JP2005007977A - Power steering device for vehicle with multiplex compensation system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a steering device for a vehicle capable of making a driver bodily recognize the existence of a motion malfunction after back-up control is performed in a multiplex compensation system. <P>SOLUTION: A ROM 23a for an ECU 20a for steering control has an ECU 20b, a reaction force motor 6a, an ECU motion confirmation program 31a which performs the motion confirmation of a rolling motor 14a, a reaction force motor motion confirmation program 32a, and a rolling motor motion confirmation program 33a at a motion malfunction detection portion 30a, and a back-up control portion 41a, a coping device selecting portion 42a which performs reaction control and vehicle speed control after performing the back-up control, a motion malfunction detecting portion 30a, and a coping means performing portion 43a which performs the back-up control 41a and respective programs of the coping means selecting portion at a motion malfunction coping portion 40a. Therefore, after performing back-up to the motion malfunction of the steering control system, the steering of a steering wheel and the traveling of a vehicle are restricted by performing the reaction force control and the vehicle speed control, and the driver is made to recognize the motion malfunction of the control system. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a steering apparatus for a vehicle such as an automobile.
[0002]
[Prior art]
In a vehicle steering apparatus, particularly an automobile steering apparatus, an electric power steering, a so-called steer-by-wire (Steer), in which a steering handle and a wheel turning shaft are not mechanically coupled but electrically connected via a steering control unit. A By Wire) type vehicle steering apparatus is known (Patent Document 1). In this vehicle steering system, the control system is composed of two or more systems, and a multiple compensation system is employed that compensates the function of the defective system with another system when there is a malfunction in one system. There may be. By adopting this, when a malfunction occurs in one control system, for example, when a steering motor that is a driving means for steering a wheel or a motor control unit fails, The control system maintains the current function and allows the vehicle to continue running as usual. When such a malfunction occurs and the vehicle is traveling on the backup system as described above, a warning lamp or the like is used to make the driver recognize the presence of the malfunction in the control system.
[0003]
[Patent Document 1]
JP 2001-88727 A
[0004]
[Problems to be solved by the invention]
However, when the occurrence of such a malfunction in the control system is notified to the driver by a warning lamp or the like, the driver may not be aware of this, or may be disregarded even if he / she notices it. This is because the control system backup to ensure the safety of the driver is properly performed, so that the driver does not feel the failure while driving the vehicle. However, the driver does not consciously look at the warning lamp, and even if he notices the warning lamp, he cannot recognize the seriousness of the failure.
[0005]
In particular, a plurality of control systems existing in the above-described multiple compensation system are likely to be configured with the same specifications, and when one system fails, all other systems also fail in the same mode. In many cases, immediate repair is required.
[0006]
An object of the present invention is to provide a driver with a restriction intended for driving or steering of a vehicle when a malfunction occurs in the control system in the multiple compensation system as described above. It is providing the steering apparatus for vehicles aiming at making the presence of the malfunction of this be recognized as a bodily sensation.
[0007]
[Means for Solving the Problems and Effects of the Invention]
An electric steering apparatus for a vehicle having the multiple compensation system according to claim 1,
A steering shaft rotation angle sensor that detects the rotation angle of the steering wheel shaft, a steering motor that rotates the wheel steering shaft in response to the rotation angle of the steering wheel shaft, and a pseudo steering reaction force is generated on the steering shaft. And a steering control unit that controls driving of the steering motor and the reaction force motor, and at least one of the sensor, the motor, and the control unit has a multiple compensation system of two or more systems. In the electric steering apparatus for a vehicle including a multiple compensation system that compensates the function of the defective system with another system at the time of the malfunction,
When at least one of the malfunctions is detected, reaction force control is performed to change the pseudo-steering reaction force by the reaction motor over time, and the driver is made aware of the presence of malfunction. .
[0008]
An electric steering apparatus for a vehicle having the multiple compensation system according to claim 2,
In the vehicle electric steering apparatus having the multiple compensation system according to claim 1,
The reaction force control detects the operation failure of at least one of the steered motor, the steering control unit, and the reaction force motor, and the reaction force control is performed when at least one of the reaction force motors is operating normally. The setting value of the pseudo steering reaction force by the force motor is changed to a value larger than that during normal operation, and the pseudo steering reaction force by the reaction force motor is changed over time to the changed setting value.
[0009]
An electric steering apparatus for a vehicle having the multiple compensation system according to claim 3,
In the vehicle electric steering apparatus having the multiple compensation system according to claim 2,
The reaction force control is performed when at least one malfunction is detected in the steering motor or the steering control unit.
[0010]
An electric steering apparatus for a vehicle having the multiple compensation system according to claim 4,
In the vehicle electric steering apparatus having the multiple compensation system according to claim 1,
The reaction force control detects the operation failure of at least one of the steered motor, the steering control unit, and the reaction force motor, and the reaction force control is performed when at least one of the reaction force motors is operating normally. The setting value of the pseudo steering reaction force by the force motor is changed to a value smaller than that during normal operation, and the pseudo steering reaction force by the reaction force motor is changed over time to the changed setting value.
[0011]
An electric steering apparatus for a vehicle having the multiple compensation system according to claim 5,
In the vehicle electric steering apparatus having the multiple compensation system according to claim 4,
The reaction force control is executed when at least one malfunction of the reaction force motor is detected and at least one is operating normally.
[0012]
According to a sixth aspect of the present invention, there is provided a vehicular electric steering apparatus having the multiple compensation system according to the third aspect of the present invention.
[0013]
An electric steering apparatus for a vehicle having the multiple compensation system according to claim 7,
In the vehicle electric steering apparatus having the multiple compensation system according to any one of claims 2, 3, 4, 5, or 6.
The set value is determined according to a totaling result of the number of malfunctions detected from the steering motor, the steering control unit, and the reaction force motor.
[0014]
An electric steering apparatus for a vehicle having the multiple compensation system according to claim 8,
In the vehicle electric steering apparatus having the multiple compensation system according to any one of claims 1, 2, 3, 4, 5, 6 or 7.
An upper limit value is provided for at least one of the reaction force control and the vehicle speed or the engine speed of the vehicle, and the vehicle speed or the engine speed is decreased over time until it becomes equal to or lower than the upper limit value, and thereafter the upper limit value is not exceeded. Control of the control pattern by the combination with the vehicle speed control to be controlled as described above is executed, and the driver is made aware of the presence of malfunction.
