JP2018065490A - Power steering device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a power steering device that can prevent a turning steering angle from suddenly changing when the turning steering angle has deviated from a target turning steering angle.SOLUTION: An EPS controller 15 includes a rate limiter configured to smooth a turning steering angle deviation signal Δδ which is a difference between a target turning steering angle signal δ* and a turning steering angle signal δ, and an automatic operation-time target torque calculation portion configured to calculate an automatic operation-time target torque signal Tmad* on the basis of a post-smoothing turning steering angle deviation signal Δδ' that has been smoothed by the rate limiter. Therefore, even when the turning steering angle signal δ has deviated from the target turning steering angle signal δ*, front wheels 4, 4 are steered in accordance with the post-smoothing turning steering angle deviation signal Δδ' that has been smoothed. Consequently, the turning steering angle can be prevented from suddenly changing and a discomfort a driver may have can be reduced.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a power steering apparatus.

  In a conventional power steering system, in an automatic steering mode in which the steered wheels are automatically steered so that the steered angle signal matches the target steered angle signal, the tilt limit is limited by a rate limiter for sudden changes in the target steered angle signal. Is applied to suppress a sudden change in the turning angle (see, for example, Patent Document 1).

JP 2013-252729 A

However, in the above prior art, when the turning angle signal deviates from the target turning angle signal due to a change in the turning angle due to disturbance or the like, the turning angle changes suddenly toward the target turning angle, so that the driver feels uncomfortable. There was a problem of giving.
One of the objects of the present invention is to provide a power steering device that can suppress a sudden change in the turning angle when the turning angle signal deviates from the target turning angle signal.

  The power steering apparatus according to the embodiment of the present invention smoothes the difference signal between the target turning angle signal and the actual turning angle signal, and calculates the difference between the smoothed target turning angle signal and the actual turning angle signal. A control signal for driving and controlling the actuator is calculated based on the signal.

  Therefore, in the present invention, a sudden change in the turning angle when the turning angle signal deviates from the target turning angle signal can be suppressed.

1 is a configuration diagram of an electric power steering apparatus 1 according to Embodiment 1. FIG. FIG. 3 is a control block diagram of the EPS controller 15 according to the first embodiment. FIG. 3 is a control block diagram of a target torque calculation unit 17 according to the first embodiment. FIG. 6 is a characteristic diagram of a low-pass filter in the rate limiter 36 of the first embodiment. In the conventional electric power steering device, it is a time chart showing the movement of the turning angle when disturbance or override due to driver steering intervention occurs in the automatic steering mode. In the conventional electric power steering device, it is a time chart showing the movement of the turning angle when the target turning angle signal and the turning angle signal are deviated when switching from the assist control mode to the automatic steering mode. 4 is a time chart showing the movement of a turning angle when an override occurs due to disturbance or driver steering intervention in the automatic steering mode in the electric power steering apparatus 1 according to the first embodiment. 4 is a time chart showing the movement of the turning angle when the target turning angle signal and the turning angle signal are deviated when switching from the assist control to the automatic steering mode in the electric power steering apparatus 1 according to the first embodiment. . FIG. 6 is a control block diagram of a target torque calculation unit 17 of the second embodiment. FIG. 10 is a control block diagram of a target torque calculation unit 17 of the third embodiment.

Embodiment 1
FIG. 1 is a configuration diagram of an electric power steering apparatus 1 according to the first embodiment.
The steering mechanism 2 steers front wheels (steered wheels) 4 and 4 as the steering wheel 3 rotates, and includes a rack and pinion type steering gear 5. A pinion gear 6 of the steering gear 5 is provided on the pinion shaft 7. The pinion shaft 7 is connected to the column shaft 8. The column shaft 8 is connected to the steering wheel 3. A rack gear 9 of the steering gear 5 is provided on the rack shaft 10. Both ends of the rack shaft 10 are connected to the front wheels 4, 4 via tie rods 11, 11. An electric motor (hereinafter referred to as a motor) 12 as an actuator is connected to the pinion shaft 7. The motor 12 is, for example, a brushless coaxial motor, and the output torque of the motor 12 is transmitted to the pinion shaft 7. A torque sensor 13 is provided on the pinion shaft 7. The torque sensor 13 detects torque acting on the pinion shaft 7 based on the amount of twist of a torsion bar 13a provided on the pinion shaft 7. A steering angle sensor 14 is provided on the column shaft 8. The steering angle sensor 14 detects the rotation angle (steering angle) of the steering wheel 3.

