JP2014031102A - Motorized power steering control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an electric power steering control device which can perform control enabling steering to be performed more easily than conventional devices.SOLUTION: The electric power steering control device 1 includes: a basic assist amount calculation part 21 for calculating a basic assist amount for assisting an operation of a steering wheel on the basis of torque detected by a torsion bar; an assist correction amount calculation part 24 for calculating an assist correction amount for correcting the basic assist amount; an assist amount correction part 23 for calculating a corrected assist amount by correcting the basic assist amount on the basis of the assist correction amount; and a motor drive part 22 for driving a motor on the basis of the corrected assist amount. The assist correction amount calculation part 24 has such an inverse input specification that characteristic of transmitting more signal component of a specific frequency of road-input torque to a steering wheel 2 side than characteristic in the case of only the basis assist amount.

Description

  The present invention relates to an electric power steering control apparatus that controls a steering operation (steering) of a vehicle with an electric power steering system that assists the steering operation with a motor.

  Devices that can determine the assist amount of a motor by distinguishing between a handle torque and torque input from a road surface (hereinafter, road surface input torque) are known (Patent Documents 1 and 2). In Patent Documents 1 and 2, the fact that the assist amount of the motor can be determined separately from the handle torque and the road surface input torque is used, the road surface input torque is treated as unnecessary information, and the road surface input torque is prevented from being transmitted to the handle. Control is performed.

  Further, as a technique for suppressing road surface input torque from being transmitted to the handle on the assumption that road surface input torque information is unnecessary, there is Patent Document 3 as another technique.

Japanese Patent No. 4419840 Japanese Patent No. 4883134 JP 2001-334948 A

  Conventionally, road surface input torque has been considered unnecessary information, as described in Patent Documents 1-3 described above. This is because the electric power steering system assists the driver when turning the steering wheel.

  However, the present inventors say that the driver is operating the steering wheel while sensing the state of the vehicle body such as the grip feeling between the road surface and the tire and the shaking of the vehicle body from the torque transmitted from the road surface side to the steering wheel. I got the knowledge. From this knowledge, as in the prior art, not only control to suppress the road surface input torque from being transmitted to the steering wheel, but depending on the road surface, by transmitting the road surface input torque to the steering wheel, It has been found that the steering wheel can be operated more easily by making the driver feel grip and shaking of the car body.

  The present invention has been made based on this situation, and an object of the present invention is to provide an electric power steering control device capable of performing control that makes steering easier than in the prior art.

In order to achieve the object, the present invention includes an input shaft (3) that is connected to a handle of a vehicle and rotates together with the handle by a handle torque input by operating the handle.
A torque detector (4) that detects the torque applied to the torsion bar based on the torsion angle of the torsion bar provided in a part of the torque transmission path for transmitting the rotation of the input shaft to the steering wheel (10). )When,
A motor (6) for generating an assist steering force for assisting the operation of the steering wheel when the steering wheel is steered by the operation of the steering wheel.
An electric power steering control device (20) for controlling the assist steering force by controlling the motor,
A basic assist amount calculator (21) for calculating a basic assist amount for assisting the operation of the steering wheel based on the torque detected by the torque detector;
An assist compensation amount calculator (24) for calculating an assist compensation amount for correcting the basic assist amount calculated by the basic assist amount calculator;
An assist amount correction unit that calculates a corrected assist amount by correcting the basic assist amount calculated by the basic assist amount calculation unit based on the assist compensation amount calculated by the assist compensation amount calculation unit. 23)
A motor drive unit (22) for driving the motor based on the corrected assist amount from the assist amount correction unit,
The assist compensation amount calculation unit includes:
Using the at least two types of signals reflecting the operation of the electric power steering system as input signals, calculating the assist compensation amount so as to satisfy both of the following two specifications (a) and (b): An electric power steering control device.

  (A) In the electric power steering system, the characteristic that the handle torque is transmitted to the road surface is the same characteristic as when the motor is driven without correcting the basic assist amount with the assist compensation amount. Input specifications.

  (B) In the electric power steering system, the basic assist amount is not corrected by the assist compensation amount for the characteristic that the road surface input torque, which is the torque received by the steered wheels from the traveling road surface of the vehicle, is transmitted to the steering wheel. The specification of reverse input that transmits the road surface input torque more by increasing the speed of the motor than the characteristics when the motor is driven.