[0015]
An electric steering apparatus for a vehicle having the multiple compensation system according to claim 9,
In the vehicle electric steering apparatus having the multiple compensation system according to claim 8,
The upper limit value is determined according to a totaling result of the number of malfunctions detected from the steering motor, the steering control unit, and the reaction force motor.
[0016]
An electric steering apparatus for a vehicle having the multiple compensation system according to claim 10,
In the vehicle electric steering apparatus having the multiple compensation system according to any one of claims 1, 2, 3, 4, 5, 6, 7, 8, or 9.
It has an operation failure detecting means for detecting an operation failure of the multiple compensation system, and an operation failure handling control unit for executing control of the control pattern by the combination.
[0017]
An electric steering apparatus for a vehicle having the multiple compensation system according to claim 11,
In the vehicle electric steering apparatus having the multiple compensation system according to any one of claims 1, 2, 3, 4, 5, 6, 7, 8, 9, or 10.
The multiple compensation system is a double compensation system.
[0018]
According to the electric steering apparatus for a vehicle having the multiple compensation system according to any one of claims 1 to 11, when a malfunction occurs in the steering control system, a restriction is imposed on driving or steering operation of the vehicle to the driver. By giving a driving discomfort as a bodily sensation, the driver can recognize the presence of a malfunction in the control system. In addition, due to this restriction, the driver is forced to repair the vehicle because he / she cannot travel normally, and promptly considers repairing the vehicle. As a result, the time for driving the vehicle with inherent malfunction is shortened, and the risk to the driver is reduced.
[0019]
According to the electric steering apparatus for a vehicle having the multiple compensation system according to any one of claims 4 to 11, when at least one malfunction of the reaction force motor is detected and at least one is operating normally, The reaction force motor reduces the pseudo-steering reaction force to be generated with time so that the steering reaction force is small or there is no steering reaction force. As a result, when the remaining reaction force motor also malfunctions, the driver does not turn suddenly due to the sudden disappearance of the reaction force, and the driver can be protected from the danger of such an accident.
[0020]
According to the electric steering apparatus for a vehicle having the multiple compensation system according to any one of claims 8 to 11, when an operation failure is detected in at least one of the steering motor, the steering control unit, and the reaction force motor. The vehicle speed of the vehicle is lowered in advance by setting an upper limit value for at least one of the vehicle speed or the engine speed of the vehicle and changing the vehicle speed or the engine speed so as to be lower than the upper limit value. As a result, when the remaining steering motor, the steering control unit, and the reaction force motor suddenly malfunction, the driver can easily avoid danger by operating the brake.
[0021]
DETAILED DESCRIPTION OF THE INVENTION
In the following, the present invention will be described with reference to FIGS. 1 to 14 with a steer-by-wire electric steering apparatus for a vehicle using the double compensation system shown in FIG. 1 as an embodiment. However, the present invention is a steer-by-wire electric steering apparatus for a vehicle using a multiple compensation system, and is not limited to an embodiment using a double compensation system shown below.
[0022]
FIG. 1 shows an outline of a steer-by-wire electric steering apparatus for a vehicle using a double compensation system. A handle shaft 2 that is connected to the steering handle 1 and transmits rotation by steering of the steering handle 1 is coaxial with the handle shaft rotation angle sensor 3 that detects the rotation angle of the handle shaft 2, and the steering handle 1 is steered. The torque sensor 4 for detecting the applied torque and the speed reducer 5 are connected. The speed reducer 5 is a gear mechanism such as a worm gear, and transmits the torque of the reaction force motor 6 that generates a pseudo reaction force when the steering handle 1 is steered to the handle shaft 2 while being increased by the gear ratio.
[0023]
The wheel turning shaft 11 connected to the wheel 10 is connected to the reduction gears 12a, 12b and the turning angle sensors 13a, 13b on the same axis. The speed reducers 12a and 12b are gear mechanisms, and apply a force to the wheel turning shaft 11 to reciprocate in the axial direction while decelerating the rotation of the turning motors 14a and 14b by the gear ratio. Thereby, the wheel turning angle of the wheel 10 is changed. A motor rotation angle sensor (not shown) is attached to the steered motors 14a and 14b. The amount of rotation of the steering motors 14a and 14b is controlled by the control units 20a and 20b based on an output signal indicating the rotation of the steering shaft 2 by the steering handle 1 detected by the steering shaft rotation angle sensor 3 and the torque sensor 4. .
[0024]
The control units 20a, b (hereinafter also referred to as ECUs) are input with output signals indicating the rotation angles and torques detected by the handle shaft rotation angle sensor 3, the torque sensor 4, and the turning rotation angle sensors 13a, b. The voltages V1 and V2 are applied between the terminals of the motors 6a and b and the steering motors 14a and 14b to output motor currents I1 and I2 for driving the motors.
[0025]
The vehicle electric steering apparatus of the present embodiment is composed of a double compensation system, and includes a reaction force motor 6a, a turning angle sensor 13a, and a turning motor 14a, and is controlled by an ECU 20a. And a reaction force motor 6b, a turning angle sensor 13b, and a turning motor 14b, and has two control systems, a control system B controlled by the ECU 20b.
[0026]
FIG. 2 is a schematic diagram showing the configuration of the ECU 20a and the configuration of the control system A of the vehicle electric steering apparatus in the double compensation system shown in FIG. The ECU 20a is a central processing unit as a control unit, a CPU 21a, a RAM 22a that functions as a work memory that reads and writes data and temporarily stores the data, and a ROM 23a that is a read-only memory that stores various programs. The controller includes an input / output interface 25a for transmitting / receiving signals to / from the outside, and a controller capable of transmitting / receiving various signals via these and the bus line 24a. Thereby, ECU transmits / receives a signal with a sensor, a motor, other ECU, and also ECU for vehicle speed control.
[0027]
The ROM 23a includes an operation failure detection unit 30a, an operation failure response unit 40a, and a steering control unit 50a that stores known operation programs related to vehicle steering except these. The malfunction detection unit 30a detects malfunctions of the control system B controlled by the ECU 20b and stores them in the RAM 22a, and detects malfunctions of the reaction force motor 6a and the steering motor 14a. And a reaction motor operation confirmation program 32a and a steered motor operation confirmation program 33a to be stored. The operation failure handling unit 40a has a backup control unit 41a having a program that causes the remaining system to execute backup according to the various failure conditions when an operation failure is detected, and an operation failure occurring in the control system. A coping means selection unit 42a having a corresponding operation failure coping program and a coping means execution unit 43a having a program for executing backup control and coping means to be executed after the operation check and operation failure confirmation are provided. The ECU 20b has the same configuration as the ECU 20a.
