by the steering torque Tt and vehicle speed sensor 12 detected by the torque sensor 10 (or from CAN40) the vehicle speed V, the current command for calculating a current command value Iref1 is input to the value computation unit 31. Current command value calculating section 31 uses the assist map or the like based on the input steering torque Tt and vehicle speed V, the calculating a current command value Iref1 is a control target value of the current supplied to the motor 20. The current command value Iref1 is inputted to the current limiting unit 33 via the adder portion 32A, the current is limited to the maximum current command value Irefm is input to the subtraction unit 32B, a deviation between the motor current Im is fed back I (= Irefm -im) is calculated, the deviation I is inputted to a PI (proportional integral) control unit 35 for improving the characteristics of the steering operation. Voltage control command value Vref which is characteristic improvement by the PI control unit 35 is inputted to a PWM control unit 36, the motor 20 is PWM driven further through the inverter 37. Motor current Im of the motor 20 is detected by a motor current detector 38 and fed back to the subtraction section 32B. Inverter 37 is constituted by a bridge circuit of FET as the semiconductor switching element.
[0008]
　The motor 20 is coupled rotational angle sensor 21 such as a resolver is, the rotation angle θ is output is detected from the rotational angle sensor 21.
[0009]
　Furthermore, the addition unit 32A are subject to compensation signal CM from the compensation signal generation unit 34 performs a steering system based characteristic compensation by the addition of the compensation signal CM, so as to improve the convergence and inertial characteristics ing. Compensation signal generation unit 34, the self-aligning torque (SAT) 34C and inertia 34B are added in the addition unit 34D, further adds astringency 34A by an adder 34E to the addition result, compensating the addition result of the adder 34E It is a signal CM.
[0010]
　Recently, research and development of automatic operation technology of a vehicle has been promoted, in the automatic steering therein proposed to apply the electric power steering apparatus (EPS) have been made. When implementing the automatic steering by EPS, independently a mechanism for assist control conventional EPS is running, the mechanism for the steering angle control for controlling the steering system such that the vehicle travels in a desired direction owned Te, allowing adjusting these output configuration has become common. Further, in the steering angle control, it has been used position and speed control with excellent performance disturbance suppression against responsiveness and road surface reaction force or the like for steering angle command is a control target of the steering angle, for example, P is in the position control (proportional) control, PI (proportional integral) control is adopted in the speed control.
[0011]
　Run independently assist control and the steering angle control, when performing the overall control by switching the command value which is output from both the thus suddenly switched by a switch or the like, the command value is suddenly fluctuates, the handle behavior It becomes unnatural, which may cause discomfort to the driver. In JP 2004-17881 (Patent Document 1), as a response to this problem, in the switching of the torque control system (corresponding to the assist control) and the rotation angle control system (corresponding to the steering angle control), commands from both the value value obtained by adding by multiplying coefficients (automated coefficients and manual coefficient), respectively a final command value, by gradually changing the coefficients, so as to suppress the abrupt variation of the command value. Further, using the PI control in the P control, speed control by the position control in the rotation angle control method.
[0012]
　Patent No. 3917008 (Patent Document 2), carried out automatically hand operation according to the setting steering angle, the automatic steering control devices have been proposed for the purpose of particular parking assist. This device is adapted to the torque control mode (corresponding to the assist control) and the parking support mode (corresponding to the steering angle control) is switched, the parking assist mode, the control using the pre-stored parking data was Is going. Then, at the position control of the parking assist mode is carried out PI control in the P control, speed control.
[0013]
　Patent No. 3912279 (Patent Document 3) is not intended to apply directly the EPS, when starting the steering angle control by switching to the automatic steering mode, by gradually increasing the steering speed (steering angular velocity) , thereby reducing the discomfort to the driver by the handle sudden change at the start.
CITATION
Patent Document
[0014]
Patent Document 1: JP 2004-17881 JP
Patent Document 2: Patent No. 3917008 Patent Publication
Patent Document 3: Japanese Patent No. 3912279
Summary of the Invention
Problems that the Invention is to Solve
[0015]
　However, in Patent Document 1, in the switching scheme because the command value for the steering angle control (steering angle control command value) is output is limited to the final command value by a factor, only a limited amount final command value is small turn into. Deviation This restriction command value for the steering angular velocity calculated from the steering angle control command value to the (steering angular velocity command value), the actual speed of the motor is delayed, during the steering angular speed command value and the actual speed There occurs, the integral value of the I (integral) control in the speed control will be put away accumulation, greater steering angle control command value from the speed control so that the result is output. As a result, in the state in which the coefficient to be multiplied by the command value for the assist control (assist control command value) gradually increases, since restrictions coefficients is gradually being relaxed, the steering angle control command value is excessive in accordance with the coefficient increases becomes a value, handle overreact relative steering angular speed command value, which may cause discomfort and discomfort caught feeling like the driver.
[0016]
　In Patent Document 1, P control to position control, uses PI control to speed control, when there is manual intervention by the driver in the steering angle control, steering angle control steering angle control command value since it operates so as to follow the, from the steering angle control to switching operation of the assist control is executed, it is difficult to steer manually. Furthermore, a time delay is generated by manual input detection and switching operation, it may not be possible to sufficiently perform the operation of the steering intervention by the driver.
[0017]
　Any patent document 2, P control to position control is performed steering angle control using a PI control for speed control. When performing steering angle control in a vehicle, vehicle speed, friction and because the disturbance or load conditions due to changes in the road surface reaction force changes greatly, the device must be controlled configuration which is resistant to them. However, only the control configuration of the device described in Patent Document 2, for example, if the road surface reaction force is changed, when the target steering angle is changed rapidly, vibrations are generated by the natural vibration of a spring by Mass and torsion bar of the steering wheel and, there is a fear that feel as uncomfortable and unpleasant feeling of driver it.
[0018]
　In Patent Document 3, although gradually increasing the steering angular velocity when the steering angle control starts, so continues to increase until the increased starts reaches the upper limit value of the steering speed, the integral value of the I control resulting in excessive accumulation . As a result, the steering angle control command value becomes excessive value, handle overreact relative steering angular speed command value, there is a possibility that give a sense of discomfort to the driver.
[0019]
　The present invention has been made in view of the above described circumstances, an object of the present invention, even if the steering intervention is performed by the driver during automatic steering to achieve manual steering, safety during emergency steering by the driver a more ensured, it is to provide an electric power steering apparatus having both assist control and the steering angle control. In addition, to reduce the discomfort and discomfort to the driver of caught feeling like at the time of switching to the manual steering from the automatic steering.
Means for Solving the Problems
[0020]
　The present invention drives the motor based on the current command value relates to an electric power steering apparatus that performs assist control and the steering angle control with respect to the steering system by the drive control of the motor, the object of the present invention, at least a steering angle based on the command value and the actual steering angle, a steering angle control unit for calculating a steering angle control current command value for the steering angle control, the steering state determined based on the determination of the manual input, switching of the steering state and a switching determination / gradual-change gain generator for performing the steering angle control unit, at least the steering angle command value and the steering angular velocity command value is calculated based on the actual steering angle, by using the FF filter extension comprising a filter portion for converting the steering angular speed command value, on the basis of the extended steering angular speed command value and Jitsukaji angular velocity calculating the steering angle control current command value, the switching determination / gradual-change gain generator includes a steering torque to Wherein comprises a manual input determination unit for determining the manual input is achieved by computing the current command value using at least the steering angle control current command value using a threshold to.
[0021]
　Furthermore, the object of the present invention, the manual input determination unit, by performing the determination of the manual input by using the threshold value relative to the steering torque is smoothed by the smoothing filter, or the manual input determination section, a plurality of the threshold values ​​with respect to the steering torque, by having a plurality of determination results as the determination result of Yes manual input, or the manual input judging unit, a plurality of smoothing filter characteristics are different has asked a plurality of smoothed steering torque by smoothing the steering torque at each of the smoothing filter, by a determination of the manual input by using the threshold value for each said smoothed steering torque, Alternatively, the manual input determination section, to have a plurality of determination results a plurality of the threshold values ​​used as a determination result of there manual input for at least one of said smoothed steering torque Or the switching determination / gradual-change gain generation unit, a steering state determining determines the steering state based on the operation mode of the determination result of the switching signal switches the assist control mode or the steering angle control mode and the manual input determination unit and parts, in response to said steering state, by and a gradually changing the gain generator for generating a gradually changing the gain for adjusting the control amount of the control amount and the steering angle control of the assist control, or the steering state determining unit, when the switching signal of the assist control mode, or, the steering state immediately before is automatic steering 1 or automatic steering 2, and wherein when the judgment result is Yes manual input 3, manually the steering state by determining the steering or the steering state determining section, wherein the steering state just before a said manual steering or the automatic steering 2, and the switching signal the steering angle A control mode, and if the determination result is no manual input, by determining the steering state and the automatic steering 1, or the gradual change gain generator is given first to the automatic steering 1 the first gain value is set to the gradual change gain, the manual steering with respect to set a predetermined second gain value to the gradual change gain, when the steering state is changed to the automatic steering 1, wherein the gradual change gain was transitioned to the first gain value, the steering state changes to the manual steering
[0022]
　The above-described object of the present invention is based on at least the steering angle command value and the actual steering angle, a steering angle control unit for calculating a steering angle control current command value for the steering angle control, based on the determination of the manual input determining a steering state Te and said a switching determination / gradual-change gain generator for switching the steering state, the steering angle control unit is calculated based on at least the steering angle command value and the actual steering angle the steering angular velocity command value, comprising a filter unit for converting the extended steering angular velocity command value by using the FF filter calculates the steering angle control current command value based on the extended steering angular speed command value and Jitsukaji angular velocity, the switching determination / gradual-change gain generator includes a first determination unit for determining the manual input using the error threshold relative error of the actual steering angle and the estimated steering angle is estimated based on the steering angle command value a manual input determining unit having a less when It is achieved by computing the current command value by using the steering angle control current command value.
[0023]
　Furthermore, the object of the present invention, the first determination unit, characteristics have a plurality of different smoothing filter for errors, the plurality of smoothed error by smoothing the error in each of the error for smoothing filter determined, wherein by performing the determination of the manual input by using the error threshold relative smoothing error, respectively, or the first determining unit, at least one of said plurality of said error threshold relative smoothed error using, by having a plurality of determination results as the determination result of Yes manual input, or the manual input judging unit, a second determination unit for determining the manual input using a torque threshold with respect to the steering torque by further comprise, or the second determination unit, characteristics have a plurality of different smoothing filter torque, a plurality of smoothing the steering torque at each of the torque for smoothing filter Seeking smoothing steering torque, by performing determination of the manual input by using the torque threshold value for each said smoothed steering torque, or the second determination unit, at least one of said smoothed steering torque using a plurality of said torque threshold for, by having a plurality of determination results as the determination result of Yes manual input, or the switching determination / gradual-change gain generation unit, the assist operation mode control mode or the steering angle control mode switching signal for switching on, the a first determination unit first judgment result and the second determination unit second determination result to determine the steering state determining section said steering state based in, in accordance with the steering state, the assist by providing a gradual change gain generator for generating a gradually changing the gain for adjusting the control amount of the control amount and the steering angle control of the control, or the steering state determining section, If serial switching signal of the assist control mode, or, the steering state immediately before is automatic steering 1 or automatic steering 2, and the first judgment result or the second judgment result is Yes manual input case 3, the by determining the steering state and manual steering or the steering state judging unit, the steering state just before a said manual steering or the automatic steering 2, and the switching signal is the steering angle control mode, and the first determination result and the second determination binding
The invention's effect
[0024]
　According to the electric power steering apparatus according to the present invention, since by using the manual input determination is performed switching the steering status, even if the steering intervention can be reduced safe and discomfort during automatic steering, also uncomfortable switching from the automatic steering to manual steering that subdued is possible.
BRIEF DESCRIPTION OF THE DRAWINGS
[0025]
Is a block diagram showing an outline of FIG. 1 the electric power steering system.
It is a block diagram showing a configuration example of FIG. 2 controls the electric power steering apparatus unit (ECU).
3 is a block diagram showing an example of the overall configuration of a vehicle system (first embodiment) according to the present invention.
4 is a block diagram showing a configuration example of a switching determination / gradual-change gain generator (first embodiment).
5 is a block diagram showing a configuration example of a manual input determination unit (first embodiment).
6 is a graph showing the variation of gradual change gain according to the steering state.
7 is a block diagram showing a configuration example of a steering angle control unit and the switching unit (first embodiment).
It is a characteristic diagram showing an example of a limit value in FIG. 8 steering angle command value variable restrictor unit.
9 is a block diagram showing a configuration example of the position control unit.
FIG. 10 is a block diagram showing a configuration example of a steering intervention compensator.
11 is a characteristic diagram showing an example of setting the dead zone relative to the steering torque at the steering intervention compensator.
12 is a characteristic diagram showing an example of a steering intervention compensation map.
Is a characteristic diagram showing an example of a limit value in FIG. 13 the speed command value variable restrictor unit.
14 is a block diagram showing a configuration example of the steering speed controller (first embodiment).
Is a block diagram showing a configuration example of FIG. 15 handle damping unit.
Is a characteristic diagram showing an example of a limit value in FIG. 16 the steering angle control current command value limiting section.
17 is a flowchart showing an operation example of the EPS side ECU.
18 is a flowchart showing an operation example of the switching determination / gradual-change gain generator (first embodiment).
19 is a flowchart showing a part of an operation example of the steering angle control unit (first embodiment).
It is a flowchart showing a part of FIG. 20 example of the operation of the steering angle control unit (first embodiment).
It is a block diagram showing an example of a steering model of the driver to be used in FIG. 21 simulation.
[22] the target angle in the simulation relating to the steering intervention compensation is a graph showing an example of a time response of the actual steering angle and the steering torque.
FIG. 23 is a graph showing the variation of the actual steering angle and the steering torque in the simulation relating to the steering intervention compensation.
Target angle in the simulation relating to FIG. 24 dead zone is a graph showing an example of a time response of the actual steering angle and the steering torque.
Is a graph showing FIG. 25 results in the time response of the steering torque in the simulation relating to the dead zone.
Is a graph showing simulation results on the followability to FIG. 26 steering angle command value.
FIG. 27 is a characteristic diagram showing an example of frequency characteristics of the steering angular velocity command value in the simulation relating to the FF filter to the actual steering angular velocity.
Is a graph showing FIG. 28 simulation results for FF filter.
Is a graph showing FIG. 29 simulation results on the handle vibration.
[30] the target steering angular velocity when the steering state transition is a graph showing the variation of gradual change gain and limit values (the first embodiment).
[FIG. 31] is a block diagram showing a configuration example of a manual input determination unit (second embodiment).
[FIG. 32] is a flowchart showing an operation example of the switching determination / gradual-change gain generation unit (second embodiment).