  The EPS controller (control device) 15 controls the drive of the motor 12 based on the steering torque signal, the steering angle signal, and the vehicle speed signal, and executes assist control for applying assist torque to the steering mechanism 2. The EPS controller 15 includes a steering torque signal receiving unit 15a and a steering angle signal receiving unit (actual turning angle signal receiving unit) 15b. The steering torque signal receiving unit 15a receives a steering torque signal from the torque sensor 13. The steering angle signal receiving unit 15b receives the steering angle signal from the steering angle sensor 14. When there is an automatic driving request from the AD controller (vehicle-side control device) 16, the EPS controller 15 controls the motor 12 based on the target turning angle signal from the AD controller 16 and automatically controls the front wheels 4 and 4. Automatic steering control for steering is executed. The EPS controller 15 includes a target turning angle signal receiving unit 15c that receives a target turning angle signal from the AD controller 16.

  The AD controller 16 grasps the surrounding environment of the vehicle using a laser radar, a vehicle-mounted camera, or the like, and grasps the position of the host vehicle using a GPS receiver and a map database. The AD controller 16 generates a target route of the vehicle according to the destination and the vehicle position set by the driver (driver), and drives the vehicle along the target route based on the surrounding environment and the vehicle position. A target vehicle speed signal and a target turning angle signal are sequentially calculated. The AD controller 16 transmits a target vehicle speed signal to an engine controller and a brake controller (not shown), and transmits a target turning angle signal to the EPS controller 15. The AD controller 16 transmits an automatic driving request signal to the engine controller, the brake controller, and the EPS controller 15 when the driver has turned on the automatic driving switch. When the engine controller and the brake controller receive the automatic driving request signal from the AD controller 16, the engine controller and the brake controller execute vehicle speed control for controlling the engine and the brake device so that the vehicle speed becomes the target vehicle speed.

FIG. 2 is a control block diagram of the EPS controller 15 according to the first embodiment.
The EPS controller 15 includes a target torque calculation unit 17, a PWM control signal calculation unit 18, and an inverter 19.
The target torque calculator 17 calculates the target torque signal Tm * of the motor 12 based on the automatic driving request signal, the target turning angle signal, the steering angle signal, the steering torque signal, and the vehicle speed signal. Details of the target torque calculator 17 will be described later.
The PWM control signal calculation unit 18 generates three-phase PWM control signals PWMu, PWMv, and PWMw based on the target torque signal Tm *. The PWM control signal calculation unit 18 includes a target current calculation unit 21, an adder 22, an adder 23, a d-axis target voltage calculation unit 24, a q-axis target voltage calculation unit 25, a two-phase to three-phase conversion unit 26, and a voltage-PWM. A duty converter 27, a three-phase to two-phase converter 28, and an angle-speed calculator 29 are included.
The target current calculation unit 21 calculates target current signals Id * and Iq * from the target torque signal Tm * and the motor rotation speed signal Nm.
The adder 22 calculates the current difference signal ΔId by subtracting the actual supply current signal Idreal from the target current signal Id *.
The adder 23 calculates the current difference signal ΔIq by subtracting the actual supply current signal Iqreal from the target current signal Iq *.
The d-axis target voltage calculation unit 24 calculates the d-axis target voltage signal Vd * from the current difference signal ΔId by two-phase PI control (proportional integration control).
The q-axis target voltage calculation unit 25 calculates the q-axis target voltage signal Vq * from the current difference signal ΔIq by two-phase PI control.

The two-phase / three-phase converter 26 calculates the three-phase target voltage signals Vu *, Vv *, Vw * from the motor rotation angle signal θm detected by the motor rotation angle sensor 20 and the target voltage signals Vd *, Vq *. To do.
The voltage-PWM duty converter 27 compares the three-phase target voltages Vu *, Vv *, Vw * with a triangular wave carrier signal generated by a carrier generator (not shown) and performs three-phase PWM control that exhibits a pulse shape. Generate signals PWMu, PWMv, and PWMw.
The three-phase to two-phase converter 28 is configured to detect the actual supply current signals Idreal, d and q from the U and V phase actual supply current signals Iureal and Ivreal and the motor rotation angle signal θm detected by the phase current sensors 30u and 30v. Calculate Iqreal. Phase current sensors 30u and 30v detect U and V-phase actual supply current signals Iureal and Ivreal. The phase current sensors 30u and 30v detect the difference between the terminals of the shunt resistor, and estimate the actual supply current signals Iureal and Ivreal based on the difference.
The angle-speed calculating unit 29 calculates a motor rotation number signal Nm from the motor rotation angle signal θm.
The inverter 19 performs PWM control of the current supplied from the battery 31 to the motor 12 by the switching operation of each arm element (FET) on the three-phase bridge circuit according to the PWM control signals PWMu, PWMv, and PWMw.