[0028]
Further, as shown in FIG. 2, the ECU 20a can transmit and receive signals to and from the reaction force motor 6b and the turning motor 14b of the control system B of a control system different from itself. The same applies to the ECU 20b. During normal traveling, the ECU 20a of the control system A transmits and receives signals to and from the motor in the control system A, and the ECU 20b of the control system B transmits and receives signals to and from the motor of the control system B. Do not do. The transmission / reception of signals to / from different control systems as described above is required when a normal ECU backs up the motor control of the other ECU in which the malfunction occurred when one of the ECUs malfunctions. The For example, when an operation failure occurs in the ECU 20a, the ECU 20b functions as a backup for the ECU 20a, and triggered by the operation failure detection signal of the ECU 20a being input to the ECU 20b, the ECU 20b is connected to the reaction force motor 6b that it controls. The same signal as the drive signal input to the steered motor 14b can be input and driven to the reaction force motor 6a and the steered motor 14a.
[0029]
Thus, in this embodiment, during normal running, each sensor, motor, and control unit of each control system plays a role in each control system. When a malfunction occurs in the control unit, the sensor, motor and control unit in the other control system function as a backup system for the malfunctioning control system, and the vehicle state before the malfunction occurs The control systems A and B are configured to maintain the above.
[0030]
According to the present invention, when an operation failure occurs in one of the two steering control systems in the electric steering apparatus for a vehicle including the above-described double compensation system, the operation failure is detected and the operation failure occurs. In the state where the backup control for returning to the previous vehicle state is completed, the coping means for notifying the driver of the presence of the malfunction is selected and executed. Detection of these malfunctions and determination of countermeasures are performed by the ECUs 20a and 20b, which are control units of the respective control systems.
[0031]
Here, a method of detecting a malfunction in the vehicle electric steering apparatus including the double compensation system of FIG. 1 will be described. In the case where the reaction force motors 6a, b, the steering motors 14a, 14b, and the ECUs 20a, 20b have malfunctioned, the malfunction detection method and a specific example thereof will be described below.
[0032]
First, a malfunction detection method when the ECU has malfunctions will be described. An ECU to which the present invention is applied stores an ECU operation confirmation program in a ROM in the ECU, like the ECU 20a in FIG. Based on this program, a signal for diagnosing each other's operation state was transmitted and received between itself and the other ECU, and a signal was returned from the counterpart ECU to the operation diagnosis signal transmitted by itself At this time, an abnormality in the ECU is detected by causing the CPU in the ECU to determine whether the signal is normal or abnormal. If no signal is returned, it is determined that there is an abnormality based on the fact that no signal is returned.
[0033]
The ECU operation confirmation program will be described with reference to the flowchart of FIG. In the following, the case where the ECU 20a of FIG. 2 diagnoses the ECU 20b using the ECU operation confirmation program 31a stored in the ROM 23a will be described as an example. At this time, it is assumed that the ECU 20a is operating normally.
[0034]
In S100, the ECU 20a transmits an ECU operation diagnosis signal to the other ECU 20b via the bus line 24a and the input / output interface 25a. In S101, the ECU 20b that has received this signal determines whether or not there is a malfunction in itself, and sends a signal representing the state back to the ECU 20a. The ECU 20a receives this via the bus line 24a and the input / output interface 25a.
[0035]
In S102, the CPU 21a of the ECU 20a confirms whether or not the signal received from the ECU 20b is a signal indicating a malfunction of the ECU 20b. In S103, the CPU 21a determines whether the ECU 20b is normal or abnormal based on this signal. To do. If the ECU 20b is not operating and no signal is returned, it is determined that the ECU 20b is abnormal based on the fact that no signal is returned.
[0036]
The determination result is temporarily stored in the RAM 22a of the ECU 20a in S104, and the program is terminated. The recorded data is overwritten each time this program is executed.
[0037]
According to this ECU operation confirmation program 31a, it is possible to detect malfunctions in the ECU, and the results are constantly recorded in the RAM 22a, so that the operation state of the ECU 20b can be confirmed at any time. The ECU 20b has an ECU operation confirmation program 31b which is a program similar to this, and can diagnose the ECU 20a.
[0038]
Next, a malfunction detection method when the reaction force motor malfunctions will be described. The reaction motor is driven by the input of a motor current I1 based on the application of the voltage V1 between the terminals of the reaction motor. The motor current I1 is a current that is controlled so that the ECU estimates the steering torque based on the command current I2 for driving the steered motor, and the command reaction torque Ts corresponding to the steering torque is generated. When the reaction force motor is abnormal, a difference of a certain level or more is generated between the above-described command reaction force torque Ts and the torque T actually output from the reaction force motor based on the command reaction force torque Ts. In order to detect the abnormality of the reaction force motor, the torque T actually output by the reaction force motor is detected by a torque sensor, and the determination is made by comparing the torque T with the command reaction force torque Ts described above. Is possible.
[0039]
A reaction force motor operation confirmation program for determining the reaction motor abnormality will be described with reference to the flowchart of FIG. In the following, an example will be described in which the ECU 20a in FIG. 2 confirms the operation of the reaction force motor 6a using the reaction force motor operation confirmation program 32a stored in the ROM 23a. At this time, the ECU 20a is assumed to be operating normally.
[0040]
In S110, the ECU 20a estimates a steering torque based on a command current to the steered motor 14a, and calculates a command reaction force torque (hereinafter also referred to as a command torque) Ts corresponding to the steering torque. In S111, the torque T actually applied from the torque sensor 4 to the handle shaft 2 is detected. At this time, both are temporarily stored in the RAM 22a.
[0041]
In S112, the CPU 21a of the ECU 20a calculates a deviation ΔT between the command torque Ts stored in the RAM 23a in S110 and S111 and the actual torque T. In S113, the deviation ΔT obtained in S112 is recognized as normal in this program. It is judged whether it is in. If the deviation ΔT is within the range, it is determined that the reaction force motor 6a is normal, and if it is outside the range, it is determined that the reaction motor 6a is abnormal.
[0042]
In S114, the determination result in S113 is temporarily stored in the RAM 22a, and this program ends. The data recorded in the RAM 22a is overwritten each time this program is executed.