Is a block diagram showing an example of the overall configuration of a vehicle system according to FIG. 33 the present invention (third embodiment).
FIG. 34 is a block diagram showing a configuration example of a switching determination / gradual-change gain generator (third embodiment).
It is a block diagram showing the FIG. 35 configuration example of manual input determination unit (third embodiment).
[FIG. 36] is a flowchart showing a part of an operation example of the switching determination / gradual-change gain generator (third embodiment).
[FIG. 37] is a flowchart showing a part of an operation example of the switching determination / gradual-change gain generator (third embodiment).
[FIG. 38] is a block diagram showing an example of the overall configuration of a vehicle system (fourth embodiment) according to the present invention.
[39] is a block diagram showing a configuration example of a steering angle control unit and the switching unit (fourth embodiment).
Is an image diagram showing an example of a state of FIG. 40 of the manual input determination result and the steering state during steering intervention occurs by the driver changes.
Is a flowchart showing an operation example of FIG. 41 gradually changing gain generator (fourth embodiment).
[FIG. 42] is a flowchart showing an operation example of the variable-rate limiting portion (fourth embodiment).
[43] is a block diagram showing a configuration example of the steering speed controller (Fifth Embodiment).
[FIG. 44] is a block diagram showing a configuration example of the steering speed controller (Sixth Embodiment).
[Figure 45] target steering angular velocity when the steering state transition is a graph showing the variation of gradual change gain and limit values (Seventh Embodiment).
DESCRIPTION OF THE INVENTION
[0026]
　Electric power steering apparatus according to the present invention (EPS) performs the assist control is a function of the conventional EPS, a steering angle control required in the automatic steering in the automatic driving. Assist control and the steering angle control is performed on each assist control unit and the steering angle control unit, by using the assist control current command value and the steering angle control current command value output from each unit, a current for controlling driving of motor calculating a command value. Automatic steering both (automatic steering state) in the steering angle control and the assist control is executed, manual steering (manual steering state) in assist control the driver involved in the steering is performed. Switching of the automatic steering and manual steering is typically executed by the switching signal from the control unit (ECU) or the like mounted on the vehicle, even when the steering intervention from the driver during automatic steering is generated, as quickly and smoothly moves to manual steering, the present invention performs a manual input determination based on the error in the steering torque and / or the estimated steering angle and the actual steering angle, automatic steering and manual steering also using the determination result performs the switching determination, further performs switching operation. Switching determination is carried out in switching determination / gradual-change gain generator. In order to reduce the discomfort caused by steering intervention in the automatic steering in, it is possible to perform steering interventions compensation corresponding to the steering torque. Specifically, the compensation value determined by the steering intervention compensator (compensation steering angular velocity command value), to compensate for the steering angular velocity command value. Respect compensated steering angular velocity instruction value, performs processing by the FF filter performs steering speed control using the steering angular velocity command value after processing (extended steering angular velocity command value). Thus, it is possible to improve the response at the time the steering angle control and steering intervention.
[0027]
　Hereinafter, the embodiments of the present invention will be described with reference to the drawings.
[0028]
　First, a description will be given of the overall vehicle system including an electric power steering apparatus according to the present invention.
[0029]
　Figure 3 shows an example of the overall configuration of a vehicle system according to the present invention (first embodiment), ECU mounted on a vehicle (hereinafter referred to as "vehicle-side ECU") 100, ECU mounted in EPS ( hereinafter referred to as "EPS side ECU") 200, and a plant 400.
[0030]
　Vehicle ECU100 includes a vehicle state quantity detection unit 110, switching command unit 120, the target track calculating section 130 and the vehicle motion control unit 140.
[0031]
　Vehicle state quantity detecting unit 110, vehicle camera, a distance sensor, an angular velocity sensor, the data detected from the acceleration sensor or the like as a vehicle state quantity Cv, switching instructor 120, output to the target track calculating section 130 and the vehicle motion control unit 140 to.
[0032]
　Switching instruction unit 120 with a vehicle state quantity Cv, and inputs the signal Sg for switching the operation mode from the button or switch provided on the dashboard or the like, and outputs a switching signal SW to the EPS side ECU 200. On the mode of operation has a "steering angle control mode" and "assist control mode", "assist control mode" is a mode corresponding to manual steering, "steering angle control mode" is a mode corresponding to the automatic steering. Based on the value of the signal Sg indicating the intention of the driver, in consideration of the value of each data in the vehicle state quantity Cv determines the operation mode, and outputs the determined operation mode as the switching signal SW.
[0033]
　Target trajectory computation unit 130, based on the vehicle state quantity Cv, calculates the target trajectory Am by existing methods, and outputs the vehicle motion control unit 140.
[0034]
　Vehicle motion control unit 140 is provided with a steering angle command value generating unit 141, steering angle command value generating unit 141, based on the target trajectory Am and the vehicle state quantity Cv, steering angle command is a control target value of the steering angle generate a value .theta.ref, and outputs the EPS side ECU 200.
[0035]
　EPS side ECU200 is, EPS state quantity detecting unit 210, the switching determination / gradual-change gain generator 220, a steering angle control unit 300, the assist control unit 230, switching unit 240, a current control / drive section 250 and the motor current detector 38 It is provided.
[0036]
　EPS state quantity detector 210, an angle sensor, inputs the signal from the torque sensor and speed sensor, detects the EPS state quantity. Specifically, the angle sensor detects the (upper angle of the torsion bar) [theta] h steering angle as the actual steering angle [theta] r, the torque sensor detects the steering torque Tt, the speed sensor detects the vehicle speed V. Further, by performing a differential operation on the actual steering angle [theta] r, calculates the actual steering angular velocity .omega.r. Actual steering angle θr and Jitsukaji angular velocity ωr is input to the steering angle control unit 300, steering torque Tt is inputted to the switching determination / gradual-change gain generator 220, a steering angle control unit 300 and the assist control unit 230, the vehicle speed V is It is input to the steering angle control unit 300 and the assist control unit 230. Incidentally, the column steering angle as an actual steering angle [theta] r may be used (angle of the lower side of the torsion bar), a motor angle sensor (rotation angle sensor), the rotation angle of the motor may be actual steering angle [theta] r. Further, the actual steering angle θr and the vehicle speed V is detected by the vehicle-side ECU 100, it may be transmitted to the EPS side ECU 200. Further, the actual steering angular velocity ωr may be calculated from the difference calculation and the gear ratio of the rotation angle detected by the motor angle sensor, it may be calculated from the difference calculation of the actual steering angle [theta] r. The final stage of the EPS state quantity detection unit 210 may be inserted LPF (low pass filter) for high frequency noise reduction, in which case, may be calculated actual steering angular velocity ωr by a gain and an HPF (high-pass filter) .
[0037]
　Switching determination / gradual-change gain generator 220 performs switching determination of the automatic steering and manual steering based on the switching signal SW and the steering torque Tt from the vehicle side ECU 100, determines the gradual-change gain based on the determination result. As gradual change gain, the steering angle control output gradual change gain GFA1, speed control gradual change gain Gfa2, speed command gradual change gain Gfa3, steering angle command gradual change gain Gfa4, assist control output gradual change gain Gft1 and assist map gradual change gain Gft2 look, GFA1 and Gft1 the switching unit 240, the Gfa2, Gfa3 and Gfa4 the steering angle control unit 300, GFT2 is input to the assist control unit 230. The determination result of the switching determination is inputted to the steering angle control unit 300 as a steering state judgment signal Js. For more information switching determination / gradual-change gain generator 220 will be described later.
[0038]
　Steering angle control unit 300 in order to perform the steering angle control, steering angle command value from the vehicle ECU 100 .theta.ref, actual steering angle [theta] r, the actual steering angular velocity .omega.r, steering torque Tt, the vehicle speed V, the gradual change gain Gfa2, Gfa3 and Gfa4, and with a steering state judgment signal Js, calculates the steering angle control current command value IrefP1. Steering angle control current command value IrefP1 is inputted to the switching unit 240. Incidentally, the actual steering angular velocity .omega.r, the EPS state quantity detector 210 no may be calculated by the steering angle control unit 300. For more information about the steering angle control unit 300 will be described later.
[0039]
　Assist control unit 230 includes in order to perform the assist control, for example, the current command value calculating section 31 in the configuration example shown in FIG. 2, the current limiting unit 33, the compensation signal generation unit 34 and the adding unit 32A, the steering torque based on Tt and vehicle speed V, the use of the assist map, and calculates the assist control current command value IrefT1 corresponding to the current command value Irefm in FIG. However, unlike the configuration example of FIG. 2, enter the assist map gradual change gain Gft2 output from the switching determination / gradual-change gain generator 220, the output from the current command value calculating section 31 (assist map output current) multiplied, and inputs the multiplication result to the adder 32A. Assist map used by the current command value calculating section 31 is a map that defines the characteristics of the current command value to the steering torque Tt, vehicle speed sensitive, the current command value when the vehicle speed V is increased and has a decreasing characteristic. Note that it is also not the current limiting unit 33 and / or compensation signal generation unit 34.
[0040]
　Switching unit 240, the steering angle control current command value IrefP1, using the assist control current command value IrefT1 and gradually changing the gain Gfa1 and Gft1, calculates a current command value Iref. Details of the switching unit 240 will be described later.
[0041]
　Current control / drive section 250 includes, for example, includes a subtraction unit 32B, PI control unit 35, PWM controller 36 and the inverter 37 in the configuration example shown in FIG. 2, detected by the current command value Iref and motor current detector 38 and using the motor current Im is, by the same operation as the configuration example of FIG. 2, drives and controls the motor.
[0042]
　Plant 400 is a driver's characteristics and EPS and physical model of the control object simulating the mechanical characteristics of the vehicle steering, comprising a driver's steering transmission characteristic 410 and the mechanical transfer characteristic 420. Mechanical system operates on the basis of the motor current Im from the handle manual input torque Th and the EPS side ECU200 generated by driver's steering operation, since thereby the state information EV occurs about the vehicle and EPS, mechanical transfer characteristic 420, the and outputs the state information EV. EPS state quantity detecting unit 210 of the vehicle state quantity detection unit 110 and the EPS side ECU200 the vehicle ECU100 from the state information EV, detects the vehicle state quantity Cv and EPS state quantity respectively. Because the handle manual input torque Th is generated by steering of the driver in accordance with the steering angle θh in the status information EV, the driver steering transmission characteristics 410, and outputs the handle manually input torque Th.
[0043]
　Then, the switching determination / gradual-change gain generator 220 of the EPS side ECU 200, the steering angle control unit 300 and switching unit 240 will be described in detail.
[0044]
　Figure 4 shows an example of the structure of the switching determination / gradual-change gain generator 220, the switching determination / gradual-change gain generator 220 includes a switching determination unit 221 and gradually changing the gain generating unit 222, the switching determination unit 221 hands an input determination unit 223 and the steering state determining unit 224.
[0045]
　Manual input determination unit 223 makes a determination of manual input using the steering torque Tt. A configuration example of a manual input determining unit 223 is shown in FIG. 5, manual input determining unit 223 includes a smoothing filter unit 225, the absolute value unit 226 and a determination processing unit 227. Smoothing filter unit 225 has a smoothing filter, the steering torque Tt is smoothed by the smoothing filter, and outputs the steering torque Tt after the smoothing '. Steering torque Tt 'is input to the absolute value unit 226, the absolute value unit 226 steering torque Tt' absolute value (absolute value data) | Tt '| outputs a. The absolute value | Tt '| is inputted to the determination processing unit 227. Determination processing unit 227, by using a plurality of threshold values ​​Tth1 predetermined, Tth2 and Tth3 (0 ≦ Tth1 ≦ Tth2 ≦ Tth3), 3 types of "Yes Manually" decision and one of the "no manual input" a determination is made of. Specifically, | '| if the "threshold Tth3 or more, it is determined that" there is a manual input 3 "," absolute value | Tt absolute value Tt "' | For the threshold value Tth2 or more, less than the threshold Tth3", " It determines that manual input Yes 2 "," absolute value | Tt '| is threshold Tth1 or more, if the threshold value lower than Tth2 "," determines that there is manual input 1 "," absolute value | Tt' | is less than the threshold Tth1 " in the case of, it is determined that "no manual input". The judgment result is outputted as the manual input determination signal Jh.
[0046]
　The determination processing unit 227, is performed a determination using the three threshold values, the number of thresholds is not limited to three, it may be performed determined using the number of thresholds other than three. Thus, it is possible to perform a flexible determination.
[0047]
　Steering state determining unit 224 determines the steering state from the switching signal SW and the manual input determination signal Jh from the vehicle side ECU 100. The steering state is "automatic steering 1", there is "automatic steering 2" and "manual steering", "automatic steering 1" corresponds to the normal automatic steering state of. Then, in addition to the switching signal SW and the manual input determination signal Jh, steering state at the time of the data input (a steering state of the previous sample exactly, hereinafter referred to as "immediately before the steering state") based on, the following determining the latest steering state at the conditions.
[Condition 1]
　immediately before the steering status is "automatic steering 1" or "automatic steering 2", when the switching signal SW is "assist control mode" or manual input determination signal Jh is "hand there is an input 3", the steering state is " determines that the manual steering. "
[Condition 2]
　immediately before the steering status is "automatic steering 1", when the switching signal SW is "steering angle control mode" and manually input determination signal Jh is "Yes manual input 2", the steering state is the "automatic steering 2" judge.
[Condition 3]
　immediately before the steering status is in the "automatic steering 2", when the switching signal SW is "steering angle control mode" and manual input determination signal Jh "There manual input 1" or "manual input Yes 2", the steering state determines that no change in "automatic steering 2".
[Condition 4]
　immediately before the steering status is in the "automatic steering 2", when the switching signal SW is "steering angle control mode" and manually input determination signal Jh is "no manual input", the steering state is the "automatic steering 1 'decision to.
[Condition 5]
　Immediately before the steering status is "manual steering", when the switching signal SW is "steering angle control mode" and manually input determination signal Jh is "no manual input", steering state is determined as "automatic steering 1".

　The conditions 1 to 5 described above and, more detail is as following Table 1. In Table 1, "-" it is an arbitrary value (i.e., not related to the determination) means, means "(continued)" is the steering condition persists, each column conditions as AND condition judges linked to.
[0048]
[Table 1]

　determines the steering state according to the above Table 1, the determination result is output to gradual change gain generator 222 as a steering state judgment signal Js, is also output to the steering angle control unit 300. The steering angle control unit 300, a steering state judgment signal Js is used in limit value setting in the variable rate limiting section 320 will be described later. It is also possible to determine the steering state without a switching signal SW.