FIG. 3 is a control block diagram of the target torque calculator 17 of the first embodiment.
The steering angle-steering angle converter 34 calculates the steering angle signal δ of the front wheels 4 and 4 from the steering angle signal using the overall gear ratio.
The adder 35 calculates the turning angle deviation signal Δδ by subtracting the turning angle signal δ from the target turning angle signal δ *.
The rate limiter (smoothing processing unit) 36 is a filter processing unit that filters the steering angle deviation signal Δδ with a low-pass filter (filter processing unit), and performs smoothed rotation after smoothing the steering angle deviation signal Δδ. A steering angle deviation signal Δδ ′ is output. FIG. 4 is a characteristic diagram of the low-pass filter. The low-pass filter is primary or secondary, and its time constant τ is the slower of the vehicle yaw response to the turning angle signal δ and the steering angle response of the steering wheel 3 to the output torque of the actuator (motor 12). It is set together. Thereby, the change of the turning angle deviation signal Δδ is limited to the yaw response limit of the vehicle or the response limit of the actuator, and stable control characteristics can be obtained.

The automatic operation target torque calculation unit (control signal calculation unit) 37 calculates the automatic operation target torque signal Tmad * based on the smoothed turning angle deviation signal Δδ ′. The automatic operation target torque calculation unit 37 is a PI controller (proportional integration control unit), which calculates the automatic operation target torque signal Tmad * by PI control (proportional integration control) from the smoothed turning angle deviation signal Δδ ′. Calculate.
The target assist torque calculation unit 38 calculates a target assist torque signal Tmsc * by referring to a map or the like from the steering torque signal and the vehicle speed signal.
The steering mode switching determination unit 39 sets the steering mode to the automatic steering mode when there is an automatic driving request, and sets the steering mode to the assist control mode when there is no automatic driving request.
The mode switching control unit 40 outputs the target torque signal Tmad * during automatic driving as the target torque signal Tm * when the steering mode is the automatic steering mode, and the target assist torque signal Tmsc when the steering mode is the assist control mode. * Is output as the target torque signal Tm *.

Next, the effect of Embodiment 1 is demonstrated.
FIG. 5 is a time chart showing the movement of the turning angle when a disturbance or an override due to the driver's steering intervention occurs in the automatic steering mode in the conventional electric power steering apparatus.
At time t1, the target turning angle signal increases stepwise. In the conventional power steering apparatus, since the target turning angle signal is smoothed by the rate limiter, the smoothed target turning angle signal changes gently. Therefore, it is possible to suppress the turning angle from changing suddenly following the target turning angle.
At time t2, the turning angle signal deviates from the target turning angle signal due to disturbance or driver override torque. Here, in the conventional electric power steering apparatus, the rate limiter does not act on the difference between the target turning angle signal and the turning angle signal (the turning angle deviation signal). For this reason, the turning angle changes suddenly toward the target turning angle. Further, since the turning angle greatly overshoots (undershoots) with respect to the target turning angle due to the disappearance of the disturbance or the override torque, the turning angle deviation signal has poor convergence and the turning angle vibrates.
FIG. 6 is a time chart showing the movement of the turning angle when the target turning angle signal and the turning angle signal deviate when switching from the assist control mode to the automatic steering mode in the conventional power steering apparatus. is there.
At time t1, since the driver turns on the automatic driving switch, the steering mode is switched from the assist control mode to the automatic steering mode. At this time, the target turning angle signal is 0, while the turning angle is increased by the driver, so the turning angle signal deviates from the target turning angle signal, and the turning angle signal Invite sudden changes.
As described above, in the conventional electric power steering apparatus, when the turning angle signal deviates from the target turning angle signal, there is a problem that a sudden change in the turning angle occurs and the driver feels uncomfortable.