[0043]
According to this reaction force motor operation confirmation program 32a, the malfunction of the reaction force motor 6a can be detected, and the result is constantly recorded in the RAM 22a. Therefore, the operation state of the reaction force motor 6a can be confirmed at any time. Yes. Further, the reaction force motor 6b can be similarly detected by the reaction force motor operation confirmation program 32b of the ECU 20b.
[0044]
Finally, a malfunction detection method when the steering motor malfunctions will be described. The steered motor is driven by input of a motor current I2 based on the application of the voltage V2 between the terminals of the steered motor, and the wheel steered shaft is rotated based on the rotation of the steering wheel shaft by steering. To reciprocate. The motor current I2 is a command current from the ECU for driving the steering motor. The command current value is a rotation angle of the handle shaft input from the handle shaft rotation angle sensor (hereinafter referred to as a handle shaft rotation angle). (Also referred to as “φ”), whereby the rotation of the handle shaft is electrically transmitted to the wheel turning shaft. In order to obtain this command current, the detected handle shaft rotation angle φ is converted into a target rotation angle (hereinafter also referred to as command angle) θs of the wheel steering shaft that rotates correspondingly. The command current is obtained by controlling the target rotation angle θs and the actual rotation angle (steering rotation angle) θ of the wheel turning shaft detected by the turning rotation angle sensor so as to approach quickly and smoothly. Input to the steering motor. Note that the conversion from the rotation angle φ of the steering wheel shaft to the command angle θs takes into account, for example, the conversion ratio for converting the two (hereinafter also referred to as the steering angle conversion ratio), the gear ratio of the reduction gear, and the like. Conversion can be performed by setting in advance above and multiplying the conversion ratio by the handle shaft rotation angle φ. When the steering motor is abnormal, it can be determined that the difference between the command angle θs described above and the actual rotation angle (steering rotation angle) θ of the actual wheel turning shaft does not reach the specified value even after a certain period of time. Thus, the above-described abnormality determination of the steering motor is executed. The abnormality determination of the steering motor is performed by, for example, providing a current detection unit on the energization path to the steering motor, and the actual input current (motor current) I2 to the steering motor detected here and the ECU The determination can also be made by detecting whether or not the difference from the calculated command current Is2 to the steered motor is greater than a certain value.
[0045]
A steered motor operation confirmation program for determining the abnormality of the steered motor will be described with reference to the flowchart of FIG. In the following, the ECU 20a of FIG. 2 will be described by taking as an example a case where the reaction force motor operation confirmation program 33a stored in the ROM 23a confirms the operation of the steered motor 14a operating normally. At this time, the ECU 20a is assumed to be operating normally.
[0046]
In S120, the ECU 20a calculates a command angle θs that is a target rotation angle of the wheel turning shaft 11 based on the handle shaft rotation angle φ detected by the handle shaft rotation angle sensor 3, and temporarily stores it in the RAM 22a. In S121, after a predetermined time determined by this program has elapsed, a rotation angle (steering rotation angle) θ actually rotated by the wheel turning shaft 11 is detected from the turning angle sensor 13a. Temporarily stored in the RAM 22a.
[0047]
In S122, the CPU 21a of the ECU 20a calculates the estimated turning angle θs stored in the RAM 22a in S120 and S121 and the deviation Δθ of the actual turning angle θ, and in S123, the deviation Δθ obtained in S122 is calculated. Judge whether it is within the range that is recognized as normal in this program. If the deviation Δθ is within the range, it is determined to be normal, and if it is outside the range, it is determined to be abnormal.
[0048]
In S124, the determination result in S123 is temporarily stored in the RAM 22a, and this program is terminated. The data recorded in the RAM 22a is overwritten every time this program is executed.
[0049]
According to this steered motor operation confirmation program 33a, it is possible to detect malfunction of the steered motor 6a, and the result is constantly recorded in the RAM 22a. Therefore, the operational state of the steered motor 14a can be confirmed at any time. Yes. Further, the steered motor 14b can be similarly detected by the steered motor operation confirmation program 33b of the ECU 20b.
[0050]
After the operation failure is confirmed by the above-described operation failure detection program, backup control is performed to return the vehicle state changed due to the operation failure to the vehicle state before the operation failure occurs. After this is completed, the means for causing the driver to recognize the malfunction is performed, which is a feature of the present invention.
[0051]
Here, in the electric steering apparatus for a vehicle including the double compensation system shown in FIG. 1, which operation failure occurred in any of the reaction force motors 6 a and b, the steering motors 14 a and b, and the ECU 20 a and b is given to the driver. Or a means for that purpose will be described.
[0052]
As the means, the reaction force control is performed by the reaction force motor to reduce or increase the set value of the pseudo reaction force of the steering, the steering wheel operation is limited, the vehicle speed of the vehicle, the upper limit value of the engine speed, and the vehicle The vehicle speed, the vehicle speed control for controlling the engine speed to the upper limit value or less, a means for limiting the vehicle travel, or a means comprising both of them.
[0053]
First, a means for performing reaction force control and limiting the steering operation will be described. This reaction force control can be simply performed by simply controlling the reaction force to be larger or smaller than that during normal driving, and is effective as a notification means. In this embodiment, the reaction force motor operates. The reaction force control is performed to reduce the reaction force when defective, and to increase the reaction force when the steering motor or ECU malfunctions. This reaction force control is performed by controlling the motor current I1 input to the reaction force motor. In the reaction motor, as the motor current I1 is increased, the current flowing through the motor coil increases, and the torque generated in proportion thereto increases. Conversely, if the motor current I1 is decreased, the generated torque decreases. This torque is a pseudo reaction force given to the driver's steering wheel operation, and changing this makes the driver feel uncomfortable with the steering wheel operation.
[0054]
FIG. 6 is a flowchart showing the flow of a specific control method of the reaction force control. This will be described below with reference to the flowchart of FIG. In S200, the operation of the reaction force motor is confirmed. This operation check is performed by the above-described reaction force motor operation check program. Here, the operation check is performed based on the determination result stored in the RAM at that time. At this time, if a malfunction occurs in the reaction force motor, the reaction force set value is set smaller than that before the malfunction in S203. In S204, in order to reduce the reaction force over time until the reaction force value set in S203 is reached, control is performed to reduce the motor current input to the reaction force motor over time. In S205, when the reaction force reaches the set value, control is performed to maintain the motor current value, and the set reaction force is maintained. At this time, the reaction force is not changed suddenly, but is controlled so as to change slowly with time so that the driver does not suddenly turn the steering wheel. Further, the reaction force to be set may be zero.