[0049]
　Gradually changing the gain generating unit 222 determines the gradual-change gain based on the steering state judgment signal Js. Gradual change gain takes different values ​​by the steering state, the steering state is judged by the steering state judgment signal Js, determines that the automatic steering state "automatic steering 1", when the "automatic steering 2", the gradual change gain the remains of the previous value.
[0050]
　Gradual change gain Gfa1, Gfa2, Gfa3 and Gfa4 was 100% in the automatic steering state, the manual steering state is 0% when the transition from the automatic steering state to the manual steering state and the manual steering state to the automatic steering state, value changes gradually. For example, when shifting from the automatic steering state to the manual steering state, gradually changing the gain Gfa1 ~ Gfa4 changes as shown in FIG. 6 (A). That is, when at time t1 the steering state judgment signal Js changes from "automatic steering 1" to "manual steering", the gradual change gain from that point decreases successively, and 0% at time t2. When migrating from the manual steering state to the automatic steering state, on the contrary, gradually changing the gain from the time when the steering state judgment signal Js is changed to "automatic steering 1" is increased sequentially. Gradual change gain reduction or in the increase (hereinafter, this state is referred to as "switching state") when it becomes to the steering state judgment signal Js value "manual steering" of the gradual change gain reduction, "automatic steering 1 Once changed to ", will be increased, if changed to" automatic steering 2 ", it does not change. Although gradual change gain in the switching state FIG. 6 (A) linearly changed, in order to facilitate the switching operation may be changed as shown by S-shaped curve, linearly changing the gradual change gain to LPF, for example, the cutoff frequency may be used through a first-order LPF of 2 Hz. In addition, the gradual change gain Gfa1 ~ Gfa4 is not necessary to the same change in conjunction, may be an independent change.
[0051]
　Assist control output gradual change gain Gft1 is, αt1 [%] in the automatic steering state (0 ≦ αt1 ≦ 150), is 100% in the manual steering state, as shown in FIG. 6 (B), gradually changing the gain GFA1 ~ as with the Gfa4, gradually changing the value in a switching state.
[0052]
　Assist map gradual change gain Gft2 is, αt2 [%] in the automatic steering state (0 ≦ αt2 ≦ 150), is 100% in the manual steering state, as shown in FIG. 6 (C), gradually changing the gain Gfa1 ~ Gfa4 as in the case of gradually changing the value in a switching state.
[0053]
　The determination result of manual input determination has "Yes manual input 1", the determination of the steering state based on the determination results containing it, by further performing the determination of the gradual change gain, from the state of "manual input Yes 2" it is possible to suppress the chattering that occurs when the state of "no manual input".
[0054]
　A configuration example of a steering angle control unit 300 and switching unit 240 shown in FIG. Steering angle control unit 300, steering angle command value variable restriction portion 310, variable-rate limiting portion 320, the handle vibration reducer 330, the position control unit 340, a steering intervention compensator 350, a filter unit 355, the speed command value variable restrictor section 360 , the steering angular velocity controller 370, the handle vibration damping unit 380, a steering angle control current command value limiting section 390 includes a multiplying unit 391 and 392 and addition section 393 and 394, switching section 240, multiplying section 241 and 242 and addition section equipped with a 243.
[0055]
　Steering angle command value variable restriction portion 310 of the steering angle control section 300, an abnormal value or excessive value for the steering angle command value .theta.ref, by a communication error or the like for the automatic steering or the like for receiving from the vehicle ECU100 rudder to prevent from being input to the angular control, the limit value (upper limit, lower limit) Place limits set, and outputs a steering angle command value Shitaref1. In order to set the appropriate limit value in the automatic steering state and manual steering state, it sets the limit value in accordance with steering angle command gradual change gain Gfa4. For example, as shown in FIG. 8, a case where the steering angle command gradual change gain Gfa4 is 100% it is determined that the automatic steering state, applying a limit in the limit value indicated by the solid line, the steering angle command gradual change gain Gfa4 determines that it is the manual steering state where 0%, apply a limit in the limit value even the absolute value is smaller than that in the automatic steering state shown by the broken line. If between the steering angle command gradual change gain Gfa4 of 0-100% it is determined that the switching state, applying a limit value between the solid and broken lines. When switching state it may be subjected to restriction with a restriction value at the limit value or dashed manual steering state in the automatic steering state indicated by the solid line. Incidentally, it may vary the size of the magnitude of upper limit value (the absolute value) the lower limit value.
[0056]
　Variable rate limiting section 320, the sudden change of the steering angle command value .theta.ref, for steering angle control current command value, which is the output of the steering angle control is avoided that abruptly changes with respect to the change amount of the steering angle command value θref1 set the limit value multiplied by the limit Te, and outputs a steering angle command value θref2. For example, as the difference from one sample before the steering angle command value θref1 a variation, when the absolute value of the change amount is greater than a predetermined value (limit value), the absolute value of the change amount is the limiting value, by adding or subtracting a steering angle command value Shitaref1, and outputs the steering angle command value Shitaref2, if the limit value or less outputs the steering angle command value Shitaref1 it as the steering angle command value Shitaref2. As with the steering angle command value variable restrictor 310, so although appropriate limit value in the automatic steering state and the manual steering state is set, there is a case of changing the limit values ​​without conjunction with the gradual change gain, setting the limit value in accordance with the steering state judgment signal Js output from the switching determination / gradual-change gain generator 220. If the steering state judgment signal Js is "automatic steering 1", the limit value is set to a predetermined value, when the steering state judgment signal Js is "automatic steering 2" or "manual steering", the limit value is set to zero, the steering angle command value θref2 so that is constant without change. Incidentally, the amount of change instead of setting the limiting value for the absolute value, by setting the upper and lower limits may be applied to limit relative variation.
[0057]
　The multiplier unit 391, steering angle command gradually changing the gain Gfa4 the steering angle command value θref2 are multiplied, is output as the steering angle command value Shitaref3. Thus, the target steering angle θt that is output from the automatic steering state from the handle vibration reducer 330 which will be described later in switching state to the manual steering state is asymptotic to zero, it can act steering angle control in the neutral state.
[0058]
　Handle vibration reducer 330 reduces the vibration frequency components included in the steering angle command value Shitaref3. During automatic steering, when the steering angle command is changing, the steering angle command value Shitaref3, frequency to excite the vibration due to the inertia moment of the spring characteristic and the steering wheel of the torsion bar (about 10Hz so) component is generated. The handle vibration frequency component included in the steering angle command value Shitaref3, reduced by filtering or phase lag compensation in LPF or a notch filter or the like, and outputs a target steering angle [theta] t. The filter lowers the gain of the band of the handle vibration frequency, mounting if the ECU, may be used any filtering. In front of the handle vibration reducer 330, by placing the multiplier 391 for multiplying the steering angle command gradual change gain Gfa4, thereby enabling a reduction in steering wheel vibration frequency component generated by the multiplication of the steering angle command gradual change gain Gfa4 . Target steering angle θt is output to the position controller 340. In the like when the handle vibration frequency component is very small, may be omitted handle vibration removal unit 300.
[0059]
　Position control unit 340, the P (proportional) control, based on the deviation between the target steering angle [theta] t and the actual steering angle [theta] r, calculates the steering angular velocity command value ωref1 to approximate actual steering angle [theta] r to the target steering angle [theta] t.
[0060]
　A configuration example of the position control unit 340 shown in FIG. Position control unit 340 includes a proportional gain unit 341 and the subtraction unit 342. Deviation θe between the target steering angle [theta] t at the subtraction unit 342 actual steering angle θr (= θt-θr) is calculated, the deviation θe is input to the proportional gain unit 341. Proportional gain unit 341 multiplies the proportional gain Kpp the deviation .theta.e, calculates the steering angular velocity command value Omegaref1.
[0061]
　Steering intervention compensator 350 calculates the steering angular velocity command value for steering intervention compensation corresponding to the steering torque Tt (the compensation steering angular velocity command value) ωref2. Obtained by adding the steering angular velocity command value ωref1 from the position control unit 340 and the steering angular velocity instruction value ωref2 rudder angular velocity command value ωrefa next, by the function of the steering intervention compensator 350, steering angular velocity command in a direction to relax the generation of the steering torque can produce a value, it is possible to realize a steering intervention in the automatic steering in. Further, the steering intervention compensation unit 350, with respect to the steering torque Tt, by performing compensation and phase compensation by steering intervention compensation map of the vehicle speed sensitive type, it is possible to establish an appropriate feeling.
[0062]
　A configuration example of a steering intervention compensator 350 shown in FIG. 10. Steering intervention compensator 350 includes a steering intervention phase compensation unit 351, a dead zone setting unit 352 and the compensation map 353.
[0063]
　Steering intervention phase compensation unit 351 sets the phase lead compensation as a phase compensation, converts the steering torque Tt to the steering torque Tt1. For example, the cutoff frequency of the molecule 1.0 Hz, performs phase lead compensation the cut-off frequency of the denominator first-order filter with 1.3 Hz. As a result, it is possible to improve the refreshing feeling and caught a sense of the like when it is sudden steering. In the like case of cost-sensitive, steering intervention phase compensation unit 351 may be omitted.
[0064]
　Dead zone setting unit 352 sets a dead zone with respect to the steering torque Tt1, and outputs a steering torque Tt2. For example, to set a dead zone as shown in Figure 11. That is, when you do not set a dead zone, as is the steering torque Tt1 as indicated by the broken line becomes as steering torque Tt2, by steering torque Tt1 sets the dead zone to zero before and after the interval indicated by the solid line, the value of the steering torque Tt2 in the section with zero, if out of that section, so that the steering torque Tt2 to suit steering torque Tt1 the same inclination as the broken line is changed. By setting such a dead zone, in that section, the steering angular velocity command value ωref2 outputted from the compensation map 353 described below also becomes zero, the steering intervention compensation is not performed. That is, when the steering intervention by the driver occurs, the steering torque tends to rise to the threshold of the dead zone, so that can be performed manually input determination result to an earlier timing. Incidentally, the positive and the magnitude of the negative threshold of the dead zone may not be the same.
[0065]
　Compensation map unit 353 includes a steering intervention compensation map, obtaining a steering angular velocity command value ωref2 using steering intervention compensation map. Steering intervention compensation map is a map that defines the characteristics of the steering speed command value for the steering torque, so also changes according to the vehicle speed, determine the steering angular speed command value ωref2 than the steering torque Tt2 and the vehicle speed V. Steering intervention compensation map is adjusted by tuning, for example, as shown in FIG. 12, but also increase the steering angular velocity command value as the steering torque increases, it decreases as the vehicle speed increases. This makes it possible to heavy feel the higher vehicle speed. Since the assist control current command value has a decreasing characteristic as the assist map used in the assist control unit 230 also vehicle speed is increased, when there is a steering intervention by the driver at the time of high speed running, steering angular velocity command value and the assist increase in the control current command value is suppressed, not a sudden steering, it is possible to secure steering.
[0066]
　Incidentally, the steering intervention phase compensation unit 351, after the dead zone setting unit 352, or may be installed after compensation map 353. Dead zone setting unit 352 should be placed before the compensation map 353, but eliminates the dead zone setting unit 352, a dead zone with respect to provided maps (input torque as a steering intervention compensation map, the output value in the setting section be use maps) becomes zero, the same effect as described above can be obtained. Further, assuming a straight line passing through the origin as the steering intervention compensation map, instead of the steering intervention compensation map, may be used a simple method of multiplying a predetermined gain to the steering torque.
[0067]
　The addition unit 393, steering angular velocity command value ωref2 outputted from the steering angular velocity command value ωref1 and steering intervention compensator 350 is output from the position control unit 340 is added, is output as the steering angular velocity command value Omegarefa.
[0068]
　Filter unit 355 FF has a (feedforward) filter, converted by the FF filter the steering angular velocity command value ωrefa steering angular speed command value (expansion steering angular velocity command value) .omega.ref. By using the FF filter, the control band of the actual steering angular speed ωr with respect to the steering angle command value ωrefa can be extended to a high frequency side, it is possible to improve the responsiveness of the speed control as an inner loop of the steering angle control. The better the response of the speed control, the gain of the outside and is position control (steering angle control) and the steering intervention compensation of the speed control, it is possible to increase adjusted without overshooting, resulting in the steering angle control and it is possible to improve the response at the time of steering intervention. As the FF filter, for example, the cutoff frequency of the molecule 3 Hz, using a filter that performs phase lead compensation the cut-off frequency of the denominator was 5 Hz.
[0069]
　The multiplier unit 392, the speed command gradual change gain Gfa3 the steering angular velocity command value ωref is multiplied, is output as the steering angular velocity command value Omegarefg. Speed ​​command gradual change gain Gfa3 is used to realize smooth switching when switching from the manual steering state to the automatic steering state. Incidentally, the speed command gradual change gain Gfa3 in synchronization with changes steering angle control output gradual change gain Gfa1 to be multiplied with the steering angle control current command value IrefP1 (may not be perfect synchronization).
[0070]
　Speed ​​command value variable restrictor section 360, with respect to the steering angular velocity command value Omegarefg, limit value (upper limit, lower limit) Place limits by setting, outputs a target steering angular velocity .omega.t. Limit value is set according to the speed command gradual change gain Gfa3. For example, it is less than the speed command gradual change gain Gfa3 is predetermined threshold value, the magnitude of the limit value (absolute value) as the small value as shown by the broken line in FIG. 13, is shown the magnitude of the limit value by a solid line in more to increase until the value. Incidentally, the predetermined threshold is an arbitrary value of the speed command gradual change gain Gfa3 in switching state, in Gfa3 is less than a predetermined threshold value, the magnitude of the limit value is fixed by the broken line of small value, Gfa3 is a predetermined threshold value Once exceeded, it is also possible to gradually increase the size of the limit value to the solid line in place. The size of the size and the lower limit value of the upper limit value may be different.
[0071]
　Steering angular velocity controller 370, the target steering angular velocity .omega.t, enter the actual steering angular speed ωr and speed control gradual change gain Gfa2, the steering angle control current command value IrefW as actual steering angular velocity ωr follows the target steering angular velocity .omega.t, calculated by I-P control (proportional prior PI control).
[0072]
　A configuration example of the steering speed controller 370 shown in FIG. 14. Steering angular velocity control unit 370 includes a gain multiplication unit 371 and 372, integrating unit 373, the subtraction unit 374 and 375 and multiplying section 376.