  As described above, conventionally, the road surface input torque was considered to be unnecessary transmission for the operation of the steering wheel, but the present inventors, from the torque transmitted to the steering wheel from the road surface side, It was learned that the steering wheel was operated while feeling the state of the vehicle body, such as the grip between the road surface and tires and the shaking of the vehicle body.

  Accordingly, in the present invention, the assist compensation amount calculation unit uses at least two types of signals reflecting the operation of the electric power steering system as input signals, so that the specifications of the reverse input without affecting the specifications of the positive input. The reverse input specification is a specification that further transmits the road surface input torque.

  As a result, the driver can operate the steering wheel while feeling the state of the vehicle body from the steering wheel, such as a grip feeling between the road surface and the tire, and the shaking of the vehicle body.

It is a lineblock diagram showing a schematic structure of electric power steering system 1 of an embodiment. In the electric power steering system 1 of 1st Embodiment, it is a Bode diagram showing the frequency characteristic of the motor speed (omega) with respect to a handle torque. In the electric power steering system 1 of 1st Embodiment, it is a Bode diagram showing the frequency characteristic of the motor speed (omega) with respect to road surface input torque. In the electric power steering system 1 of 2nd Embodiment, it is a Bode diagram showing the frequency characteristic of the motor speed (omega) with respect to a handle torque. In the electric power steering system 1 of 2nd Embodiment, it is a Bode diagram showing the frequency characteristic of the motor speed (omega) with respect to road surface input torque. It is a block diagram of the assist compensation amount calculating part 24 in 3rd Embodiment.

(First embodiment)
Hereinafter, embodiments of the present invention will be described with reference to the drawings. An electric power steering system 1 shown in FIG. 1 assists an operation of a handle 2 by a driver by a motor 6.

  The handle 2 is fixed to one end of a steering shaft 3 that is an input shaft, and a torque sensor 4 is connected to the other end of the steering shaft 3, and an intermediate shaft 5 is connected to the other end of the torque sensor 4. Has been.

  The torque sensor 4 is a sensor for detecting the steering torque Ts. Specifically, a torsion bar that connects the steering shaft 3 and the intermediate shaft 5 is provided, and torque applied to the torsion bar is detected based on a twist angle of the torsion bar.

  The motor 6 assists the steering force of the handle 2. A worm gear is provided at the tip of the rotating shaft of the motor 6, and this worm gear meshes with a worm wheel provided on the intermediate shaft 5. Thereby, the rotation of the motor 6 is transmitted to the intermediate shaft 5. Conversely, when the intermediate shaft 5 is rotated by the operation of the handle 2 or torque (road surface input torque) input from the road surface 12, the rotation is transmitted to the motor 6 and the motor 6 is also rotated.

  In addition, a speed detection unit 12 that detects a rotational angular speed of the motor 6 (hereinafter, motor speed ω) is provided. The speed detection unit 12 detects (estimates) the motor speed ω based on, for example, the relationship between the motor voltage V, the motor current i, and ω = (Ri−V) / K. R is the motor resistance, and K is the motor back electromotive force constant. Since the method for detecting the motor speed ω is known, a detailed description thereof will be omitted. When a rotation sensor is provided in the motor 6, the motor speed ω may be detected from the signal from the rotation sensor.

  The other end of the intermediate shaft 5 opposite to the end to which the torque sensor 4 is connected is connected to the steering gear box 7. The steering gear box 7 is configured by a gear mechanism including a rack and a pinion gear (not shown), and the teeth of the rack mesh with a pinion gear provided at the other end of the intermediate shaft 5. Therefore, when the driver turns the handle 2, the intermediate shaft 5 rotates (that is, the pinion gear rotates), thereby moving the rack to the left and right. Tie rods 8 are attached to both ends of the rack, and the tie rods 8 reciprocate left and right together with the rack. Thereby, the direction of the tire 10 is changed by the tie rod 8 pulling or pushing the knuckle arm 9 ahead.

  A vehicle speed sensor 11 for detecting the vehicle speed V is provided at a predetermined part of the vehicle.

  With this configuration, when the driver rotates the handle 2, the rotation is transmitted to the steering gear box 7 via the steering shaft 3, the torque sensor 4, and the intermediate shaft 5. Then, in the steering gear box 7, the rotation of the intermediate shaft 5 is converted into the left-right movement of the tie rod 8, and the left and right tires 10 are steered by the movement of the tie rod 8.