[0055]
After S205, in S209, it is confirmed whether or not the setting for canceling the change of the reaction force setting value based on the malfunction is made. If the release is not confirmed, S205 is repeated, and the vehicle continues to travel with the reaction force reduced. The release setting is such that the driver sends the vehicle to a repair company for repair, and the repairer performs this after the repair is completed, so that the driver cannot perform the release setting. By setting the release, the vehicle can perform a steering operation based on the magnitude of the normal reaction force.
[0056]
At this time, the reaction force control of S203, S204, and S205 for reducing the reaction force is performed even if an operational abnormality occurs in one of the ECU and the steering motor simultaneously with the reaction force motor. This is to prevent the reaction force from abruptly decreasing when one of the reaction force motors malfunctions and the other reaction motor also fails. Therefore, it can be said that the reaction force set value set when the reaction force motor malfunctions is more effective as it approaches zero.
[0057]
As a result of confirming the operation of the reaction force motor in S200, if the reaction force motor is operating normally, an operation failure confirmation of the ECU is performed in S201. In S201, when it is not possible to confirm the malfunction of the ECU, the process proceeds to S202 to confirm the operation of the steered motor.
[0058]
Further, in S202, when the operation failure of the steered motor cannot be confirmed, the process returns to S200, and the operation of the reaction force motor is confirmed again. As described above, even when no malfunction occurs, the operation is constantly confirmed to confirm malfunction in the control system.
[0059]
When a malfunction is confirmed by the ECU in S201, and when a malfunction of the steered motor is confirmed in S202, the reaction force set value is set larger than that before the malfunction in S206. In S207, in order to increase the reaction force over time until the reaction force value set in S206 is reached, control is performed to increase the motor current input to the reaction force motor over time. In S208, when the set value is reached, control is performed to maintain the motor current value, and the set reaction force is maintained. At this time, the reaction force is not changed suddenly, but is controlled so as to change slowly with time in order to prevent the driver from suddenly having difficulty turning the steering wheel.
[0060]
After S208, in S210, it is confirmed whether or not the setting for canceling the change of the reaction force setting value based on the malfunction is made. If the release is not confirmed, S208 is repeated, and if the repair company sets the release by repair, the vehicle can perform the steering operation based on the magnitude of the normal reaction force.
[0061]
Next, a description will be given of means for limiting the vehicle travel by the vehicle speed control described above. In this vehicle speed control, an upper limit value is set for at least one of the vehicle speed and the engine speed of the vehicle, and the vehicle speed or the engine speed is decreased over time until the vehicle speed or the engine speed becomes equal to or lower than the upper limit value. With this control, the driver feels uncomfortable with the driving state of the vehicle. In the present embodiment, this vehicle speed control is performed by the vehicle speed control ECU controlling the injector of the engine.
[0062]
FIG. 7 is a schematic diagram showing the configuration of an engine supply / exhaust system and a fuel system. The intake passage 61 of the engine 60 has an air cleaner 64 for purifying air upstream thereof, an air flow meter 65 for detecting the intake air amount GA, and a throttle valve 66 for adjusting the air amount by changing the opening area of the intake passage 61. Provided. An intake manifold 67 downstream of the throttle valve 66 is provided with an injector 70 for injecting gasoline fuel.
[0063]
The air taken into the intake passage 61 is purified by the air cleaner 64, mixed with the fuel injected from the injector 70, supplied to the combustion chamber 62 and burned. In the combustion chamber 62, the exhaust gas generated by the combustion is discharged through the exhaust passage 63. The exhaust passage 63 is provided with an oxygen sensor 68 that outputs a voltage corresponding to the oxygen partial pressure of the exhaust gas as a detection signal.
[0064]
The engine 60 is provided with a gasoline fuel system. The fuel system includes a fuel pump 73, a delivery pipe 71, and a pressure regulator 72. The fuel pump 73 pumps up the fuel stored in the gasoline tank 74 and pumps it to the delivery pipe 71. The fuel pressure in each delivery pipe 71 is held constant by a pressure regulator 72. Fuel is supplied from the delivery pipe 71 to the injector 70 of each cylinder.
[0065]
FIG. 8 is a schematic diagram showing a vehicle speed control ECU that controls the injector 70 by each sensor for carrying out the present invention. Normally, the injector 70 has a structure in which the fuel reaches the nozzle and is injected when the plunger is operated by energizing the electromagnetic coil. An electric signal from an injector control sensor 81 for detecting states such as the amount of intake air into the engine, the engine load, the water temperature, the oxygen partial pressure of the exhaust gas, the intake air temperature, and acceleration / deceleration is input to the vehicle speed control ECU 80. Thus, the vehicle speed control ECU 80 calculates the valve opening time of the injector 70 that performs fuel injection so that the air-fuel ratio set in accordance with the engine characteristics is obtained, and determines the duty ratio of the opening / closing signal. As a result, the opening / closing signal is energized to the electromagnetic coil, and fuel is injected.
[0066]
In order to realize the vehicle speed control of the present invention, a vehicle speed sensor 82 and an engine speed sensor 83 are added to the sensors 81 for controlling the injector 70, and the electric signals detected by these sensors are injected into the fuel injection of the injector 70. It may be added to the parameter for determining the valve width. In order to control the injector 70 by this, first, when the steering control system malfunctions, the steering control ECU 20 inputs a signal for designating the upper limit value of the vehicle speed and the engine speed to the vehicle speed control ECU 80, and the vehicle speed. This is stored in the control ECU 80. Thereafter, when the vehicle speed and engine speed detected by the vehicle speed sensor 82 and the engine speed sensor 83 exceed the upper limit values, the valve opening time of the injector 70 that performs fuel injection is shortened, or the fuel itself is injected. The vehicle speed control ECU 80 stores a program for performing control such as performing fuel cut so as not to perform the fuel cut, and when the vehicle speed and the engine speed exceed the upper limit values, the program is executed. As a result, when the vehicle speed and the engine speed exceed the upper limit values, the engine speed is forcibly reduced, and the vehicle speed and the engine speed are reduced below the upper limit values.