[0073]
　Gain multiplication section 371 multiplies the gain Kvi the deviation ωe of the target steering angular velocity .omega.t and Jitsukaji angular velocity .omega.r calculated by subtraction unit 374 (= ωt-ωr), and outputs the operation amount D1. Integrating unit 373 integrates the operation amount D1, calculates the control amount Ir1. The multiplier unit 376, the speed control gradual change gain Gfa2 is multiplied to the control amount Ir1, is output as a controlled variable Ir3. Multiplying the speed control gradual change gain Gfa2 is carried out to achieve a smooth switching between the manual steering state and the automatic steering state, thereby mitigating the effect of accumulation of the integration value by the steering angular speed control of switching be able to. Gain multiplication section 372 multiplies the gain Kvp the actual steering angular velocity .omega.r, and outputs the control amount Ir2. The subtraction unit 375, the deviation of the controlled variable Ir3 and Ir2 (Ir3-Ir2) is calculated and is outputted as the steering angle control current command value IrefW. Incidentally, as the integral of the integrator 373, if integration method feasible on implementation, may be used any method, when using a pseudo-integration may be configured by a transfer function and gain of the first-order lag . The speed control gradual change gain Gfa2 may be changed in synchronization with the steering angle control output gradual change gain GFA1.
[0074]
　Although the steering angular velocity control unit 370 uses a I-P control, if brought to follow the actual steering angular velocity relative to the target steering angular velocity may be used a control method that is commonly used . For example PI control, two-degree-of-freedom PI control, model reference control, model matching control, robust control, further, estimates the disturbance may be used a control method which is a combination part of compensation means to cancel the disturbance component.
[0075]
　Handle damping unit 380, based on the steering torque Tt is torsion bar torque signal, to damp the vibration of the steering wheel. Relative to the handle vibration of automatic steering in the handle vibration reducer 330 also produces effects, by the handle damping unit 380, it is possible to further enhance the effect. Handle damping unit 380 performs damping of handle vibration by the gain and phase compensation, and outputs a steering angle control current command value IrefV acting in a direction to eliminate the twisting of the torsion bar. Further, the handle vibration damping portion 380 acts in a direction to reduce the twist angle but also serves as the effect of reducing snagging discomfort during manual intervention by the driver.
[0076]
　An example of the configuration of the handle damping unit 380 shown in FIG. 15. Handle damping unit 380 includes a gain section 381 and the damping phase compensation unit 382. Gain unit 381 multiplies a gain Kv to the steering torque Tt, and outputs the control amount Irv. Damping phase compensation unit 382, ​​for example, a primary filter, for converting the control amount Irv the steering angle control current command value IrefV. Instead of the primary filter, it may be constituted by second or higher order phase compensation filter.
[0077]
　The addition unit 394, a steering angle control current command value IrefV outputted from the steering angle control current command value IrefW and handle damping unit 380 is outputted from the steering angular velocity controller 370 is added, as the steering angle control current command value IrefP2 is output.
[0078]
　Steering angle control current command value limiting section 390, with respect to the steering angle control current command value IrefP2, for overpower prevention, over limit value (upper limit, lower limit) to limit by setting the steering angle control current and outputs the command value IrefP1. For example, as shown in FIG. 16, it applies a limitation to the steering angle control current command value IrefP2 set upper and lower limit values. Incidentally, it may vary the size of the magnitude of upper limit value (the absolute value) the lower limit value.
[0079]
　Switching unit 240 is composed of a multiplier 241 and 242 and addition section 243.
[0080]
　The multiplier unit 241 of the switching unit 240, the steering angle control current command value IrefP1 outputted from the steering angle control unit 300, the switching determination / gradual-change gain generator steering angle control output gradual change gain Gfa1 output from 220 is multiplied It is, is outputted as the steering angle control current command value IrefP. Steering angle control output gradual change gain Gfa1 is smoothly performed switching operation between the manual steering state and the automatic steering state, used to implement the discomfort and safety and the like to the driver. The multiplier unit 242, an assist control output gradual change gain Gft1 is multiplied to the assist control current command value IrefT1 output from the assist control unit 230, is output as the assist control current command value IrefT. Assist control output gradual change gain Gft1 performs switching operation between the manual steering state and the automatic steering state smoothly, used to implement the steering intervention by the driver during automatic operation. The addition unit 243, a steering angle control current command value IrefP and the assist control current command value IrefT is added, is output as the current command value Iref.
[0081]
　Assist map gradual change gain Gft2 used in the assist control unit 230 described above is also used for the same purposes as the assist control output gradual change gain Gft1. In the automatic steering state, as shown in FIG. 6 (B) and (C), the Gft1 to Arufati1, set the Gft2 to Arufati2, by adjusting the Arufati1 and Arufati2, to improve the stability of the system, vibration it is possible to suppress the occurrence. Further, if it can maintain the stability of the system in the automatic steering state, a simplified manner αt1 0%, or the αt2 100%. In this case, Arufati1 than that 0%, the assist control current command value IrefT is zero command, it becomes possible to realize a steering intervention in a state in which without the assist control.
[0082]
　In such a configuration, an operation example of the EPS side ECU 200, will be described with reference to the flowchart of FIGS. 17 to 20.
[0083]
　When starting the operation, the EPS state quantity detecting unit 210 the actual steering angle [theta] r, the steering torque Tt, detects the vehicle speed V (step S10), and the actual steering angle [theta] r to the steering angle control unit 300, a steering torque Tt switching determination / gradually changing the gain generator 220, the steering angle control unit 300 and the assist control unit 230, and outputs the vehicle speed V to the steering angle control unit 300 and the assist control unit 230. Further, EPS state quantity detector 210, from the actual steering angle θr is calculated the Jitsukaji angular .omega.r (step S20), and outputs to the steering angle control unit 300.
[0084]
　Switching determination / gradual-change gain generator 220 that inputs the steering torque Tt performs switching determination of the automatic steering and manual steering in light even if the input of the switching signal SW output from the vehicle ECU 100, Xu based on the determination result determining the variable gain (step S30), the gradual change gain Gfa2, Gfa3 and the steering angle control unit 300 Gfa4, the assist control unit 230 GFT2, respectively output to the switching unit 240 the Gfa1 and Gft1. Also it outputs a steering state judgment signal Js of the steering angle control unit 300. Details will be described later of the operation of the switching determination / gradual-change gain generator 220.
[0085]
　Steering angle control unit 300, steering angle command value θref from vehicle ECU 100, the actual steering angle θr from the EPS state quantity detecting unit 210, the actual steering angular velocity .omega.r, steering torque Tt and vehicle speed V, the well switching determination / gradual-change gain gradual change gain from generator 220 Gfa2, enter the Gfa3, Gfa4 and steering state judgment signal Js, calculates a steering angle control current command value IrefP1 using them (step S40), and outputs the switching unit 240. It will be described later in detail the operation of the steering angle control unit 300.
[0086]
　Assist control unit 230, calculates the steering torque Tt, enter the vehicle speed V and the assist map gradual change gain GFT2, by the same operation as the current command value calculating unit 31 shown in FIG. 2, the assist map output current (current value) (step S50). Then, the assist map output current multiplied by the assist map gradual change gain GFT2 (step S60), the multiplication result to the adding unit 32A shown in FIG. 2, the same operation as the current limiting unit 33 and the compensation signal generation unit 34 It was carried out to calculate an assist control current command value IrefT1 (step S70), and outputs the switching unit 240.
[0087]
　Switching unit 240, a steering angle control output gradual change gain Gfa1 multiplied by the multiplier 241 with respect to the steering angle control current command value IrefP1 input (step S80), adds the steering angle control current command value IrefP a multiplication result and outputs it to the section 243. Further, the assist control output gradual change gain Gft1 multiplied by the multiplier 242 with respect to the assist control current command value IrefT1 input (step S90), and outputs the assist control current command value IrefT a multiplication result to the adder 243. Adding section 243 adds the steering angle control current command value IrefP and the assist control current command value IrefT (step S100), and outputs a current command value Iref is the addition result to the current controller / driver unit 250.
[0088]
　Current control / drive section 250, the same operation as subtraction unit 32B, PI control unit 35, PWM controller 36 and the inverter 37 shown in FIG. 2, detected by the current command value Iref and motor current detector 38 motor using a current Im, and controls such that the motor current Im to follow the current command value Iref (step S110), and drives and controls the motor.
[0089]
　The details of the operation example of the switching determination / gradual-change gain generator 220 will be described with reference to the flowchart of FIG. 18. Incidentally, in the steering state judging section 224, just before the steering status is "manual steering", the switching signal SW to hold the "assist control mode", the initial value "manual steering" is each of the steering state judgment signal Js It assumed to be set.
[0090]
　Input steering torque Tt is input to the manual input determination unit 223 in the switching determination unit 221. In manual input determining unit 223, a steering torque Tt is smoothed by the smoothing filter section 225, 'the absolute value of | Tt' | steering torque Tt after the smoothing seek in absolute value unit 226 (step S210). The absolute value | Tt '| is inputted to the determination processing unit 227. Determination processing unit 227, an absolute value | Tt '| if the threshold value Tth3 or more (step S220), it is determined that "there is a manual input 3" (step S230), the absolute value | Tt' | is threshold less than the threshold value Tth3 Tth2 if more (step S240), determines "manual input Yes 2" (step S250), the absolute value | a if the threshold Tth1 or less than the threshold value Tth2 (step S260), "manual input Yes 1" | Tt ' determined (step S270), the absolute value | Tt '| if less than the threshold value Tth1 (step S260), determines "No manual input" (step S280). The judgment result is outputted as the manual input determination signal Jh to the steering state determining unit 224.
[0091]
　Steering state determining unit 224 checks whether the input of the switching signal SW (step S290), when I enter the switching signal SW, updates the value of the switching signal SW which holds (step S300). The manual input determination signal Jh inputted immediately before the steering state, using the switching signal SW, and determines the steering state according to the conditions determined in Table 1 (step S310). The determination result is output to the gradual change gain generator 222 and the steering angle control unit 300 as a steering state judgment signal Js, held as immediately before the steering state in the next determination (step S320).
[0092]
　Gradually changing the gain generating unit 222 checks the value of the steering state judgment signal Js (step S330). If the steering state judgment signal Js is "manual steering", the transition of each gradual change gains (Gfa1 ~ Gfa4, Gft1, Gft2) value (Gfa1 ~ Gfa4 At 0%, Gft1 and the GFT2 100%) in the manual steering state make (step S340). If the steering state judgment signal Js is "automatic steering 1", the value of each gradual change gain in the automatic steering state to transition to (Gfa1 ~ Gfa4 100%, in Gft1 αt1, in Gft2 αt2) (step S350). If the steering state judgment signal Js is "automatic steering 2", the gradual change gain is as it is.
[0093]
　The details of the operation example of the steering angle control unit 300 will be described with reference to the flowcharts of FIGS. 19 and 20.
[0094]
　Steering angle command value variable restriction unit 310 checks the value of the steering angle command gradual change gain Gfa4 input (step S610), if Gfa4 is 0% limit value, "manual steering when" shown in FIG. 8 the limit value (step S620), if Gfa4 is 100%, the limit value of the "time of automatic steering" shown in FIG. 8 (step S630), if Gfa4 of 0-100%, the intermediate value limits to (step S640). Then, using the set limits, multiplying the limit on the steering angle command value θref inputted from the vehicle side ECU 100 (step S650), and outputs a steering angle command value Shitaref1.
[0095]
　Steering angle command value θref1, together with the steering state judgment signal Js and the actual steering angle [theta] r, is input to the variable-rate limiting portion 320. Variable rate limiting unit 320 checks the value of the steering state judgment signal Js (step S660), when the steering state judgment signal Js is "manual steering" or "automatic steering 2", and the limit value to zero (step S670, S681), if the "manual steering", further, the value of the held one sample before the steering angle command value θref1 to the value of the actual steering angle [theta] r (step S671). Step S671 is the time when the steering angle control is started, a state before the value of the steering angle at the control end remained, there is a risk that the handle is suddenly changed by a sudden change of the steering angle command value when used as the value since a treatment for suppressing an abrupt change by starting in a state of being matched with the actual steering angle [theta] r. If the steering state judgment signal Js is "automatic steering 1", with a predetermined value limit value (step S680). Then, to calculate the difference (variation) of the steering angle command value Shitaref1 and previous sample steering angle command value Shitaref1 (step S690). If the absolute value of the change amount is larger than the limit value (step S700), the amount of change such that the absolute value is the limiting value, adding or subtracting a steering angle command value Shitaref1 (step S710), and outputs a steering angle command value θref2 (step S720). If the absolute value of the change amount is smaller than the limit value (step S700), and outputs a steering angle command value θref1 it as the steering angle command value Shitaref2 (step S720).
[0096]
　Steering angle command value θref2 is multiplied by the multiplication section 391 steering angle command gradual change gain Gfa4 in (step S730), is output as the steering angle command value Shitaref3, steering angle command value Shitaref3 is inputted to the handle vibration reducer 330 .
[0097]
　Handle vibration reducer 330, to the steering angle command value Shitaref3, reduces the oscillation frequency component (step S740), and outputs to the position control section 340 as the target steering angle [theta] t.
[0098]
　Target steering angle θt is input added to the subtraction unit 342 in the position control unit 340. The subtraction unit 342 and the actual steering angle θr is subtracted input, the deviation θe target steering angle θt and the actual steering angle θr is calculated by subtraction unit 342 (step S750). Deviation .theta.e is input to the proportional gain unit 341, proportional gain unit 341 multiplies the proportional gain Kpp the deviation .theta.e, calculates the steering angular speed command value Omegaref1 (step S760). Steering angular velocity command value ωref1 is input to the adder 393.
[0099]
　On the other hand, the steering intervention compensator 350 inputs the vehicle speed V and the steering torque Tt, the vehicle speed V is in the compensation map 353, the steering torque Tt is inputted to the steering intervention phase compensation unit 351. Steering intervention phase compensation unit 351, the phase compensation, converts the steering torque Tt to the steering torque Tt1 (step S770). Steering torque Tt1 is inputted to the dead zone setting unit 352, a dead zone setting unit 352, the characteristic shown in FIG. 11, it sets the dead band of the steering torque Tt1 (step S780), and outputs a steering torque Tt2. Steering torque Tt2, together with the vehicle speed V, the is input to compensation map 353, compensation map 353, based on the characteristics shown in FIG. 12, using a steering intervention compensation map, which is determined from the vehicle speed V, the steering torque Tt2 Request steering angular velocity command value ωref2 for (step S790). Steering angular velocity command value ωref2 is input to the adder 393.
[0100]
　Steering angular speed command value ωref1 and ωref2 inputted to the adder 393 are summed (step S800), and output to the filter section 355 as the steering angular velocity command value Omegarefa.
[0101]
　Filter unit 355, the FF filter, converts the steering angular velocity command value ωrefa the steering angular speed command value .omega.ref (step S810).
[0102]
　Steering angular velocity command value ωref is multiplied by the speed command gradual change gain Gfa3 multiplication unit 392 (step S820), are input to the speed command value variable restrictor section 360 as the steering angular velocity command value Omegarefg.