  The EPS ECU 20 that is an electric power steering control device operates with electric power from an in-vehicle battery (not shown), and applies the steering torque Ts detected by the torque sensor 4, the motor speed ω detected by the speed detection unit 12, and the vehicle speed sensor 11. The assist steering force is calculated based on the detected vehicle speed V. Then, by driving and controlling the motor 6 according to the calculation result, the assist amount of the force with which the driver turns the steering wheel 2 (and the force with which the two tires 10 are steered) is controlled.

  Specifically, the EPS ECU 20 includes a basic assist amount calculation unit 21 that calculates a basic assist amount, an assist compensation amount calculation unit 24 that calculates an assist compensation amount, a vehicle speed gain calculation unit 26 that calculates a vehicle speed gain, and assist compensation. A multiplication unit 25 for calculating the vehicle speed correction assist compensation amount by multiplying the amount by the vehicle speed gain, and an addition unit 23 for calculating the assist command value by adding the vehicle speed correction assist compensation amount and the basic assist amount; And a motor drive circuit 22 that drives the motor 6 based on the assist command value from the adder 23. The assist command value corresponds to the corrected assist amount, and the adding unit 23 corresponds to the assist amount correcting unit.

  In addition, the EPS ECU 20 includes a phase compensation unit for increasing the stability of the basic assist amount, a feedforward control unit for increasing the response speed with respect to a change in the steering torque Ts, an assist command value (current command value), and the actual motor 6. Various functional blocks such as a feedback control unit that determines a final current command value to be given to the motor drive circuit 22 by feedback control (for example, PI control) based on a deviation from the current value are provided. Is omitted.

  The basic assist amount calculation unit 21 calculates a basic assist amount based on the steering torque Ts detected by the torque sensor 4 and the vehicle speed V detected by the vehicle speed sensor 11. Specifically, the basic assist amount increases as the steering torque Ts increases (that is, the torque of the motor 6 in the direction of assisting the rotation of the handle 2 increases), and the basic assist amount decreases as the vehicle speed V increases. For example, the basic assist amount is calculated by referring to a steering torque-basic assist amount map prepared in advance.

  The vehicle speed gain calculation unit 26 is a map of the gain with respect to the vehicle speed V, and a gain corresponding to the vehicle speed V detected by the vehicle speed sensor 11 is output. Specifically, a larger gain is output as the vehicle speed V increases, and as a result, when the steering wheel is returned, the motor speed is further suppressed as the vehicle speed V increases.

  The assist compensation amount calculation unit 24 calculates an assist compensation amount. This assist compensation amount corrects the basic assist amount calculated by the basic assist amount calculation unit 21. The assist compensation amount calculation unit 24 calculates the assist compensation amount so that the overall characteristics of the electric power steering system 1 can satisfy both the next positive input specification and the reverse input specification.

  The positive input means an input from the steering wheel side, and the specification of the positive input is that the motor speed ω characteristic with respect to the steering wheel torque in the electric power steering system 1 does not correct the basic assist amount with the assist compensation amount. This is a specification that does not change from the characteristics when the is driven (the change amount is small even if it changes).

  On the other hand, the reverse input means an input from the road surface side, and the specification of the reverse input is that the characteristic of the motor speed ω with respect to the road surface input torque in the electric power steering system 1 does not correct the basic assist amount with the assist compensation amount. This is a characteristic that increases the motor speed ω more than the characteristic when the motor 6 is driven, and thereby the road surface input torque is transmitted to the handle 2 more.

  Thus, in order to satisfy both the positive input specification and the reverse input specification, two types of input signals are required as disclosed in Patent Document 2. Therefore, in the present embodiment, two of the steering torque Ts and the motor speed ω are input signals.

  There are various methods for designing a controller with two inputs and one output. For example, similarly to Patent Document 2, if the H∞ control theory is used, the controller, that is, the assist compensation amount calculation unit 24 can be designed. A controller design method based on H∞ control has been well known. Further, Patent Document 2 discloses in detail a method for designing an assist compensation amount calculation unit so as to satisfy both the first specification and the second specification by H∞ control. Therefore, in the present embodiment, only the specification of the positive input and the specification of the reverse input are shown. In addition to the design method using the H∞ control theory, the assist compensation amount calculation unit 24 may be designed using another known design method such as μ design.