[0067]
At this time, when an upper limit value is set for the engine speed, it is desirable that the engine speed be set for each type of gear. This is because the high-speed gear has a higher vehicle speed than the high-speed gear and the low-speed gear at the same speed. The vehicle speed should be reduced to lower the vehicle speed, and the upper limit value should be set to a somewhat higher value when running at low gears so that a certain speed can be achieved.
[0068]
Regarding this vehicle speed control, there are three possible control methods: vehicle speed control of the vehicle, engine speed control, or control that simultaneously performs both, and the specific control method for each is shown in FIG. 9, FIG. This is shown in the flowchart of FIG.
[0069]
First, the case where the vehicle speed control which controls only a vehicle speed is performed is demonstrated using FIG. In S300, the operation of the reaction force motor is confirmed. In the case where no malfunction of the reaction force motor has been confirmed, the operation of the ECU is confirmed in S301. Further, when no malfunction of the ECU is confirmed, the operation of the steered motor is confirmed in S302.
[0070]
If no malfunction is confirmed in the steered motor in S302, the process returns to before S300, and the operation of the reaction force motor is confirmed again. As described above, when there is no malfunction, the operation confirmation is repeatedly performed, and the malfunction in the control system is always confirmed.
[0071]
If a malfunction is confirmed in any one of S300, S301, and S302, in S303, a signal for designating a vehicle speed upper limit value is input from the steering control ECU 20 to the vehicle speed control ECU 80, and this is input to the vehicle speed control ECU 80. Remember.
[0072]
Thereafter, in S304, the CPU (not shown) of the vehicle speed control ECU 80 determines whether the vehicle speed detected by the vehicle speed sensor 82 in S303 exceeds the vehicle speed upper limit value stored in the vehicle speed control ECU 80. . When it is determined that the vehicle speed exceeds the upper limit value, the process proceeds to S305, in which control is performed to continuously decrease the vehicle speed until the vehicle speed becomes lower than the upper limit value, and when the vehicle speed becomes lower than the upper limit value, the process proceeds to S306. move on. When it is determined that the vehicle speed does not exceed the upper limit value, S305 is skipped and the process proceeds to S306.
[0073]
In S306, it is confirmed whether or not the setting for releasing the limited vehicle speed control based on the malfunction of the steering control system has been made. If the release is not confirmed, the process returns to S304, the vehicle speed control based on the upper limit value of the vehicle speed is executed again, and this is repeated until the release setting is made by repair. If this release setting is made by repair, the vehicle can run normally without vehicle speed limitation due to malfunction of the steering control system.
[0074]
Next, a case where vehicle speed control for controlling only the engine speed is executed will be described with reference to FIG. As in FIG. 9, first, in S310, S311, and S312, the operation of the reaction force motor, ECU, and steering motor is confirmed. In S312, when it is not possible to confirm the operation failure of the steered motor, the process returns to before S310, and the operation of the reaction force motor is confirmed again.
[0075]
If an operation failure is confirmed in any one of S310, S311, and S312, in S313, a signal for designating an engine speed upper limit value is input from the steering control ECU 20 to the vehicle speed control ECU 80, and the vehicle speed control ECU 80 receives the signal. Remember this.
[0076]
Thereafter, in S314, it is determined whether or not the engine speed detected by the engine speed sensor 83 in S313 exceeds the engine speed upper limit value stored in the vehicle speed control ECU 80. (Not shown). If it is determined that the engine speed exceeds the upper limit value, the process proceeds to S315, where control is performed to continuously reduce the engine speed until the engine speed becomes equal to or lower than the upper limit value. If it is below the upper limit, the process proceeds to S316. If it is determined that the engine speed does not exceed the upper limit value, S315 is skipped and the process proceeds to S316.
[0077]
In S316, it is confirmed whether or not the setting for releasing the limited vehicle speed control based on the malfunction of the steering control system has been made. If the release is not confirmed, the process returns to S314, the vehicle speed control based on the upper limit value of the engine speed is executed again, and this is repeated until the release setting is made by repair. If this release setting is made by repair, the vehicle can run normally without any engine speed limitation due to malfunction of the steering control system.
[0078]
Finally, the case of executing vehicle speed control for simultaneously controlling both the vehicle speed and the engine speed will be described with reference to FIG. As in FIGS. 9 and 10, first, in S320, S321, and S322, the operation of the reaction force motor, ECU, and steering motor is confirmed. In S322, when an operation failure cannot be confirmed in the steered motor, the operation returns to before S320, and the operation of the reaction force motor is performed again.
[0079]
If a malfunction is confirmed in any one of S320, S321, and S322, the upper limit value of the vehicle speed and the upper limit value of the engine speed are designated from the steering control ECU 20 to the vehicle speed control ECU 80 in S323 and S324. Signals are input and stored in the vehicle speed control ECU 80.
[0080]
Thereafter, in S325, the CPU (not shown) of the vehicle speed control ECU 80 determines whether the vehicle speed detected by the vehicle speed sensor 82 in S323 exceeds the vehicle speed upper limit value stored in the vehicle speed control ECU 80. . If it is determined that the vehicle speed exceeds the upper limit value, the process proceeds to S326, where control is performed to continuously decrease the vehicle speed until the vehicle speed falls below the upper limit value, and if the vehicle speed falls below the upper limit value, the process proceeds to S327. move on. When it is determined that the vehicle speed does not exceed the upper limit value, S326 is skipped and the process proceeds to S327.
[0081]
In S327, it is determined whether or not the engine speed detected by the engine speed sensor 83 in S324 exceeds the engine speed upper limit value stored in the vehicle speed control ECU 80. The CPU of the vehicle speed control ECU 80 (not shown). To run. If it is determined that the engine speed exceeds the upper limit value, the process proceeds to S328, in which control is performed to continuously decrease the engine speed until the engine speed becomes equal to or lower than the upper limit value. If it is below the upper limit, the process proceeds to S329. If it is determined that the engine speed does not exceed the upper limit, S328 is skipped and the process proceeds to S329.
[0082]
In S329, it is confirmed whether or not the setting for releasing the limited vehicle speed control based on the malfunction of the steering control system has been made. If the release is not confirmed, the process returns to S329, the vehicle speed control based on the upper limit value of the engine speed is executed again, and this is repeated until the release is set by repair. If this release setting is made by repair, the vehicle can run normally without vehicle speed limitation and engine speed limitation due to malfunction of the steering control system.