[0103]
　Speed ​​command value variable restrictor section 360, together with the steering angular velocity command value Omegarefg, enter the speed command gradual change gain Gfa3, to check the value of the speed command gradual change gain Gfa3 (step S830). When Gfa3 is less than the predetermined threshold value, the limit value, the limit value of "Gfa3 small" shown in FIG. 13 (step S840), if the predetermined threshold value or more, the limit value of "Gfa3 large" ( step S850). Using the set limits, multiplying the limit for the steering angular speed command value Omegarefg (step S860), and outputs a target steering angular velocity .omega.t. Target steering angular velocity ωt is input to the steering angular velocity control unit 370.
[0104]
　Steering angular velocity control unit 370, together with the target steering angular velocity .omega.t, and inputs the actual steering angular speed ωr and speed control gradual change gain Gfa2. Target steering angular velocity ωt is input summing the subtraction unit 374, the actual steering angular velocity ωr is subtracted input to the subtracting unit 374, a deviation ωe of the target steering angular velocity ωt and Jitsukaji angular velocity ωr is input to the gain multiplication unit 371 (Step S870 ). Gain multiplication section 371 multiplies the gain Kvi the deviation .omega.e (step S880), and outputs the operation amount D1. Operation amount D1 is input to the integrator 373, integrator 373 integrates the operation amount D1 calculates a control amount Ir1 (step S890), and outputs to the multiplier 376. Multiplying unit 376 multiplies the speed control gradually changing the gain Gfa2 the control volume Ir1 (step S900), and outputs the control amount Ir3. Control amount Ir3 is added input to the subtraction unit 375. Further, the actual steering angular velocity ωr is also input to the gain multiplication unit 372, a gain multiplication unit 372, the actual steering angular velocity ωr multiplied by the gain Kvp (step S910), and outputs the control amount Ir2, the control amount Ir2 subtraction unit It is subtracted input to 375. The subtraction unit 375, the deviation of the controlled variable Ir3 and Ir2 is calculated (step S920), the steering angle control current command value IrefW, is output to the adder 394.
[0105]
　Steering torque Tt is also input to the handle damping unit 380. The handle damping unit 380, a gain unit 381, a gain Kv is multiplied by the steering torque Tt inputted (step S930), and outputs the control amount Irv. Control amount Irv is phase-compensated by the damping phase compensation unit 382 (step S940), and output as the steering angle control current command value IrefV. Steering angle control current command value IrefV is output to the adder 394.
[0106]
　Steering angle control current command value IrefW and IrefV inputted to the adder 394 are summed (step S950), it is input as the steering angle control current command value IrefP2 the steering angle control current command value limiting section 390.
[0107]
　Steering angle control current command value limiting section 390, with respect to the steering angle control current command value IrefP2, multiplied by restriction with the restriction value of the characteristic shown in FIG. 16, and outputs a steering angle control current command value IrefP1 (step S960).
[0108]
　Incidentally, operations of the assist control unit 230 of the steering angle control unit 300, the order in reverse, may be performed in parallel. In the operation of the steering angle control unit 300, the operation up to the operation and the steering angular velocity instruction value ωref2 calculated to steering angular velocity command value ωref1 calculation input to the adder 393, the steering angle control current command value input to the adder 394 such operation up operation and the steering angle control current command value IrefV calculated to IrefW calculation, nor the order respectively in reverse may be performed in parallel.
[0109]
　The effect of the present embodiment is described based on simulation results.
[0110]
　In the simulation, as a plant model of the plant 400, sets the steering model of vehicle motion model and the driver. As a vehicle motion model, for example, Masato Abe, "control the movement of motor vehicles", the school corporation Tokyo Denki University, Tokyo Denki University Press, issued Sep. 20, 2009, the first edition Second Printing, Chapter 3 (p.49 -105), Chapter 4 (p.107-130), using the model shown in Chapter 5 (p.131-147), as a steering model, for example, Daisuke Yokoi, musculoskeletal characteristics master's thesis "arms research ", Mie University graduate School of Engineering Master's program Department of mechanical Engineering on the steering feeling evaluation of taking into account the car, accepted February 6, 2007, Chapter 2 (p.3-5), 3 Chapter (p.6 -9) (may be using the model shown in reference), without being limited to, may be used other models. The steering model used in this simulation, as a reference, is shown in Figure 21. In Figure 21, C arm and C palm is viscosity coefficient, K arm and K palm is a spring constant, I arm is the moment of inertia of the arm. Enter the mechanical model steering angle θh of the steering model output from (mechanical transfer characteristic) (driver steering transmission characteristics), and a handle manually input torque Th in mechanical model output from the steering model. The target angle that is described in reference, in the following the target angle (steering target angle) Shitaarm driver. Moreover, the reference, although the arms mass system is added to the column moment of inertia, by the force applied from the palm to the handle as the handle manual input torque Th, between the palm of angle and steering angle θh the spring constant K, which acts palm and the viscosity coefficient C palm value of no problem even if a simulation as sufficiently large value, in this simulation are that way. Moreover, follow-up performance of the motor current with respect to the current command value is sufficiently fast, the effect of operation of the current controller / driver unit 250 is a minor, the current command value = motor current. Further, the vehicle speed V is constant.
[0111]
　First, a description will be given of an effect by the steering intervention compensation.
[0112]
　The steering angle command value θref as 0 [deg] fixed, were simulated automatic steering when input target angle θarm driver. For reference, the actual steering angle θr and the time response of the steering torque Tt with respect to the time change of the target angle θarm driver in simulation considering steering model of the driver under the same conditions, shown in Figure 22. In FIG. 22, the vertical axis angles [deg] and the steering torque [Nm], the horizontal axis represents time [sec], the thick solid line is the driver of the target angle Shitaarm, by thin solid lines the actual steering angle (in this embodiment the handle steering angle) [theta] r, the broken line shows the steering torque Tt. Note that in FIG 22, the assist control output gradual change gain Gft1 was as 0%, that is not effective is assist control. Further, FIG. 22, with respect to a change in target angle θarm the driver, which is an example of a simulation for the actual steering angle θr and the steering torque Tt is describing a manner of change.
[0113]
　For actual steering angle θr and change in the steering torque Tt in the case of inputting the target angle θarm such driver, in a case where there is a case of performing speed control and steering intervention compensation in the steering intervention compensation without PI control comparison was carried out. In the former case, for comparison with the present embodiment, as both 100% the assist control output gradual change gain Gft1 and assist map gradual change gain GFT2, and to see the difference of the integration method. In the latter, the assist control output gradual change gain Gft1 was 0%. In the conventional prior art (for example, Patent Document 1), is in the steering angle control before switching While assist control command value is 0 [deg], is assumed to be difficult to steer intervention than in the former case was omitted because that.
[0114]
　Figure 23 is a simulation result. Vertical axis steering torque [Nm], the horizontal axis represents the actual steering angle [deg], a case where there is no steering intervention compensation by a broken line shows a case where there is a steering intervention compensation by the solid line. However, in the steering intervention compensator 350, the width of the dead zone is set to zero, the steering intervention compensation map is a straight line from the origin (i.e., the same as when multiplying a constant gain).
[0115]
　As shown by the broken line in FIG. 23, when there is no steering intervention compensation, but until 7.5 [deg] is off the actual steering angle [theta] r, the influence of the integration of the PI control in the speed control, speed deviation ( by deviation of the steering speed command value and Jitsukaji angular velocity) continues to be accumulated, finally steering angle command value θref (= 0 [deg]) will be forced back up, further, 15 [Nm] or more very large steering torque will occur, making it difficult state is steering by the driver.
[0116]
　In contrast, as shown by the solid line in FIG. 23, if there is a steering intervention compensation is possible steering up to about 22 [deg], be pulled back to the steering angle command value θref (= 0 [deg]) Nor. This is added to the steering angular velocity command value ωref2 outputted from the steering intervention compensator 350 to the steering angular velocity command value ωref1 output from the position control section 340, the steering angular velocity command value ωref and Jitsukaji angular velocity ωr of the steering state speed deviation is because balances in the neighborhood of zero. Thus, by the function of steering intervention compensator 350, it is possible to realize a steering intervention by the driver. Further, by increasing the gain of the output from the steering intervention compensator 350, it is possible to realize a lighter steering.
[0117]
　Next, a description will be given of an effect of the dead zone in the steering intervention compensation.
[0118]
　Assuming steering for emergency avoidance, the simulation was performed by entering the target angle θarm driver as shown in Figure 24. In Figure 24, similarly to FIG. 22, the vertical axis angles [deg] and the steering torque [Nm], the horizontal axis represents time [sec], the thick solid line is the driver of the target angle Shitaarm, thin solid and dashed lines is operated shows the time response of the actual steering angle θr and the steering torque Tt with respect to the time change of the target angle θarm the person. As the thick solid line in FIG. 24, raises the target angle θarm driver from 0.5 [sec], was varied from 60 [deg].
[0119]
　Enter the target angle θarm such driver, showing a case of setting positive and negative threshold of 2.5Nm steering torque Tt1 as dead band, the result of the comparison of the case where there is no dead zone in Figure 25. Incidentally, the switching determination / gradual-change gain generator manual input determination unit 223 in the 220, smoothing filter unit composed of a series connection of first-order LPF primary LPF and 3.0Hz cutoff frequency is 1.5Hz the steering torque Tt blunted with 225, 'the absolute value of | Tt' | steering torque Tt after smoothing if becomes threshold Tth3 or more 2 [Nm], determines that "there is manual input (manual input Yes 3)" It was way.
[0120]
　In Figure 25, the vertical axis steering torque [Nm], the horizontal axis represents time [sec], the thick solid line steering torque Tt when no dead zone, the broken line steering torque Tt in the case where there is a dead zone, the dotted line deadband there steering torque Tt in the case ', the thin solid line is the steering torque Tt when no dead zone' indicating the. Figure locations circled in 25 is the time when the absolute value of the steering torque Tt 'becomes the threshold Tth3, case in which the dead zone (dotted line) of about 0.7 [sec], if there is no dead band (fine solid line) is determined that "there is manual input" at the timing of approximately 0.8 [sec], it can be confirmed that it is possible to determine as soon as about 0.1 [sec]. Therefore, by providing the dead zone can be performed more quickly determined.
[0121]
　Then, there is no steering intervention by the driver (steering wheel manually input torque Th = 0 [Nm]), the steering intervention compensated without the handle vibration of the steering angle control in the automatic steering in the case of executing only the steering angle control effect will be described with respect.
[0122]
　Prior to the description of the effects on the handle vibration, in order to explain the manner in which the actual steering angle θr is follow the steering angle command value .theta.ref, followability to the steering angle command value .theta.ref and the effects of FF filter of the filter unit 355 described to. Also in the simulation to verify the effect, in order to confirm the characteristics of the steering angle control only, no steering intervention by the driver, and the set is not performed even steering intervention compensation.
[0123]
　Figure 26 shows an example of the steering angle command value θref 0 [deg] from 100 [deg] time response is varied like a ramp up. In Figure 26, the vertical axis steering angle [deg], the horizontal axis represents time [sec], the dotted line shows the steering angle command value .theta.ref. For this steering angle command value .theta.ref, the state of the response of the target steering angle θt and the actual steering angle θr outputted from the handle vibration reducer 330 to the cut-off frequency has a first-order LPF of 2 Hz, the thin solid line and thick, respectively It is shown by the solid line. From Figure 26, it can be seen that the target steering angle θt and the actual steering angle θr is following the steering angle command value .theta.ref.
[0124]
　From the above description, it can be said that during the automatic steering can be realized both steering intervention and the steering angle tracking.
[0125]
　In the simulation of the FF filter, first, the frequency characteristic of the steering angular velocity command value ωrefa to the actual steering angular velocity .omega.r, compared with the case where there and if there are no FF filter. As the FF filter, 3 Hz cut-off frequency of the molecule, using a filter that performs phase lead compensation the cut-off frequency of the denominator was 5 Hz, if there is no FF filter simulation by magnitude use a gain of 1 It was carried out. The results are shown in Figure 27. Figure 27 (A) is a gain characteristic, and FIG. 27 (B) shows the phase characteristic, thin solid line shows the case when there is no FF filter, the thick solid line have a FF filter. The gain response frequency (critical frequency) of the steering speed control is to when attenuated to -3 dB, in FF no filter (thin solid line) is about 3 Hz, when there is a FF filter (thick solid line) is about 5 Hz, If the case where there is a FF filter has become a high value. Therefore, the FF filter, it can be confirmed that the response of the steering angular velocity control is improved.
[0126]
　The use of the FF filter, proportional gain Kpp of the position control unit 340 of the steering angle control unit 300 can be increased, thereby there is an effect that it is possible to improve the responsiveness of the steering angle control. To confirm this effect, by changing the simulation conditions of the time response of the steering angle control shown in FIG. 26, a simulation was performed. Specifically, the proportional gain Kpp doubled, further, the size as a handle vibration reducer 330 is by using a gain of 1, and shall not handle vibration reducer 330. Shows the time response of this condition in Figure 28. Figure 28 is similar to the case of FIG. 26, the steering angle command value θref shows a 0 [deg] from 100 [deg] time response is varied in a ramp shape to the vertical axis steering angle [deg], the horizontal axis is time [sec], the dotted line shows the steering angle command value .theta.ref. For this steering angle command value .theta.ref, showing the time response in the absence of the FF filter by a thin solid line, the time response when there is FF filter by a thick solid line. As differences are known, shown in FIG. 28 (B) an enlarged view of a portion of FIG. 28 (A). From FIG. 28, the case of no FF filter, but the steering angle from 2.1sec too much to 2.4sec Atari is overshoot, in the case of Yes FF filter, to follow the steering angle command value θref without overshoot it can be seen that is. By the response of the steering angular velocity control has been improved by the use of the FF filter is of even increasing the proportional gain Kpp becomes difficult to overshoot. Thus, as a result, it is possible to improve the responsiveness of the steering angle control. Similarly, it is possible to improve the response with respect to the steering intervention.
[0127]
　In the simulation of the effect confirming relative to the handle vibration, in the case of performing the steering angle control for similar steering angle command value θref to FIG. 26 and FIG. 28, the torsion bar torque due to the presence or absence of the handle vibration reducer 330 and the handle vibration damping portion 380 We examined the differences in the time response. Cut-off frequency in the handle vibration reducer 330 has used the first-order LPF of 2 Hz. The handle damping unit 380, the column shaft equivalent torque to the torsion bar torque 1Nm is using the gain Kv becomes equivalent 10 Nm, the cutoff frequency of the molecules 10 Hz, the cutoff frequency of the denominator first-order filter with 20Hz of it went a phase lead compensation. The results are shown in Figure 29. In Figure 29, the vertical axis torsion bar torque [Nm], the horizontal axis represents time [sec], if a solid line have a vibration countermeasure by the handle vibration reducer 330 and the handle vibration damping unit 380, the dotted line vibration countermeasures is the case no. From Figure 29, the handle vibration reducer 330 and the handle vibration damping unit 380, it can be seen that the vibration of the steering wheel is suppressed.