  2 and 3 show frequency characteristics of the electric power steering system 1 of the first embodiment. FIG. 2 is a Bode diagram showing the frequency characteristic of the motor speed ω with respect to the handle torque, and FIG. 3 is a Bode diagram showing the motor speed ω frequency characteristic with respect to the road surface input torque. FIG. 2 shows the frequency characteristic of the positive input, and FIG. 3 shows the frequency characteristic of the reverse input. 2 and 3, the solid line indicates the frequency characteristic of the present embodiment, and the broken line indicates the frequency characteristic when the basic assist amount is input to the motor drive circuit 22 without being corrected.

  In FIG. 2, the solid line almost overlaps the broken line. Therefore, the positive input characteristic of the present embodiment is substantially the same as the characteristic when the motor 6 is driven without correcting the basic assist amount with the assist compensation amount (hereinafter, the characteristic when only the basic assist amount is used). .

  On the other hand, in FIG. 3, 3-7 Hz is larger than a broken line among solid lines. That is, at 3 to 7 Hz, the motor speed ω is higher than when only the basic assist amount is used. Therefore, the reverse input characteristic of the present embodiment is a characteristic in which a signal component of 3 to 7 Hz is amplified and transmitted to the motor side (and thus to the handle 2), compared to the characteristic in the case of only the basic assist amount.

  2 and 3, the electric power steering system 1 of the present embodiment satisfies both the above-described positive input specification and reverse input specification. Further, the reverse input characteristic is a characteristic that the road surface input torque is more easily transmitted to the handle 2 than the characteristic in the case of only the basic assist amount.

  Conventionally, the road surface input torque was considered to be unnecessary transmission for the operation of the handle 2. However, as already explained, the present inventors have found that the driver feels the state of the vehicle body from the torque transmitted from the road surface side to the handle 2 while sensing the state of the vehicle body such as the grip feeling between the road surface and the tire and the vehicle body shaking. The knowledge that it was operating was acquired.

  Therefore, as shown in FIG. 3, in this embodiment, the signal component of 3 to 7 Hz of the road surface input torque is transmitted to the handle 2 side rather than the characteristic when only the basic assist amount is used. This 3 to 7 Hz includes the resonance frequency of the intermediate shaft 5. Therefore, in this embodiment, the reverse input torque is transmitted to the handle 2 by vibrating the intermediate shaft 5.

  Further, since the above 3 to 7 Hz is also a frequency band of the vehicle body shake, among the reverse input torque, in particular, the vehicle body shake is transmitted to the handle 2. Therefore, according to the present embodiment, the driver can perform the steering while feeling the shaking of the vehicle body from the handle 2, so that the steering becomes easy.

  Furthermore, as a result of amplifying the vibration in the frequency band of the shaking of the vehicle body, the vehicle body can move easily even when the handle 2 is steered. Therefore, the followability of the lateral movement of the vehicle body with respect to steering is improved.

(Second Embodiment)
Next, a second embodiment will be described. In the following description of the second embodiment, elements having the same reference numerals as those used so far are the same elements as those of the previous embodiments unless otherwise specified. is there. In addition, when only a part of the configuration is described, the embodiment described above can be applied to other parts of the configuration.

  The difference between the second embodiment and the first embodiment is the frequency characteristic of the electric power steering system. 4 and 5 show frequency characteristics of the electric power steering system according to the second embodiment.

  4 is a Bode diagram showing the frequency characteristic of the motor speed ω with respect to the handle torque, as in FIG. 2, and FIG. 5 is a Bode diagram showing the motor speed ω frequency characteristic with respect to the road surface input torque, like FIG. 4 and 5 are the same as those in FIGS.

  In FIG. 4, the solid line substantially overlaps the broken line. Therefore, the characteristics of the positive input are almost the same as the characteristics when only the basic assist amount is used. On the other hand, in FIG. 5, the intensity | strength of 10-30 Hz is larger than a broken line among solid lines. Therefore, the reverse input characteristic is a characteristic in which a signal component of 10 to 30 Hz is amplified and transmitted to the motor side (and thus to the steering wheel 2) than the characteristic in the case of only the basic assist amount.

  4 and 5, it can be seen that the electric power steering system of the second embodiment also satisfies both the positive input specification and the reverse input specification. Further, the reverse input characteristic is a characteristic that the road surface input torque is more easily transmitted to the steering wheel 2 than the characteristic in the case of only the basic assist amount. More specifically, the reverse input characteristic is a characteristic that transmits a signal component of 10 to 30 Hz as compared with the case of only the basic assist amount.