[0083]
Note that the reaction force set value set in the reaction force control in the present embodiment, the vehicle speed set in the vehicle speed control, and the upper limit value of the engine speed are a plurality of reaction force motors, steering motors, and ECUs. If there is a malfunction, the number of malfunctions and the number of malfunctions may be totaled and determined according to the total result. For example, in this embodiment, when the ECU and the steering motor fail one by one, the upper limit value of the vehicle speed set by the vehicle speed control is set to the vehicle speed set when one ECU or the steering motor fails. In consideration of the degree of malfunction, for example, by setting it to be smaller than the upper limit value, it is possible to set an optimum response means according to the situation.
[0084]
Here, the above-described ECU, reaction force motor, and steering motor operation confirmation program is executed, and when an operation failure is confirmed, a countermeasure means execution program for executing the countermeasure means by the backup control and reaction force control / vehicle speed control. Will be described.
[0085]
The above program is stored in the coping means execution unit 43 stored in the ROM 23 of the ECU 20. Here, the case where the operation failure of the ECU 20b, the reaction force motor 6a, or the turning motor 14a is confirmed as an example will be described below with respect to the program executed in each case. At this time, the ECU 20a is assumed to be operating normally.
[0086]
FIG. 12 is a flowchart showing the flow of control when the coping means execution program is executed when a malfunction of the ECU is confirmed. Here, the case where the malfunction of the ECU 20b is confirmed will be described as an example.
[0087]
In S400, the ECU 20a executes the above-described ECU malfunction program 31a, and performs S400 to S403. In S404, the operation state of the ECU 20b stored in the RAM in S403 is confirmed. If this is normal, the process returns to S400 to confirm the operation of the ECU 20b again. When ECU20b is normal, this is repeated and the operating state of ECU20b is always grasped | ascertained.
[0088]
If the malfunction of the ECU 20b is confirmed in S404, first, the operation of all control systems is confirmed in S405. Thereby, ECU20a totals and confirms the malfunction of ECU20a, b which exists in control system A, B, reaction force motor 6a, b, and steering motor 14a, b.
[0089]
Based on the result of S405, in S406, the backup control unit 41a of the operation failure handling unit 40a stored in the ROM 23a of the ECU 20a performs backup control for maintaining the state before the operation failure of the ECU 20b. The backup control unit 41a has a backup control program corresponding to various malfunctions in the control system, and selects and executes a program based on the malfunction that has occurred. In this case, in order to make the current state where the control system including the ECU 20b is not operating normally the same state as the control state by the two systems before the malfunction of the ECU 20b, the reaction force motor 6b of the control system B and the turning are controlled. The motor 14b is brought into a state where the ECU 20a of the control system A can control.
[0090]
Simultaneously with the completion of the backup control in S406, in S407, based on the result of S405, the program for executing the coping means for the malfunction is selected by the coping means selection unit 42a of the malfunction handling section 40a stored in the ROM 23a of the ECU 20a. The The coping means selection unit 42a has coping means for dealing with various malfunctions in the control system, and selects and executes a program that executes the means based on the malfunctions that have occurred. The coping means at this time is any one of the reaction force control and the vehicle speed control described above, or the control based on the combination thereof, and any one of them is selected and executed based on the result of S405.
[0091]
FIG. 13 is a flowchart showing the flow of control when the coping means execution program is executed when a malfunction of the reaction force motor is confirmed. Here, a description will be given by taking as an example the case where a malfunction of the reaction force motor 6a is confirmed.
[0092]
In S410, the ECU 20a executes the above-described reaction force motor operation failure program 32a, and performs S410 to S413. In S414, the operation state of the reaction force motor 6a stored in the RAM in S413 is confirmed. If this is normal, the process returns to S410 and the operation of the ECU 20b is confirmed again. When ECU20b is normal, this is repeated and the operating state of ECU20b is always grasped | ascertained.
[0093]
If the malfunction of the reaction force motor 6a is confirmed in S414, first, the operation of all control systems is confirmed in S415. Thereby, ECU20a totals and confirms the malfunction of ECU20a, b which exists in control system A, B, reaction force motor 6a, b, and steering motor 14a, b.
[0094]
Based on the result of S415, in S416, the backup control unit 41a of the operation failure handling unit 40a stored in the ROM 23a of the ECU 20a performs backup control for maintaining the state before the operation failure of the reaction force motor 6a. In this case, the ECU 20b selects and executes a program for performing control to double the output torque of the reaction force motor 6b.
[0095]
Simultaneously with the completion of the backup control in S416, in S417, based on the result of S415, the program for executing the coping means for the operation failure is selected by the coping means selection unit 42a of the operation failure handling unit 40a stored in the ROM 23a of the ECU 20a. The The coping means at this time is one of the reaction force control and the vehicle speed control described above, or a combination thereof, and based on the result of S415, one of them is selected and executed.
[0096]
FIG. 14 is a flowchart showing the flow of control when the coping means execution program is executed when an operation failure of the steering motor is confirmed. Here, the case where the operation failure of the steered motor 14a is confirmed will be described as an example.
[0097]
In S420, the ECU 20a executes the above-described steering motor operation failure program 33a, and performs S420 to S423. In S424, the operation state of the steered motor 14a stored in the RAM in S423 is confirmed. If this is normal, the process returns to S420 and the operation of the ECU 20b is confirmed again. When ECU20b is normal, this is repeated and the operating state of ECU20b is always grasped | ascertained.
[0098]
In S424, when the malfunction of the steered motor 14a is confirmed, first, the operation of all the control systems is confirmed in S425. Thereby, ECU20a totals and confirms the malfunction of ECU20a, b which exists in control system A, B, reaction force motor 6a, b, and steering motor 14a, b.
[0099]
Based on the result of S425, in S426, the backup control unit 41a of the operation failure handling unit 40a stored in the ROM 23a of the ECU 20a performs backup control for maintaining the state before the operation failure of the steered motor 14a. In this case, the ECU 20b selects and executes a program for performing control to double the output torque of the steered motor 14b.
[0100]
Simultaneously with the completion of the backup control in S426, in S427, based on the result of S425, the coping means selection unit 42a of the malfunction handling section 40a stored in the ROM 23a of the ECU 20a selects a program for executing the handling means for the malfunction. The The coping means at this time is any one of the reaction force control and the vehicle speed control described above, or the control based on the combination thereof, and one of them is selected and executed based on the result of S425.