[0128]
　Challenge in the last description of the effect, the integral value of the I control is excessively accumulated by the increase of the steering speed when the steering angle control is started, the steering angle control command value may have problems that the excess (Patent Document 3 and the like effect will be described with respect to).
[0129]
　Figure 30 is a diagram showing the time variation of the limit value of the target steering angular velocity .omega.t, gradual change gain and the speed command value variable restrictor section 360 at the time of transition from the manual steering state to the automatic steering state. Incidentally, the speed control gradual change gain Gfa2 and speed command gradual change gain Gfa3 as a change in synchronization with the steering angle control output gradual change gain GFA1, in FIG. 30 shows only GFA1. Assist control output gradual change gain Gft1 and assist map gradual change gain Gft2 also as to the change in synchronization with GFA1, shows only a reference state of a change in Gft1. The size limit for the speed command value variable restrictor 360, Gfa3 is a fixed small value is less than a predetermined threshold value, Gfa3 was gradually larger such setting is above a predetermined threshold.
[0130]
　Steering angular velocity command value ωref is multiplied by the speed command gradual change gain Gfa3, further subjected to restriction in the speed command value variable restrictor section 360, a target steering angular velocity .omega.t. When the migration from manual steering state to the automatic steering state is started, Gfa3 is gradually increased from 0, gradually increases from 0 target steering angular velocity ωt. Then, when an input to the speed command value variable restrictor section 360 at the time t10 steering angular velocity command value ωrefg reaches the limit value (limit value a), the target steering angular velocity ωt becomes constant at the limit value a, the Gfa3 increase ever. When at time t11 Gfa3 becomes a predetermined threshold value, the limit value is gradually increased, even it becomes larger target steering angular speed ωt accordingly. Next Gfa3 100% at the t12, further, when the limit value at the time t13 becomes the limit value b, the target steering angular velocity ωt is as vary within limits b. Between times t10 ~ t13, restricted target steering angular velocity ωt is a restriction value a, so further restricted by the multiplication of the speed control gradual change gain Gfa2 in steering angular speed control unit 370, in the steering angular velocity controller within 370 excessive accumulation of integrated values ​​is suppressed, it is possible to reduce the current command value as the steering angle control output causing discomfort to the driver. Further, after the transition completion limits (i.e., time t13 or later), the steering angular velocity command value ωref by Gfa3 and the speed command value variable restrictor section 360 is not limited, nor limited signal of the steering speed control unit 370 by Gfa2 so, it is possible to shift to the normal steering angle control.
[0131]
　A description of a second embodiment of the present invention.
[0132]
　In the second embodiment, the manual input determining unit of the switching determination / gradual-change gain in generator, to filter by a plurality of smoothing filter characteristics are different with respect to the steering torque, the steering torque (smoothness obtained in each filter processing performing manual input determined based on reduction steering torque). Thus, for example, in addition to the filter for removing noise components in the high frequency region, the reaction of the output signal using a fast filter enables reaction to abrupt manual input torque at emergency avoidance or the like, improvement of manual input determination can be achieved. Also, for each smoothing steering torque, as in the first embodiment, it can be applied a plurality of thresholds, thereby enabling appropriate action to match the size of the hand input torque Become.
[0133]
　A configuration example of a manual input determination unit 523 in the second embodiment shown in FIG. 31. Compared to manual input determination unit 223 in the first embodiment shown in FIG. 5, the smoothing filter section and the absolute value unit is provided two each.
[0134]
　Has a smoothing filter section 525A and 525B are smoothing filter, the steering torque Tt respectively smoothed by smoothing filter A and smoothing filter B, the steering torque (smoothing steering torque) Tta and Ttb each output after smoothing to. Smoothing filter A is the reaction of the output signal is slower than the smoothing filter B, has excellent characteristics than the smoothing filter B removed of noise components in the high frequency band smoothing filter B, the output faster than the reaction smoothing filter a of the signal, but the removal of the noise components in the high frequency band has a slightly inferior properties than smoothing filter a. By the reaction in combination with fast smoothing filter B, in response to steep manual input torque such as emergency avoidance by steering, it is possible to facilitate the determination of when there is a manual input. Steering torque Tta and Ttb are input to absolute value unit 526A and 526B, absolute value unit 526A is the absolute value of the steering torque Tta (absolute value data) | Tta | a, absolute value unit 526B is absolute steering torque Ttb value (absolute value data) | Ttb | outputs to the respective determination processing unit 527A. Determination processing unit 527A, using a plurality of threshold values ​​TthA1 predetermined, TthA2, TthA3 and TthB (0 ≦ TthA1 ≦ TthA2 ≦ TthA3 ≦ TthB), 3 types of "Yes Manually" decision and one of the " a determination is made without manual input. " Specifically, in the case of "not less than the threshold TthB absolute value | | Ttb", it is determined that "there is a manual input 3", "the absolute value |" absolute value | | Tta threshold TthA3 or more "or Tta | is threshold TthA2 or, in the case of subthreshold TthA3 "determines" manual input Yes 2 "," absolute value | Tta | threshold TthA1 above, in the case of subthreshold TthA2 ", it is determined that" there is a manual input 1 "," absolute value | Tta | case of less than the threshold TthA1 ", it is determined that" no manual input ". The judgment result is outputted as the manual input determination signal Jh.
[0135]
　In the smoothing filter section 525A and 525B, if has a filter characteristic described above, it may be used a filter other than the smoothing filter. Furthermore, in accordance with the manual input torque or the like to be reacted may be provided with three or more filter sections. The determination processing section 527 is performed to determine using four thresholds, the number of thresholds is not limited to four, it may be performed determined using the number of thresholds other than four, the steering torque or by using a plurality of thresholds with respect ttb. Thus, it is possible to perform a flexible determination.
[0136]
　Operation example of the second embodiment differs from the operation of the first embodiment, the operation of the manual input determining unit is different.
[0137]
　An example of the operation of the switching determination / gradual-change gain generator of the second embodiment comprises a manual input determining unit 523 will be described with reference to a flowchart of FIG. 32.
[0138]
　Input steering torque Tt is input to the manual input determining unit 523. Manual input determining unit 523, a steering torque Tt is smoothed by the smoothing filter section 525A and 525B, the steering torque Tta and the absolute value of Ttb after smoothing | Tta | and | seeking an absolute value conversion section 526A and 526B | Ttb (step S210A). The absolute value | Tta | and | Ttb | is inputted to the determination processing unit 527. Determination processing unit 527, the absolute value | Ttb | is equal to or greater than the threshold value TthB (step S220A), and determines that "there is manual input 3" (step S230A). Absolute value | is less than the threshold value TthB (step S220A), the absolute value | | Ttb Tta | if the threshold value TthA3 more (step S235A), it is determined that "there is a manual input 3" (step S230A), the absolute value | Tta | if the threshold TthA2 or less than the threshold value TthA3 (step S240a), it is determined that "there is a manual input 2" (step S250A), the absolute value | Tta | if the threshold TthA1 or less than the threshold value TthA2 (step S260A), it is determined that "there is a manual input 1" (step S270A), the absolute value | Tta | if less than the threshold value TthA1 (step S260A), and determines a "No manual input" (step S280A). The judgment result is outputted as the manual input determination signal Jh to the steering state determining unit 224. Subsequent operations (steps S290 ~ S350) is the same as that in the first embodiment.
[0139]
　A description of a third embodiment of the present invention.
[0140]
　In the first and second embodiments, the manual input determining unit is performed manually input determination using the steering torque, in the third embodiment, in addition to the steering torque, the error of the estimated steering angle and the actual steering angle perform a manual input determined using. In the present embodiment, the second embodiment, tinker input determination using the error in the estimated steering angle and the actual steering angle. It should be noted, may be performed manually input determined using the only error of the estimated steering angle and the actual steering angle.
[0141]
　An example of the overall configuration of a vehicle system in the third embodiment shown in FIG. 33. From the steering angle control unit 700, in addition to the steering angle control current command value IrefP1, the target steering angle θt is output, the target steering angle θt is inputted to the switching determination / gradual-change gain generator 620. Steering angle control unit 700, except that the target steering angle θt that is output from the steering wheel vibration reducer 330 is outputted to the addition to switching determination / gradual-change gain generator 620 of the position control unit 340 in the second embodiment the same configuration and operation as the steering angle control unit 300.
[0142]
　A configuration example of a switching determination / gradual-change gain generator 620 in the third embodiment shown in FIG. 34. Switching determination / gradual-change gain generator 620 includes a switching determination unit 621 and gradually changing the gain generating unit 222, the switching determination unit 621 includes a manual input determining unit 623 and the steering state determining unit 624. Since the gradual change gain generator 222 is the same as the second embodiment, description thereof will be omitted.
[0143]
　Manual input determining unit 623 determines manual input using the steering torque Tt, the actual steering angle θr and the target steering angle [theta] t.
[0144]
　A configuration example of a manual input determining unit 623 is shown in FIG. 35, as compared to manual input determination unit 523 in the second embodiment shown in FIG. 31, the determination unit 523A having the same configuration as the manual input determination unit 523 In addition, a judging unit 623A, the steering angle control model 628 and the subtraction unit 629. Determination unit 623A includes smoothing filter section 625A and 625B, the absolute value portion 626A and 626B and the determination processing unit 627.
[0145]
　Determination unit 523A is the same operation as manual input determination unit 523 outputs a manual input determination signal Jh1 (corresponding to manual input determination signal Jh in the second embodiment). Incidentally, smoothing filter having the smoothing filter section 525A and 525B functions as a smoothing filter for the torque. Further, a plurality of predetermined threshold in the determination processing section 527 is used as a torque threshold.
[0146]
　Steering angle control model section 628 calculates an estimated steering angle θi from the target steering angle [theta] t, the estimated steering angle θi is input summing the subtraction unit 629. Steering angle control model 628, to estimate the actual steering angle θr in the automatic steering state, to set the transmission characteristic of the actual steering angle θr relative to the target steering angle [theta] t, to estimate the actual steering angle by using the transfer characteristic . If there is deviation of the actual actual steering angle θr and the estimated steering angle θi is an actual steering angle to be estimated, it is not possible to determine that there is a steering intervention by the driver. Transfer characteristics of the actual steering angle [theta] r with respect to the target steering angle [theta] t is defined by the transfer function or differential equations (differential equations) or the like, by experiment or simulation, enter the target steering angle [theta] t, as output an actual steering angle [theta] r, general determined by Do identification method. If you want to increase the estimation accuracy identifies the transfer characteristic for each vehicle speed. Incidentally, the transfer function, based on the control model that represents the frequency characteristic of the plant model and the steering angle control unit representing the frequency characteristics of the vehicle and EPS, may be expressed by equation.
[0147]
　The subtraction unit 629, together with the estimated steering angle .theta.i, actual steering angle θr is subtracted input, error dθ of the estimated steering angle .theta.i and the actual steering angle θr is calculated, the error dθ is input to the determination unit 623A.
[0148]
　Determination unit 623A as the target error d [theta], the same configuration and operation as the determination unit 523A, respectively performs smoothing of the error d [theta] in the smoothing filter section 625A and 625B has a smoothing filter (error for smoothing filter) error (smoothed error) d? and the absolute value of Dishitabi after the smoothing (absolute value data) | d? | and | dθb | with absolute value portion 626A and 626B respectively determined, determination processing unit 627, the absolute value | d? | and | Dishitabi | respect, a plurality of predetermined threshold (error threshold) θthA1, θthA2, using ShitathA3 and θthB (0 ≦ θthA1 ≦ θthA2 ≦ θthA3 ≦ θthB), 3 types of "Yes manually" It makes a determination of "no manual input" of judgment and one of. Smoothing filter C and smoothing filter D with smoothing filter section 625A and 625B, respectively, as in the case of the smoothing filter A and smoothing filter B, smoothing filter C, the reaction smoothing of the output signal Although slower than the filter D, the removal of the noise components in the high frequency region has excellent characteristics than the smoothing filter D, smoothing filter D is the reaction of the output signal is higher than a smoothing filter C, high the removal of the noise component of the frequency band has a slightly inferior properties than smoothing filter C. In a simple manner, smoothing filter C is a smoothing filter A, smoothing filter D may be the same characteristics as the smoothing filter B. The judgment result is outputted as the manual input determination signal JH2.
[0149]
　The determination processing section 527 and 627 is performed to determine using four thresholds respectively, the number of thresholds is not limited to four, it may be performed determined using the number of thresholds other than four . Thus, it is possible to perform a flexible determination.
[0150]
　Steering state determining unit 624 determines the steering state from the switching signal SW and the manual input determination signal Jh1 and Jh2 from vehicle ECU 100. As in the second embodiment, the steering state, "automatic steering 1", there is "automatic steering 2" and "manual steering", "automatic steering 1" corresponds to the normal automatic steering state of. Then, the switching signal SW, in addition to manual input determination signal Jh1, JH2, based on the immediately prior steering state, and determines the most recent steering state. Hits the determination, manual input determination signal Jh1 and Jh2 is assigned to one of the determination signals alpha and beta, for example, when manual input determination signal Jh1 is judgment signal alpha, manual input determination signal Jh2 determination signal beta, and the manual input If the determination signal Jh2 the determination signal alpha, manual input determination signal Jh1 is determined signal beta. In the present embodiment, the manual input determination signal Jh1 the determination signal alpha, the manual input determination signal Jh2 the determination signal beta. The determination is performed as follows.
[Condition A]
　immediately before the steering status is "automatic steering 1" or "automatic steering 2", when the switching signal SW is "assist control mode" or decision signal α is "hand there is an input 3", the steering state is "manual steering determined that ".
[Condition B]
　in the immediately preceding steering state is "automatic steering 1", a switching signal SW is "steering angle control mode" and the determination signal α is "manual input are two" and the determination signal β is there input "hands 3 in the case of other than the "steering state is determined as" automatic steering 2 ".
Condition C]
　in the immediately preceding steering state is "automatic steering 2", a switching signal SW is "steering angle control mode" and is and determination signal α is "Yes manual input 1" or "manual input are two" and the determination signal If β is not "hand there is an input 3", it is determined that the steering state is not changed "automatic steering 2".
[Condition D]
　If the previous steering state is in the "automatic steering 2", a switching signal SW is "steering angle control mode" and the determination signal α is "no manual input" and the determination signal β is "no manual input", the steering state it is determined that the "automatic steering 1".
Condition E]
　immediately before the steering status is in the "manual steering", when the switching signal SW is "steering angle control mode" and the determination signal α is "no manual input" and the determination signal β is "no manual input" , steering state is determined as "automatic steering 1".