  This 10 to 30 Hz includes the resonance frequency of the torsion bar included in the torque sensor 4. That is, in the second embodiment, the reverse input torque is transmitted to the handle 2 by vibrating the torsion bar.

  Further, since 10 to 40 Hz is a frequency band of torque input from the road surface to the tire, among the reverse inputs, particularly, torque input from the road surface to the tire is transmitted to the handle 2. Therefore, according to the present embodiment, the driver can perform steering while feeling the unevenness of the road surface and the grip state of the tire with respect to the road surface from the steering wheel 2, so that the steering is easy.

(Third embodiment)
In the third embodiment, the assist compensation amount calculation unit 24 has the configuration shown in FIG. The assist compensation amount calculation unit 24 illustrated in FIG. 6 includes a steering wheel side compensation amount calculation unit 241, an amplifier 242, a road surface side compensation amount calculation unit 243, an amplifier 244, and an addition unit 245.

  Steering torque Ts is input to the steering wheel side compensation amount calculation unit 241 as a positive input signal that changes according to the steering wheel torque, and the steering wheel side assistance compensation amount is calculated based on the steering torque Ts. On the other hand, the road surface compensation amount calculation unit 243 receives the motor speed ω as a reverse force signal input from the road surface side, and calculates the road surface assist compensation amount based on the motor speed ω. Note that the steering wheel side compensation amount calculation unit 241 and the road surface side compensation amount calculation unit 243 are designed by the same method as the assist compensation amount calculation unit 24 of the first embodiment.

  The amplifier 242 multiplies the steering wheel side assist compensation amount by a predetermined gain. The other amplifier 244 multiplies the road surface assist compensation amount by a predetermined gain. Both of the amplifiers 242 and 244 can adjust the gain after the electric power steering system 1 is mounted on the vehicle. These amplifiers 242 and 244 correspond to a steering wheel side gain adjusting unit and a road surface side gain adjusting unit, respectively.

  The steering wheel side assist compensation amount and the road surface side assist compensation amount after multiplication by the gain are added by the adding unit 245. The value after the addition is input to the multiplication unit 25 as an assist compensation amount.

  In the third embodiment, the assist compensation amount is calculated separately on the steering wheel side and the road surface side, and the steering wheel side assistance compensation amount and the road surface side assistance compensation amount are multiplied by gains separately by the amplifiers 242 and 244. be able to. Therefore, it is easy to finely adjust the steering feeling.

  As mentioned above, although embodiment of this invention was described, this invention is not limited to the above-mentioned embodiment, The following embodiment is also contained in the technical scope of this invention, and also the summary other than the following is also included. Various modifications can be made without departing from the scope.

(Modification 1)
In the specification of the reverse input in the second embodiment, the frequency band to be transmitted is 10 to 30 Hz as compared with the case of only the basic assist amount, but this frequency band is wider than that of the second embodiment, for example, 10 to 40 Hz. It is good. Conversely, the frequency band may be narrower than in the second embodiment.

(Modification 2)
Further, a motor angle (that is, the rotational position of the motor) may be used instead of the motor speed ω as a signal input to the assist compensation amount calculation unit 24.

(Modification 3)
Furthermore, the signal input to the assist compensation amount calculation unit 24 is not limited to the steering torque Ts and the motor speed ω described above, but is any signal that reflects the operation / behavior of the electric power steering system 1 (however, at least two types of signals). Signal).

  Specifically, for example, the rotation angle of the handle 2, the rotation speed of the handle 2, the torque of the intermediate shaft 5, the stroke of the rack constituting the steering gear box 7 (the amount of movement in the left-right direction), the thrust of the rack, or The angle of the tire 10 or the like may be used. These angles, torque, thrust, etc. may be detected directly, but may be estimated from other signals, such as the motor speed ω described in the first embodiment.

  Of the various signals described above, the steering torque Ts, the rotation angle of the handle 2, and the rotation speed of the handle 2 can be said to be signals that particularly reflect the torque input by the driver to the handle 2, while the motor speed. It can be said that the motor angle, intermediate shaft torque, rack stroke, rack thrust, and tire 10 angle are signals that reflect road surface input torque. Therefore, when calculating the assist compensation amount using any two or more of the various signals described above, more preferably, the signal reflecting the torque input by the driver to the steering wheel and the road surface input torque are reflected. It is preferable to use both of the signals.