In contrast, the EPS controller 15 of the first embodiment is smoothed by the rate limiter 36 that smoothes the turning angle deviation signal Δδ that is the difference between the target turning angle signal δ * and the turning angle signal δ, and the rate limiter 36. An automatic operation target torque calculation unit 37 for calculating the automatic operation target torque signal Tmad * based on the smoothed turning angle deviation signal Δδ ′. Thus, even if the turning angle signal δ deviates from the target turning angle signal δ *, the front wheels 4 and 4 are turned according to the smoothed turning angle deviation signal Δδ ′ after smoothing. Since the steering is performed, a sudden change in the turning angle can be suppressed and the uncomfortable feeling given to the driver can be reduced.
FIG. 7 is a time chart showing the turning angle when the electric power steering apparatus 1 according to the first embodiment is overridden by disturbance or driver steering intervention in the automatic steering mode. At time t1, the target turning angle signal Δ * increases stepwise, but the smoothed turning angle deviation signal Δδ ′ rises gently, so that a sudden change in the turning angle can be suppressed. Further, at time t2, the turning angle signal δ increases due to disturbance or the driver's override torque, but the smoothed turning angle deviation signal Δδ ′ changes gently, so that a sudden change in the turning angle can be suppressed. . That is, the electric power steering apparatus 1 according to the first embodiment turns the front wheels 4 and 4 based on the smoothed turning angle deviation signal Δδ ′ obtained by smoothing the turning angle deviation signal Δδ, thereby achieving target turning. Not only when the steering angle signal δ * changes suddenly, but also a sudden change in the target torque signal Tm * after the change of the steering angle signal δ can be suppressed, and the uncomfortable feeling given to the driver can be reduced.
FIG. 8 shows the movement of the turning angle when the target turning angle signal and the turning angle signal are deviated when the assist control is switched to the automatic steering mode in the electric power steering apparatus 1 according to the first embodiment. It is a time chart. At time t1, the turning angle deviation signal Δδ decreases stepwise with the switching from the assist control mode to the automatic steering mode. However, since the turning angle deviation signal Δδ ′ after smoothing changes smoothly, the turning angle deviation signal Δδ ′ changes smoothly. A sudden change in the rudder angle can be suppressed. That is, the electric power steering apparatus 1 according to the first embodiment can suppress a sudden change in the target torque signal Tm * even when the turning angle deviation signal Δδ changes suddenly when switching from the assist control mode to the automatic steering mode. The uncomfortable feeling given to the driver can be reduced.

The rate limiter 36 is a filter processing unit that performs a filter process on the turning angle deviation signal Δδ. Thereby, compared with the case where the inclination limitation (change rate limitation) of the turning angle deviation signal Δδ is performed as the smoothing process, the initial response can be improved, and more stable convergence can be obtained.
The rate limiter 36 filters the turning angle deviation signal Δδ with a low-pass filter. Thereby, since a high frequency component can be gradually decreased from the turning angle deviation signal Δδ, smooth steering control can be realized. In addition, more appropriate steering control can be realized by using a primary or secondary low-pass filter.
The target turning angle signal receiving unit 15c of the EPS controller 15 receives the target turning angle signal Δ * calculated by the AD controller 16 provided in the vehicle separately from the EPS controller 15 from the AD controller 16. The EPS controller 15 smoothes the difference (steering angle deviation signal) Δδ between the target turning angle signal δ * received from the AD controller 16 and the turning angle signal δ. Even if it is not performed, it is possible to realize the steering control that suppresses the uncomfortable feeling given to the driver.

[Embodiment 2]
Since the basic configuration of the second embodiment is the same as that of the first embodiment, only portions different from the first embodiment will be described.
FIG. 9 is a control block diagram of the target torque calculator 17 of the second embodiment.
An override determination unit (steering intention signal reception unit) 41 receives a steering torque signal and determines whether or not there is an override due to a driver's steering intervention from the steering torque signal. The override determining unit 41 outputs a signal indicating no override when the steering torque signal is less than the predetermined torque, and outputs a signal indicating that there is an override when the steering torque signal is equal to or greater than the predetermined torque. The predetermined torque is a torque with which it can be determined that the driver is holding the steering wheel 3. For example, the predetermined torque is a torque larger than the torque corresponding to the moment of inertia of the steering wheel 3 detected by the torque sensor 13 in a state where the driver has released his hand from the steering wheel 3.
The target turning angle switching unit (target turning angle signal switching unit) 42 outputs the target turning angle signal δ * calculated by the AD controller 16 while the override determination unit 41 outputs a signal indicating no override. Output as is. On the other hand, the target turning angle switching unit 42 outputs the turning angle signal δ calculated by the steering angle-turning angle conversion unit 34 while the signal indicating that there is an override is output from the override determination unit 41. Output as angle signal δ *. The target turning angle switching unit 42 maintains the integral of the PI controller in the automatic operation target torque calculation unit 37 at 0 while the signal indicating that there is an override is output from the override determination unit 41.