[0101]
The present invention is not limited to the above-described embodiment, and in a steer-by-wire electric steering apparatus for a vehicle having a multiple compensation system, when a malfunction occurs in the control system, The invention is characterized in that the driver is made aware of the presence of a malfunction in the control system by providing a restriction intended for steering operation. The present invention can also be performed in combination with a notification means such as a warning lamp.
[Brief description of the drawings]
FIG. 1 is a schematic diagram of a steer-by-wire electric steering system for a vehicle by a double compensation system embodying the present invention.
FIG. 2 is a schematic diagram showing the configuration of a control system A in the same embodiment
FIG. 3 is a flowchart showing an ECU operation check program according to the embodiment;
FIG. 4 is a flowchart showing a reaction force motor operation confirmation program according to the embodiment;
FIG. 5 is a flowchart showing a steering motor operation confirmation program according to the embodiment;
FIG. 6 is a flowchart showing a flow of reaction force control by a reaction force motor for carrying out the present invention.
FIG. 7 is a schematic diagram showing the configuration of an engine air supply / exhaust system and a fuel system.
FIG. 8 is a schematic view showing a vehicle speed control ECU that controls the injector;
FIG. 9 is a flowchart showing a flow of vehicle speed control for controlling the vehicle speed for carrying out the present invention.
FIG. 10 is a flowchart showing a flow of vehicle speed control for controlling the engine speed for executing the present invention.
FIG. 11 is a flowchart showing a flow of vehicle speed control for simultaneously controlling both the vehicle speed and the engine speed for executing the present invention.
FIG. 12 is a flowchart showing an execution example of a coping means execution program based on ECU operation confirmation according to the embodiment;
FIG. 13 is a flowchart showing an execution example of a coping means execution program based on the reaction force motor operation check according to the embodiment;
FIG. 14 is a flowchart showing an execution example of a coping means execution program based on the steering motor operation check according to the embodiment;
[Explanation of symbols]
A, B (steering) control system
1 Steering handle
2 Handle shaft
3 Handle shaft rotation angle sensor
4 Torque sensor
5 Reducer
6 Reaction force motor
10 wheels
11 Wheel turning shaft
12 Reducer
13 Steering rotation angle sensor
14 Steering motor
20 Control unit (ECU)
21 CPU
22 RAM
23 ROM
24 bus lines
25 I / O interface
30 malfunction detection unit
31 ECU operation check program
32 Reaction motor operation confirmation program
33 Steering motor operation confirmation program
40 Malfunction handling section
41 Backup controller
42 Coping means selection unit
43 Coping means execution unit
50 Steering control unit
60 engine
61 Air intake passage
62 Combustion chamber
63 Exhaust passage
64 Air cleaner
65 Air flow meter
66 Throttle valve
67 Intake manifold
68 Oxygen sensor
70 injector
71 Delivery pipe
72 pressure regulator
73 Fuel pump
74 Gasoline tank
80 ECU for vehicle speed control
81 Injector control sensors
82 Vehicle speed sensor
83 Engine speed sensor

Claims (11)

A steering shaft rotation angle sensor that detects the rotation angle of the steering wheel shaft, a steering motor that rotates the wheel steering shaft in response to the rotation angle of the steering wheel shaft, and a pseudo steering reaction force is generated on the steering shaft. And a steering control unit that controls driving of the steering motor and the reaction force motor, and at least one of the sensor, the motor, and the control unit has a multiple compensation system of two or more systems. In the electric steering apparatus for a vehicle including a multiple compensation system that compensates the function of the defective system with another system at the time of the malfunction,
When at least one of the malfunctions is detected, reaction force control for changing the pseudo steering reaction force by the reaction force motor with time is executed to allow the driver to recognize the presence of malfunction. A vehicle electric steering apparatus having a multiple compensation system. The reaction force control detects the operation failure of at least one of the steered motor, the steering control unit, and the reaction force motor, and the reaction force control is performed when at least one of the reaction force motors is operating normally. The set value of the pseudo steering reaction force by the force motor is changed to a value larger than that during normal operation, and the pseudo steering reaction force by the reaction force motor is changed over time to the changed set value. An electric steering apparatus for a vehicle having the multiple compensation system according to claim. 3. The electric vehicle for vehicles having a multiple compensation system according to claim 2, wherein the reaction force control is executed when an operation failure of at least one of the steering motor or the steering control unit is detected. Steering device. The reaction force control detects the operation failure of at least one of the steered motor, the steering control unit, and the reaction force motor, and the reaction force control is performed when at least one of the reaction force motors is operating normally. The set value of the pseudo steering reaction force by the force motor is changed to a value smaller than that during normal operation, and the pseudo steering reaction force by the reaction force motor is changed over time to the changed set value. An electric steering apparatus for a vehicle having the multiple compensation system according to claim. 5. The multiple compensation system according to claim 4, wherein the reaction force control is executed when at least one malfunction of the reaction force motor is detected and at least one is operating normally. An electric steering apparatus for a vehicle having An electric steering apparatus for a vehicle having a multiple compensation system, characterized in that it comprises the third and fifth aspects simultaneously. The said setting value is determined according to the total result of the number of each malfunctioning detected from the said steering motor, the said steering control part, and the said reaction force motor, The 2, 3, 4, characterized by the above-mentioned. An electric steering apparatus for a vehicle having the multiple compensation system according to any one of 5 and 6. An upper limit value is provided for at least one of the reaction force control and the vehicle speed or the engine speed of the vehicle, and the vehicle speed or the engine speed is decreased over time until it becomes equal to or lower than the upper limit value, and thereafter the upper limit value is not exceeded. The control of the control pattern by the combination with the vehicle speed control to be controlled as described above is executed, and the driver is made aware of the presence of the operation failure. An electric steering apparatus for a vehicle including the multiple compensation system according to any one of the above. The multiple compensation according to claim 8, wherein the upper limit value is determined according to a total result of the number of malfunctions detected from the steering motor, the steering control unit, and the reaction force motor. Electric steering apparatus for a vehicle having a system. 5. An operation failure detecting means for detecting an operation failure of the multiple compensation system, and an operation failure handling control unit for executing control of a control pattern by the combination. An electric steering apparatus for a vehicle having the multiple compensation system according to any one of 5, 6, 7, 8, and 9. 11. The multiple compensation system according to any one of claims 1, 2, 3, 4, 5, 6, 7, 8, 9 or 10, wherein the multiple compensation system is a double compensation system. An electric steering apparatus for a vehicle having

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