(Modification 4)
In the above embodiment, the electric power steering system 1 has been described by taking as an example a so-called shaft assist type configuration in which the rotation of the intermediate shaft 5 is assisted by the motor 6, but this is also an example only. For example, the present invention can be applied to a so-called rack assist type which assists the reciprocating motion of the tie rod 8 (that is, the reciprocating motion of the rack in the steering gear box 7) with a motor. The present invention can be applied.

1: Electric power steering system 2: Steering wheel 3: Steering shaft (input shaft) 4: Torque sensor 5: Intermediate shaft 6: Motor 7: Gear box 8: Tie rod 9: Knuckle arm 10 : Tire, 11: vehicle speed sensor, 12: road surface, 13: speed detection unit, 20: EPSECU (electric power steering control device), 21: basic assist amount calculation unit, 22: motor drive circuit, 23: addition unit, 24: Assist compensation amount calculation unit, 25: multiplication unit, 26: vehicle speed gain calculation unit, 241: steering wheel side compensation amount calculation unit, 242: amplifier, 243: road surface side compensation amount calculation unit, 244: amplifier

Claims (5)

An input shaft (3) connected to the handle of the vehicle and rotating together with the handle by a handle torque input by operating the handle;
A torque detector (4) that detects the torque applied to the torsion bar based on the torsion angle of the torsion bar provided in a part of the torque transmission path for transmitting the rotation of the input shaft to the steering wheel (10). )When,
A motor (6) for generating an assist steering force for assisting the operation of the steering wheel when the steering wheel is steered by the operation of the steering wheel.
An electric power steering control device (20) for controlling the assist steering force by controlling the motor,
A basic assist amount calculator (21) for calculating a basic assist amount for assisting the operation of the steering wheel based on the torque detected by the torque detector;
An assist compensation amount calculator (24) for calculating an assist compensation amount for correcting the basic assist amount calculated by the basic assist amount calculator;
An assist amount correction unit that calculates a corrected assist amount by correcting the basic assist amount calculated by the basic assist amount calculation unit based on the assist compensation amount calculated by the assist compensation amount calculation unit. 23)
A motor drive unit (22) for driving the motor based on the corrected assist amount from the assist amount correction unit,
The assist compensation amount calculation unit includes:
Using the at least two types of signals reflecting the operation of the electric power steering system as input signals, calculating the assist compensation amount so as to satisfy both of the following two specifications (a) and (b): An electric power steering control device.
(A) In the electric power steering system, the characteristic that the handle torque is transmitted to the road surface is the same characteristic as when the motor is driven without correcting the basic assist amount with the assist compensation amount. Input specifications.
(B) In the electric power steering system, the basic assist amount is not corrected by the assist compensation amount for the characteristic that the road surface input torque, which is the torque received by the steered wheels from the traveling road surface of the vehicle, is transmitted to the steering wheel. The specification of reverse input that transmits the road surface input torque more by increasing the speed of the motor than the characteristics when the motor is driven. In claim 1,
The specification of the reverse input is more than when the motor is driven without correcting the basic assist amount with the assist compensation amount for a signal component in a preset frequency band including the resonance frequency of the torsion bar. Electric power steering control device characterized in that it also transmits the power. In claim 1 or 2,
The specification of the reverse input includes a signal component in a frequency band in a preset range including a resonance frequency of an intermediate shaft (5) provided in a torque transmission path between the torsion bar and the steered wheel. An electric power steering control device characterized in that the basic assist amount is transmitted more than when the motor is driven without correcting the assist compensation amount. In any one of Claims 1-3,
The assist compensation amount calculation unit includes:
A steering wheel side compensation amount calculator for calculating a steering wheel side assist compensation amount based on the input signal;
A gain is adjustable, a steering wheel side gain adjustment unit that multiplies the steering wheel side assist compensation amount by the gain;
A road surface compensation amount calculation unit for calculating a road surface assist compensation amount based on the input signal;
A gain is adjustable, and a road surface side gain adjustment unit for multiplying the road surface assist compensation amount by the gain;
An addition unit that adds the steering wheel side assist compensation amount after the gain is multiplied and the road surface side assist compensation amount after the gain is multiplied to obtain the assist compensation amount. Electric power steering control device. In any one of Claims 1-4,
The assist compensation amount calculation unit uses at least two of the steering torque detected by the torque detection unit, the rotation angle of the motor, and the rotation angular velocity of the motor as the input signal. Steering control device.

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