Next, the effect of Embodiment 2 is demonstrated.
The EPS controller 15 according to the second embodiment includes an override determination unit 41 that receives a steering torque signal and determines whether or not there is an override, and an adder 35 while the override determination unit 41 receives a steering torque signal that is equal to or greater than a predetermined torque. To the turning angle signal δ calculated by the steering angle-turning angle conversion unit 34 from the target turning angle signal δ * received by the target turning angle signal receiving unit 15c. And a target turning angle switching unit 42 for switching. During the override, it is considered that the driver is performing the correction steering with respect to the target turning angle by the automatic steering control. At this time, if the target turning angle signal Δ * determined by the AD controller 16 is maintained, the motor torque corresponding to the smoothed turning angle deviation signal Δδ ′ is output, which increases the driver's steering burden. Therefore, by setting the target turning angle signal δ * to the current turning angle signal δ, the smoothed turning angle deviation signal Δδ ′ during the override is 0, thus reducing the steering burden on the driver during the override. it can.
The target turning angle switching unit 42 outputs a target turning angle signal δ * to be output to the adder 35 when the steering torque signal received by the override determination unit 41 changes from a predetermined torque to a value lower than the predetermined torque. Switching from the turning angle signal δ calculated by the turning angle conversion unit 34 to the target turning angle signal δ * received by the target turning angle signal receiving unit 15c. Thereby, when the override is released, the automatic steering control can be resumed based on the target turning angle signal δ * determined by the AD controller 16.
The automatic operation target torque calculation unit 37 is a PI controller (proportional integration control unit) that performs PI control. When the override determination unit 41 receives a steering torque signal that is equal to or greater than a predetermined torque, the integral is set to zero. As a result, when the override is released, it is possible to suppress a sudden change in the turning angle by calculating an excessive automatic operation target torque signal Tmad * based on the integral before the override.
The automatic operation target torque calculation unit 37 maintains the integral at 0 while the override determination unit 41 receives a steering torque signal equal to or greater than a predetermined torque. As a result, when the override is released, it is possible to suppress a sudden change in the turning angle by calculating the excessive automatic operation target torque signal Tmad * based on the integral before and during the override.

[Embodiment 3]
Since the basic configuration of the third embodiment is the same as that of the first embodiment, only the differences from the first embodiment will be described.
FIG. 10 is a control block diagram of the target torque calculator 17 of the third embodiment.
The target turning angle switching unit (target turning angle signal switching unit) 43 outputs the turning angle signal δ calculated by the steering angle-turning angle conversion unit 34 when the assist control mode is switched to the automatic steering mode. The steering angle signal δ * is output as it is, and otherwise, the target steering angle signal δ * calculated by the AD controller 16 is output as it is.
The reset unit 44 sets the integral of the PI controller in the automatic operation target torque calculation unit 37 to 0 when the assist control mode is switched to the automatic steering mode.

Next, the function and effect of the third embodiment will be described.
The target torque calculation unit 37 during automatic operation of the third embodiment is a PI controller (proportional integration control unit) that performs PI control, and sets the integral to 0 when the assist control mode is switched to the automatic steering mode. As a result, it is possible to suppress a sudden change in the turning angle by calculating the excessive automatic operation target torque signal Tmad * based on the integral before switching from the assist control to the automatic steering control.
When the EPS controller 15 switches from the assist control mode to the automatic steering mode, the target turning angle signal δ * output to the adder 35 is determined from the target turning angle signal δ * received by the target turning angle signal receiving unit 15c. A target turning angle switching unit 43 that switches to the turning angle signal δ calculated by the steering angle-turning angle conversion unit 34 is provided. As a result, since the smoothed turning angle deviation signal Δδ ′ at the timing of switching from the assist control mode to the automatic steering mode becomes 0, a sudden change in the target torque signal Tm * at the start of the automatic steering control can be suppressed, and Can reduce the sense of incongruity.