　The above conditions A ~ condition E, More in detail, so the following Table 2 to Table 4. In Table 2, "-" it is an arbitrary value (i.e., not related to the determination) means, means "(continued)" is the steering condition persists, each column conditions as AND condition judges linked to. Table 3, and the switching signal SW immediately before the steering state is "automatic steering 1" in Table 2 shows the determination results in the case of the "steering angle control mode", Table 4, immediately prior steering state in Table 2 There are "automatic steering 2" and the switching signal SW is illustrates a determination result of the case of the "steering angle control mode", alpha is a "determination signal alpha", beta denotes the "determination signal beta".
[0151]
[Table 2]

[0152]
[table 3]

[0153]
[Table 4]

　to determine the steering state according to the above Tables 2 to 4, the determination result is output to gradual change gain generator 222 as a steering state judgment signal Js, is also output to the steering angle control unit 700. Incidentally, similarly to the second embodiment, it may be determined steering state without a switching signal SW.
[0154]
　Operation Example of the third embodiment differs from the operation of the second embodiment, in addition to the steering angle control unit 700 outputs a target steering angle θt to switching determination / gradual-change gain generator 620, the switching determination / the operation of the gradual change gain generating unit is different.
[0155]
　An example of the operation of the switching determination / gradual-change gain generator 620 in the third embodiment will be described with reference to the flowcharts of FIGS. 36 and 37. Incidentally, in the steering state judging section 624, just before the steering status is "manual steering", the switching signal SW to hold the "assist control mode", the initial value "manual steering" is each of the steering state judgment signal Js It assumed to be set.
[0156]
　Input steering torque Tt, the target steering angle θt and the actual steering angle θr is input to the manual input determination unit 623 in the switching determination unit 621. In manual input determining unit 623, the steering torque Tt is the determination unit 623A, the target steering angle θt is the steering angle control model 628, the actual steering angle θr is input to the subtraction unit 629.
[0157]
　Steering angle control model section 628 calculates an estimated steering angle θi from the target steering angle [theta] t (step S410). Estimated steering angle .theta.i is input summing the subtraction unit 629, a subtracting the actual steering angle [theta] r (step S420), the error dθ (= θi-θr) is input to the determination unit 623A.
[0158]
　Determination unit 523A performs the manual input determination by the same operation as the manual input determination unit 523 in the second embodiment, and outputs to the steering state determining section 624 a determination result as the manual input determination signal Jh1 (step S210A ~ S280A) .
[0159]
　Determination unit 623A includes an error dθ is smoothed by the smoothing filter section 625A and 625B, the error d? And the absolute value of Dishitabi after smoothing | d? | And | dθb | a finding by the absolute value unit 626A and 626B (Step S430) . The absolute value | d? | And | dθb | is inputted to the determination processing unit 627. Determination processing unit 627, the absolute value | dθb | is equal to or greater than the threshold value ShitathB (step S440), determines that "there is manual input 3" (step S450). Absolute value | is less than the threshold value ShitathB (step S440), the absolute value | | Dishitabi d? | If the threshold value θthA3 more (step S460), it is determined that "there is a manual input 3" (step S450), the absolute value | d? | if the threshold ShitathA2 or less than the threshold value ShitathA3 (step S470), determines "manual input Yes 2" (step S480), the absolute value | d? | if the threshold θthA1 or less than the threshold value ShitathA2 (step S490), it is determined that "there is a manual input 1" (step S500), the absolute value | d? | if less than the threshold value ShitathA1 (step S490), determines "No manual input" (step S510). The determination result is output to the steering state determining section 624 as a manual input determination signal JH2. The operation of the determination unit 623A and the operation of the determination unit 523A, the order in reverse, may be performed in parallel.
[0160]
　Steering state determining unit 624 checks whether the input of the switching signal SW (step S290), when I enter the switching signal SW, updates the value of the switching signal SW which holds (step S300). Then, the entered manual input determination signal Jh1 and Jh2 a determination signal α and β, respectively, immediately before the steering state, using the switching signal SW, and determines the steering state according to the conditions determined in Table 2 to Table 4 (step S310A) . Subsequent operations (steps S320 ~ S350) is the same as the second embodiment.
[0161]
　A description of a fourth embodiment of the present invention.
[0162]
　In the fourth embodiment, aspects of change in the steering angle command gradual change gain Gfa4 in accordance with the steering state varied other gradual-change gain and some, also, limits the use at a variable rate limiting portion in the steering angle control unit the instead steering state judgment signal Js, so as to set according to the steering angle command gradual change gain Gfa4. In the present embodiment, with respect to the third embodiment, make these changes.
[0163]
　An example of the overall configuration of a vehicle system in the fourth embodiment shown in FIG. 38. Compared to arrangement example of the third embodiment shown in FIG. 33, the switching determination / gradual-change gain generator and the steering angle control unit is different, from the switching determination / gradual-change gain generator 820 steering state judgment signal Js but not output to the steering angle control unit 900.
[0164]
　In the switching determination / gradual-change gain generator 820, as in the third embodiment, gradual change gain generation unit, by the steering state judgment signal Js determining a steering state, a value gradually changing the gain differs depending steering state take as to, but judgment of the steering state is different third embodiment and some. That is, "automatic steering 1" is set the value it is determined that the automatic steering state, "automatic steering 2" sets the value it is determined that the manual steering state in the steering angle command gradual change gain Gfa4, other in the gradual change gain of is it kept the value of the previous value. "Manual steering" is determined that the manual steering state. Since the steering state is judged in this manner, the timing of change of the steering angle command gradual change gain Gfa4 shown in FIG. 6 (A), will be different from other gradual-change gain. That is, when shifting from the automatic steering state to the manual steering state, at time t1, the gradual change gain Gfa1 ~ Gfa3 is steering state judgment signal Js begins to decrease and changes to "manual steering", gradual change gain Gfa4 is It begins to decrease and change to "manual steering" or "automatic steering 2". When migrating from the manual steering state to the automatic steering state, gradually changing the gain Gfa4, like the gradually changing the gain Gfa1 ~ Gfa3, begins to increase from the time when the steering state judgment signal Js is changed to "automatic steering 1". In switching state, if the steering state judgment signal Js is changed to "manual steering" or "automatic steering 1", gradual change gain Gfa4 is performed the same operation as gradual change gain Gfa1 ~ Gfa3, "automatic steering 2 If you changed to "gradual change gain Gfa1 ~ Gfa3 does not change, gradual change gain Gfa4 is reduced.
[0165]
　A configuration example of a steering angle control unit 900 shown in FIG. 39. The steering angle control unit 900, a variable-rate limiting section 920, a steering state judgment signal steering angle command gradual change gain Gfa4 instead Js is input.
[0166]
　Variable rate limiting portion 920 1 a difference from the sample before the steering angle command value θref1 a variation, when the absolute value of the change amount is greater than a predetermined value (limit value), the amount of change in absolute value limit value as it will be, by adding or subtracting a steering angle command value Shitaref1, and outputs the steering angle command value Shitaref2, if the limit value or less outputs the steering angle command value Shitaref1 it as the steering angle command value Shitaref2. Then, in order to set appropriate limits in the automatic steering state and manual steering state, sets the limit value in accordance with steering angle command gradual change gain Gfa4. Determining a steering state than the steering angle command gradual change gain Gfa4, the limit value set in advance in the automatic steering state, the manual steering state to the limit values ​​to zero, so that the steering angle command value θref2 is constant unchanged to. The switching state, when the steering angle command gradual change gain Gfa4 is decreasing the limit value zero, the limit value set in advance when increasing. Incidentally, in the automatic steering state, instead of setting the limiting value for the absolute value of the change amount, by setting the upper and lower limits may be applied to limit relative variation.
[0167]
　Here, the effect of setting the limit value of the variable-rate limiting portion 920 in accordance with the switching determination / gradual-change gain generator of the steering state at 820 determines that the determination result is determined based on the steering angle command gradual change gain Gfa4 for be described with reference to examples. The determination unit 523A and a determining unit 623A of the manual input determining unit 623 that performs the same determination.
[0168]
　Figure 40 is an object in the road during the automatic operation, puddle, there are obstacles ice, etc., the obstacle steering intervention by the driver in order to avoid the case that occurred manually input determination result and the steering state of change shows the state.
[0169]
　The extent of the steering intervention to avoid obstacles slightly right, in the case of "manual input are 3" determined to be level sensitive manual input than the steering state without transition to the "manual steering", the steering angle control so that is continued. Thus, the vehicle-side ECU100, in order to return the vehicle closer to the right by the steering intervention by the driver in the middle, so to update the steering angle command value to turn off the handle to the left, the steering intervention by the driver to be close to the right steering by the steering angle command value from the vehicle side ECU100 you want to keep the center will collide with. Therefore, from the viewpoint of safety priority, in order to prioritize the steering intervention of the driver, by manual input determination becomes "Yes manual input 2" at point P1, the steering state is the state of "automatic steering 2", to zero the limit value of the variable-rate limiting portion 920 via the steering angle command gradual change gain Gfa4, the steering angle command value to a constant value. Thus, without being affected by the update of the steering angle command value, it is possible to realize a smooth steering intervention.
[0170]
　After past obstacles, it weakened steering intervention of the driver, even at the point P2 manual input determination becomes "Yes manual input 1", the steering state remains "automatic steering 2", further, a steering intervention weakens, when at the point P3 manual input determination is "no manual input", the steering state is changed to "automatic steering 1". By thus become once "with manual input 1", it is possible to prevent the occurrence of chattering due to changeover between "automatic steering 1" and "automatic steering 2". After becoming the "automatic steering 1", it becomes a normal steering angle command value, returns to automatic operation.
[0171]
　Thus, even if there is steering intervention by the driver in order to dodge an obstacle, not shifted from the "manual steering", it is possible to realize a seamless steering.
[0172]
　Operation example of the fourth embodiment differs from the operation of the third embodiment, the operation of gradually changing the gain generating unit and the variable-rate limiting portion is different.
[0173]
　An operation example of the gradual-change gain generated in gradually changing gain generator of the fourth embodiment will be described with reference to the flowchart of FIG. 41.
[0174]
　Gradually changing the gain generating unit, it confirms the value of the steering state judgment signal Js (step S330). If the steering state judgment signal Js is "manual steering", the transition of each gradual change gains (Gfa1 ~ Gfa4, Gft1, Gft2) value (Gfa1 ~ Gfa4 At 0%, Gft1 and the GFT2 100%) in the manual steering state make (step S340). If the steering state judgment signal Js is "automatic steering 1", the value of each gradual change gain in the automatic steering state to transition to (Gfa1 ~ Gfa4 100%, in Gft1 αt1, in Gft2 αt2) (step S350). If the steering state judgment signal Js is "automatic steering 2", gradual change gain if the steering angle command gradual change gain Gfa4 (step S360), performs the same operation as in the case of the "manual steering" (step S340), Xu if variable gain than the steering angle command gradual change gain Gfa4 (step S360), the gradual change gain is as it is.
[0175]
　An example of the operation of the rate limiting at a variable rate limiting portion 920 of the fourth embodiment will be described with reference to the flowchart of FIG. 42.
[0176]
　Variable rate limiting unit 920 checks the value of the steering angle command gradual change gain Gfa4 (step S660A), if Gfa4 is 0% and the limit value to zero (step S670), the held one sample before the rudder the value of the angular command value θref1 to the value of the actual steering angle [theta] r (step S671). Gfa4 the case of 100%, the predetermined value limit value (step S680). If Gfa4 is between 0-100%, if has decreased from previous sample Gfa4 (step S672), the limit value is set to zero (step S681), otherwise (step S672), the limit value the predetermined value (step S680A). Then, to calculate the difference (variation) of the steering angle command value Shitaref1 and previous sample steering angle command value Shitaref1 (step S690). If the absolute value of the change amount is larger than the limit value (step S700), the amount of change such that the absolute value is the limiting value, adding or subtracting a steering angle command value Shitaref1 (step S710), and outputs a steering angle command value θref2 (step S720). If the absolute value of the change amount is smaller than the limit value (step S700), and outputs a steering angle command value θref1 it as the steering angle command value Shitaref2 (step S720).
[0177]
　A description of another embodiment of the present invention.
[0178]
　In the first embodiment, the multiplication of the speed control gradual change gain Gfa2 in steering angular speed control unit 370, have been made to the output from the integrator 373 controlled variable Ir1, the output from the subtraction unit 375 it is also possible to carry out for a steering angle control current command value IrefW.
[0179]
　Figure 43 is a configuration example of the steering speed controller in the case of multiplying the speed control gradually changing the gain Gfa2 relative steering angle control current command value IrefW (Fifth Embodiment). Compared with the steering angular velocity control unit 370 in the first embodiment shown in FIG. 14, the steering angular velocity control unit 370A of the fifth embodiment, the multiplication unit 376 rather than after the integration unit 373, after the subtraction unit 375 are installed, other configurations are the same.
[0180]
　In the operation example of the steering speed controller 370A in the fifth embodiment, in the operation example of the first embodiment shown in FIG. 20, to Step S890 of calculating the control amount Ir1 integrator 373 integrates and an operation amount D1 in the same operation, then the control amount Ir1 is inputted to the subtraction unit 375, the control amount Ir3 'is calculated as a deviation of the controlled variable Ir1 and Ir2 at the subtraction unit 375 (Ir1-Ir2). Then, multiplying unit 376 multiplies the speed control gradually changing the gain Gfa2 the control volume Ir3 ', and outputs the result to adding section 394 as the steering angle control current command value IrefW. Thereafter (steps S930 ~) is the same operation as the first embodiment.
[0181]
　The multiplication of the speed control gradually changing gain Gfa2, it is also possible to carry out elsewhere in the steering angular velocity control unit 370.
[0182]
　In Structural Example of the steering speed controller shown in FIG. 44 (sixth embodiment), is multiplied by the speed control gradual change gain Gfa2 respect is the output deviation ωe from the subtraction unit 374. Compared with the steering angular velocity control unit 370 in the first embodiment shown in FIG. 14, the steering angular velocity control unit 370B of the sixth embodiment, the multiplication unit 376 rather than after the integration unit 373, after the subtraction unit 374 are installed, other configurations are the same.
[0183]
　In the operation example of the steering speed controller 370B of the sixth embodiment, in the operation example of the first embodiment shown in FIG. 20, the step of subtracting unit 374 calculates a difference ωe of the target steering angular velocity ωt and Jitsukaji angular velocity ωr until S870 in the same operation, the deviation .omega.e rather than gain multiplication unit 371 is input to the multiplier 376, multiplying section 376 multiplies the speed control gradually changing gain Gfa2 the deviation .omega.e, the gain multiplication unit 371 as the deviation ωe1 Output. Thereafter, only the step S900 is eliminated, the same operation as the first embodiment.