[Other Embodiments]
Although the embodiment for carrying out the present invention has been described above, the specific configuration of the present invention is not limited to the configuration of the embodiment, and there are design changes and the like within the scope not departing from the gist of the invention. Are also included in the present invention.
In the embodiment, the turning angle of the steered wheels is obtained from the rotation angle of the steering wheel using the overall gear ratio, but the turning angle may be obtained from the motor rotation angle and the rotation angle of the pinion shaft.
The configurations of the second and third embodiments may be combined.
The target turning angle may be smoothed on the AD controller side.

1 Electric power steering device
2 Steering mechanism
4 Front wheels (steering wheels)
12 Electric motor (actuator)
15 EPS controller (control device)
15b Steering angle signal receiver (actual turning angle signal receiver)
15c Target turning angle signal receiver
16 AD controller (vehicle control device)
36 Rate limiter (smoothing processing unit, filter processing unit)
37 Target torque calculator during automatic operation (control signal calculator, proportional integral controller)
40 Mode switching controller
41 Override determination unit (steering intention signal receiver)
42 Target turning angle switching part (Target turning angle signal switching part)
43 Target turning angle switching part (Target turning angle signal switching part)

Claims (11)

A steering mechanism for turning the steered wheels in accordance with the steering operation of the driver;
An actuator for applying a steering force to the steering mechanism;
A control device for calculating a control signal for driving and controlling the actuator;
A target turning angle signal receiving unit that is provided in the control device and receives a target turning angle signal;
An actual turning angle signal receiving unit which is provided in the control device and receives an actual turning angle signal which is a signal of a turning angle of the steered wheel;
A smoothing processing unit that is provided in the control device and smoothes a difference signal between the target turning angle signal and the actual turning angle signal;
A control signal calculation unit that calculates the control signal based on a difference signal between the target turning angle signal smoothed by the smoothing processing unit and the actual turning angle signal;
A power steering apparatus. The power steering apparatus according to claim 1, wherein
The smoothing processing unit is a power steering device that is a filter processing unit that performs a filtering process on a difference signal between the target turning angle signal and the actual turning angle signal. The power steering apparatus according to claim 2,
The power steering device, wherein the filter processing unit is a low-pass filter. In the power steering device according to claim 3,
The power steering apparatus, wherein the filter processing unit is a primary or secondary low-pass filter. The power steering apparatus according to claim 1, wherein
The controller is
A steering intention signal receiving unit that receives a signal relating to a driver's steering intention contrary to the target turning angle signal;
While the steering intention signal receiving unit receives a signal related to the steering intention, the target turning angle signal output by the target turning angle signal receiving unit is output to the target turning angle signal output to the smoothing processing unit. A target turning angle signal switching unit for switching from to the actual turning angle signal;
A power steering apparatus. In the power steering device according to claim 5,
The control signal calculation unit has a proportional-integral control unit that performs proportional-integral control,
The proportional-integral control unit is a power steering device that sets an integral to 0 when the steering intention signal receiving unit receives a signal related to the steering intention. The power steering apparatus according to claim 6, wherein
The proportional-integral control unit is a power steering device that maintains the integral as 0 while the steering intention signal receiving unit receives a signal related to the steering intention. In the power steering device according to claim 5,
The target turning angle signal switching unit converts the actual turning angle signal to a target turning angle signal output to the smoothing processing unit when the steering intention signal receiving unit finishes receiving a signal related to the steering intention. The power steering apparatus which switches to the target turning angle signal received by the target turning angle signal receiver. The power steering apparatus according to claim 1, wherein
The controller is
A steering torque signal receiver for receiving a steering torque signal of the steering mechanism;
A mode switching control unit for switching between an assist control mode for calculating the control signal based on the signal of the steering torque, and an automatic steering mode for calculating the control signal based on the target turning angle signal and the actual turning angle signal; ,
Have
The control signal calculation unit has a proportional-integral control unit that performs proportional-integral control,
The proportional-plus-integral control unit is a power steering device that sets the integral to 0 when switching from the assist control mode to the automatic steering mode. The power steering apparatus according to claim 9, wherein
When the control device switches from the assist control mode to the automatic steering mode, a target turning angle signal output to the smoothing processing unit is obtained from a target turning angle signal received by the target turning angle signal receiving unit. A power steering apparatus having a target turning angle signal switching unit for switching to the actual turning angle signal. The power steering apparatus according to claim 1, wherein
The target turning angle signal receiving unit is a power steering device that receives the target turning angle signal calculated by a vehicle-side control device provided in a vehicle separately from the control device, from the vehicle-side control device.

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