[0184]
　In the above-described embodiments (first to sixth embodiments), the speed command value variable restrictor section 360 sets the limiting value according to the speed command gradual change gain Gfa3, limitations when Gfa3 reaches a predetermined threshold value While switching values, using the steering angle control output gradual change gain GFA1 instead of Gfa3, GFA1 may be switched limits when it is 100%. In the configuration of the case (Seventh Embodiment) The speed command value variable restrictor portion is input Gfa1 instead of Gfa3, other configurations are the same as the other embodiments. In the operation of the seventh embodiment, the determine operation of the limit value determining at the speed command value variable restrictor section (step in FIG. 20 S830) is only changed to check whether than Gfa1 100%. In a seventh embodiment, the time change of the limit value of the target steering angular velocity .omega.t, gradual change gain and the speed command value variable restrictor portion at the time of transition from the manual steering state to the automatic steering state is as shown in Figure 45 . Compared to the time change shown in FIG. 30, the limit value at the speed command value variable restrictor portion, GFA1 are gradually increased from the time t12 to be 100%, the target steering angular velocity ωt be increased accordingly there.
[0185]
　Regarding the multiplication of the above-described embodiments each gradual-change gain in (first through seventh embodiments) (Gfa1 ~ Gfa4, Gft1, Gft2), when such cost-sensitive than the effect due to the gradual change gain multiplication is at least 1 One of leaving the multiplication, multiplication after can be omitted. Also, each restriction section (steering angle command value variable restrictor section, variable rate limiting portion, the speed command value variable restrictor unit, steering angle control current command value limiting section) can also be omitted in the same case or the like. Steering angle command value variable restriction portion 310, variable-rate limiting portion 320 (or 920) and the multiplication unit 391, further when the handle vibration reducer 330 is omitted, the steering angle command value as a target steering angle θt is the position control section 340 θref so that is input. Where the multiplication unit 392 and the speed command value variable restrictor section 360 is omitted, so that the steering angular velocity command value ωref as a target steering angular velocity ωt is input to the steering angular velocity control unit 360.
DESCRIPTION OF SYMBOLS
[0186]
1 handle
2 column shaft (steering shaft, the handle
shaft) 10 torque sensor
12 vehicle speed sensor
13 battery
20 motor
21 rotation angle sensor
30 control unit
(ECU) 31 current command value calculating unit
33 the current limiting unit
34 compensating signal generator
35 PI control part
36 PWM controller
37 inverter
38 motor current detector
100 vehicle-side
ECU 110 vehicle state quantity detection unit
120 switching instructor
130 target track calculating section
140 vehicle motion control unit
141 steering angle command value generating unit
200, 600, 800 EPS side ECU
210 EPS state quantity detecting unit
220,620,820 switching determination / gradual-change gain generator
221,621 switching determination unit
222 gradually-varying gain generator
223,523,623 hand input determination unit
224,624 steering state determination unit
225,525A , 525B, 625A, 625B smoothing filter section
226,526A, 526B, 626A, 626B absolute value unit
227,527,627 determination processing unit
230 assist control unit
240 switching unit
250 the current controller / driver
300,700,900 steering corner control unit
310 steering angle command value variable restrictor portion
320,920 variable rate limiting portion
330 handle the vibration removal unit
340 position control unit
341 proportional gain unit
350 steering intervention compensator
351 steering intervention phase compensation unit
352 deadband Tough
353 compensation map unit
355 the filter unit
360 the speed command value variable restrictor portion
370,370A, 370B, 470,570 steering angular velocity controller
371, 372 gain multiplication unit
373 integrating unit
380 handles the damping unit
381 gain section
382 damping the phase compensation unit
390 steering angle control current command value limiting section
400 plant
523A, 623A determination unit
628 the steering angle control model unit

The scope of the claims

[Requested item 1]Drives the motor based on the current command value, an electric power steering apparatus that performs assist control and the steering angle control with respect to the steering system by the drive control of the motor,
　based on at least the steering angle command value and the actual steering angle, the and the steering angle control unit for calculating a steering angle control current command value for the steering angle control,
　based on the determination of the manual input to determine a steering state, a switching determination / gradual-change gain generator for switching the steering state the provided,
　the steering angle control unit
　comprises at least the steering angle command value and the steering angular velocity command value is calculated based on the actual steering angle, a filter section for converting the extended steering angular velocity command value by using the FF filter and,
　wherein the extended steering angular velocity command value and based on Jitsukaji angular calculates the steering angle control current command value,
　the switching determination / gradual-change gain generating unit,
　the manual input using a threshold with respect to the steering torque Comprises a manual input determination unit for determining,
　an electric power steering apparatus characterized by computing the current command value using at least the steering angle control current command value.
[Requested item 2]
　The manual input determining unit,
　an electric power steering apparatus according to claim 1 for determining the manual input by using the threshold value relative to the steering torque is smoothed by the smoothing filter.
[Requested item 3]
　The manual input judging unit,
　the use of a plurality of the threshold values with respect to the steering torque, an electric power steering apparatus according to claim 2 having a plurality of determination results as the determination result of there manually.
[Requested item 4]
　The manual input judging unit,
　characteristics having a plurality of different smoothing filter to obtain the plurality of smoothed steering torque by smoothing the steering torque at each of the smoothing filter, with respect to each of the smoothed steering torque the electric power steering apparatus according to claim 1 for determining the manual input by using the threshold value.
[Requested item 5]
　The manual input judging unit,
　a plurality of the threshold values for at least one of said smoothing steering torque, an electric power steering apparatus according to claim 4 having a plurality of determination results as the determination result of there manually.
[Requested item 6]
　The switching determination / gradual-change gain generation unit,
　and determines the steering state determining section said steering state based on the determination result of the switching signal switches the assist control mode or the steering angle control mode and the manual input determining unit operation mode,
　wherein in accordance with the steering state, the electric power according to claim 3 or 5, and a the assist control of the control amount and the gradual-change gain generating unit for generating a gradually changing the gain for adjusting the control amount of the steering angle control steering apparatus.
[Requested item 7]
　The steering state determining section,
　when the switching signal of the assist control mode,
　or, the steering state immediately before an automatic steering 1 or automatic steering 2, and if the determination result is Yes manual input 3,
　the steering state electric power steering apparatus according to claim 6 determines that the manual steering.
[Requested item 8]
　The steering state determining section,
　wherein the steering state just before a said manual steering or the automatic steering 2, and the switching signal is the steering angle control mode, and if the determination result is no manual input,
　said steering the electric power steering apparatus according to the state in the automatic steering 1 and determines claim 7.
[Requested item 9]
　The gradual change gain generation unit,
　sets a first gain value predetermined with respect to the automatic steering 1 to the gradual change gain, set the second gain value predetermined with respect to the manual steering in the gradual-change gain ,
　wherein if the steering state has changed to the automatic steering 1, the gradual change gain to transition to the first gain value, when said steering state is changed to the manual steering, the gradual change gain the second gain value the electric power steering apparatus according to claim 7 or 8 to transition to.
[Requested item 10]
　Drives the motor based on the current command value, an electric power steering apparatus that performs assist control and the steering angle control with respect to the steering system by the drive control of the motor,
　based on at least the steering angle command value and the actual steering angle, the and the steering angle control unit for calculating a steering angle control current command value for the steering angle control,
　based on the determination of the manual input to determine a steering state, a switching determination / gradual-change gain generator for switching the steering state the provided,
　the steering angle control unit
　comprises at least the steering angle command value and the steering angular velocity command value is calculated based on the actual steering angle, a filter section for converting the extended steering angular velocity command value by using the FF filter and,
　on the basis of the extended steering angular speed command value and Jitsukaji angular velocity calculating the steering angle control current command value,
　the switching determination / gradual-change gain generator is
　estimated steering estimated based on the steering angle command value A manual input determining unit, wherein the angle using the error threshold relative error of the actual steering angle including a first determination unit for determining the manual input,
　wherein using at least the steering angle control current command value current an electric power steering apparatus characterized by calculating a command value.
[Requested item 11]
　Wherein the first determination section,
　the characteristics have a plurality of different smoothing filter for error, obtains a plurality of smoothed error by smoothing the error in each of the error for smoothing filter, for each said smoothed error the electric power steering apparatus according to claim 10 for determining the manual input by using the error threshold Te.
[Requested item 12]
　Wherein the first determination unit,
　a plurality of the error threshold for at least one of said smoothing error, the electric power steering apparatus according to claim 11 having a plurality of determination results as the determination result of there manually.
[Requested item 13]
　The manual input determining unit,
　an electric power steering apparatus according to any one of claims 10 to 12 and the second judging unit further comprising performing determination of the manual input using a torque threshold with respect to the steering torque.
[Requested item 14]
　Wherein the second judging unit,
　characteristics have a plurality of different smoothing filter torque, obtains the plurality of smoothed steering torque by smoothing the steering torque at each of the torque for smoothing filter, the smoothing steering torque the electric power steering apparatus according to claim 13 for determination of the manual input by using the torque threshold for each.
[Requested item 15]
　The second determination unit,
　a plurality of the torque threshold for at least one of said smoothing steering torque, an electric power steering apparatus according to claim 14 having a plurality of determination results as the determination result of there manually.
[Requested item 16]
　The switching determination / gradual-change gain generation unit,
　a switching signal for switching the operation mode to the assist control mode or the steering angle control mode, based on the second determination result of the first judgment result of the first determination unit and the second determination unit and determining the steering state judging section the steering state Te,
　in response to said steering state, and the assist control of the control amount and the gradual-change gain generating unit for generating a gradually changing the gain for adjusting the control amount of the steering angle control the electric power steering apparatus according to claim 15, comprising.
[Requested item 17]
　The steering state determining section,
　when the switching signal of the assist control mode,
　or, the steering state immediately before is automatic steering 1 or automatic steering 2, and the first judgment result or the second judgment result hands for input Yes 3,
　the electric power steering apparatus according to the steering state to claim 16 determines that the manual steering.
[Requested item 18]
　The steering state determining section,
　wherein the steering state just before a said manual steering or the automatic steering 2, and wherein a switching signal is the steering angle control mode, and the first determination result and the second determination result is If no manual input,
　the electric power steering apparatus according to the steering state in the automatic steering 1 and determines claim 17.
[Requested item 19]
　The gradual change gain generation unit,
　sets a first gain value predetermined with respect to the automatic steering 1 to the gradual change gain, set the second gain value predetermined with respect to the manual steering in the gradual-change gain ,
　wherein if the steering state has changed to the automatic steering 1, the gradual change gain to transition to the first gain value, when said steering state is changed to the manual steering, the gradual change gain the second gain value the electric power steering apparatus according to claim 17 or 18 shifts to.
[Requested item 20]
　The gradual change gain generating unit,
　generates a steering angle command gradual change gain to be multiplied to the steering angle command value,
　when said steering state has changed to the automatic steering 2, the steering angle command gradual change gain the electric power steering apparatus according to claim 19 to transition to the second gain value.
[Requested item 21]
　The steering angle control unit,
　with respect to the change amount of the steering angle command value, said variable rate limiting section according to the steering state place a limited by limit value set further comprises to claims 7 to 9 and 17 the electric power steering apparatus according to any one of 20.
[Requested item 22]
　The variable rate limiting portion,
　wherein when the steering status has changed to the automatic steering 2 or the manual steering from the automatic steering 1, electric power steering apparatus according to claim 21 for shifting the limit values to zero.
[Requested item 23]
　The variable rate limiting portion,
　wherein when the steering status has changed to the automatic steering 1 from other than the automatic steering 1, electric power steering apparatus according to claim 21 or 22 shifts the limit value to a predetermined value.
[Requested item 24]
　The steering angle control unit,
　and a position control unit for calculating a steering angular velocity command value based on the steering angle command value and the actual steering angle,
　the steering angle control on the basis of the extended steering angular speed command value and the actual steering angular speed the electric power steering apparatus according to any one of claims 1 to 5 and 13 to 15 and a steering angular velocity control unit for calculating a current command value.
[Requested item 25]
　The steering angle control unit,
　wherein further comprising a steering intervention compensator determining the compensating steering angular velocity command value for steering intervention compensation in accordance with the steering torque,
　the steering angular velocity command value by using the compensation steering angular velocity command value compensated,
　the steering intervention compensation unit,
　an electric power steering apparatus according to claim 24 having a compensation map unit having a steering intervention compensation map that defines the characteristics of the compensation steering angular speed command value for the steering torque.
[Requested item 26]
　The steering angle control unit,
　and a position control unit for calculating a steering angular velocity command value based on the steering angle command value and the actual steering angle,
　the steering angle control on the basis of the extended steering angular speed command value and the actual steering angular speed the electric power steering apparatus according to any one of claims 10 to 12, and a steering angular velocity control unit for calculating a current command value.
[Requested item 27]
　The steering angle control unit,
　further comprising a steering intervention compensator determining the compensating steering angular velocity command value for steering intervention compensation in accordance with the steering torque,
　compensating the steering angular velocity command value by using the compensation steering angular velocity command value and,
　the steering intervention compensation unit,
　an electric power steering apparatus according to claim 26 having a compensation map unit having a steering intervention compensation map that defines the characteristics of the compensation steering angular speed command value for the steering torque.
[Requested item 28]
　The steering intervention compensation map, the electric power steering apparatus according to claim 25 or 27 wherein the compensating steering angular velocity command value and the steering torque increases even have the property of increasing.
[Requested item 29]
　The steering intervention compensation map, the electric power steering apparatus according to claim 25, 27 or 28 has the property that the compensation steering angular velocity command value and the vehicle speed is increased is reduced.
[Requested item 30]
　The steering intervention compensating unit,
　wherein further comprising a steering intervention phase compensation unit for performing phase compensation on the steering torque,
　the steering intervention phase compensation unit and through the compensation map unit, the compensating steering angular velocity from the steering torque the electric power steering apparatus according to claim 25 or 27 obtains the command value.
[Requested item 31]
　Wherein the position control unit,
　in any one of claims 24 to 30 comprising a proportional gain unit configured to calculate the steering angular velocity command value by multiplying a proportional gain to the deviation of the actual steering angle and the steering angle command value the electric power steering apparatus according.
[Requested item 32]
　The steering angular velocity control unit, the steering angular velocity command value and using said actual steering angular speed, the electric according to any one of claims 24 to 31 calculates the steering angle control current command value by I-P control power steering apparatus.
[Requested item 33]
　Based on at least the steering torque, further comprising an assist control unit that calculates an assist control current command value for the assist control,
　calculating the current command value from the assist control current command value and the steering angle control current command value the electric power steering apparatus according to any one of claims 1 to 9 and 13 to 32.
[Requested item 34]
　On the basis of at least steering torque, further comprising, an assist control unit that calculates an assist control current command value for the assist control
　to calculate the current command value from the assist control current command value and the steering angle control current command value the electric power steering apparatus according to any one of claims 10 to 12.