JP4606913B2 - Vehicle steering control device - Google Patents

Description

  The present invention relates to a steering control device for a vehicle.

2. Description of the Related Art Conventionally, for example, an electric power steering device that includes a motor that drives a steering mechanism that steers a steering wheel of a vehicle and that gives a drive signal to assist the driver's steering, and a vehicle along a traveling path recognized by a camera or the like. A steering control device that cooperatively controls a steering assist device that provides a drive signal that generates a steering force that travels is known (see, for example, Patent Document 1).
In this steering control device, first, for example, in order to prevent an assist torque that is against the driver's steering intention from being output based on the magnitude and direction of the steering torque input from the driver, for example, the steering torque On the two-dimensional coordinates determined by the detected value and the target current value with respect to the energization current of the motor, a drive prohibition region for prohibiting motor operation is set. Furthermore, even if the assist torque is against the driver's steering intention, the assist torque required for driving the vehicle along the recognized travel path can be output within the drive prohibited region. However, a temporary permission area is set in which the motor operation is temporarily permitted only within a predetermined permission time.
JP 2003-72579 A

By the way, in the steering control device according to an example of the above-described prior art, the motor operation is stopped when the motor operation continuation time reaches the predetermined permission time in the temporary permission region. In the state where the output of the assist torque for running the vehicle is required, the target current value is temporarily changed to the pseudo target current value at a timing before the operation continuation time in the temporary permission region reaches the predetermined permission time. To change from the temporary permission area to the drive permission area that permits motor operation, reset the value of the motor operation duration in the temporary permission area, and then return to the temporary permission area again. It has become.
However, by simply changing the target current value to the pseudo target current value, the actual motor energization current is controlled to an inappropriate value. For example, hunting in which switching of increase / decrease in the energization current is frequently repeated is performed. This may cause the vehicle occupant to feel uncomfortable with respect to the running behavior.
The present invention has been made in view of the above circumstances, and an object thereof is to provide a vehicle steering control device capable of appropriately controlling an energization current of a motor that drives a steering mechanism.

  In order to solve the above-described problems and achieve the object, a vehicle steering control apparatus according to a first aspect of the present invention is a steering mechanism that can steer a steering wheel of a vehicle (for example, manual steering in an embodiment). The motor (for example, the motor 20 in the embodiment) that drives the force generation mechanism 16) and the steering input detection means (for example, the steering torque Td in the embodiment) that detects the steering input from the driver (for example, the steering torque Td in the embodiment). A torque sensor 22) in the embodiment and a target current (for example, a target value in the embodiment) that is a target value of a current to be supplied to the motor in accordance with at least the steering input detected by the steering input detection means. A first drive control means (for example, EPS control device 24 in the embodiment) for setting the current IT) and controlling the drive of the motor according to the target current, and a travel path recognition means for recognizing the travel path of the vehicle. (Example For example, the control signal is output to the first drive control unit so that the vehicle travels along the travel path recognized by the travel path recognition unit and the camera 25 and the image recognition processing unit 26 in the embodiment. The second drive control means (for example, the LKAS control device 23 in the embodiment) that corrects the target current as necessary, and the motor drive based on the steering input detected by the steering input detection means. Output instruction means for instructing permission and drive prohibition (for example, EPS control device 24 in the embodiment) and current detection means for detecting motor current that is a current to be supplied to the motor (for example, in the embodiment) The motor drive by the output instruction means while the control signal is output from the motor current sensor 35) and the second drive control means to the first drive control means When the stop is instructed, a pseudo target current (for example, the pseudo target current ITP in the embodiment) is set as the target current so that the motor drive permission is instructed by the output instruction means. Target current setting means (for example, step S08 in the embodiment), and the pseudo target current setting means has a polarity different from that of the motor current detected by the current detection means as the pseudo target current. A feature is that a current having a predetermined magnitude (for example, a predetermined current value AP in the embodiment) is set.

  According to the vehicle steering control device having the above-described configuration, the motor drive is performed in a state where a control signal instructing the vehicle to travel along the travel path is output from the second drive control unit to the first drive control unit. When the prohibition is instructed, in order to cancel the drive prohibition instruction, the pseudo target current in which the motor drive permission is instructed by the output instruction means, that is, the motor current detected by the current detection means. On the other hand, by setting a current having a predetermined magnitude of a different polarity as the target current, the motor current can be accurately reduced from the drive prohibited area to the drive permitted area. For example, the motor current is separated from the drive permitted area. For example, it is possible to prevent the motor from oscillating as the motor current repeatedly increases and decreases.

  Furthermore, in the vehicle steering control device according to the second aspect of the present invention, the pseudo target current setting means is configured to have a predetermined time (for example, an elapsed time after the output instruction means instructs to prohibit the driving of the motor). When the predetermined first output time Y) in the embodiment is reached, the pseudo target current is set as the target current.

  According to the vehicle steering control device having the above-described configuration, the motor drive is performed in a state where a control signal instructing the vehicle to travel along the travel path is output from the second drive control unit to the first drive control unit. When prohibition is instructed, permission to drive the motor is instructed when an elapsed time after the instruction to prohibit driving has reached a predetermined time shorter than a predetermined upper limit time for permitting driving of the motor. By setting such a pseudo target current as the target current, for example, when the elapsed time after the drive prohibition is instructed reaches a predetermined upper limit time permitting driving of the motor, the driving of the motor is stopped. The desired target torque set for the motor can be output continuously and with high accuracy.

As described above, according to the vehicle steering control apparatus of the first aspect of the present invention, the pseudo target current having a predetermined magnitude different in polarity with respect to the motor current detected by the current detecting means is used as the target current. As a result, the motor current can be accurately reduced from the drive prohibited area to the drive permitted area.For example, the motor current changes in a direction away from the drive permitted area, or the motor current increases or decreases. Repeated oscillation can be prevented.
Furthermore, according to the vehicle steering control apparatus of the present invention as set forth in claim 2, a control signal for instructing the vehicle to travel along the travel path is output from the second drive control means to the first drive control means. In this state, it is possible to prevent the drive of the motor from stopping due to the output of the energization current being zero, and outputting the desired target torque set for the motor continuously and with high accuracy. be able to.

Hereinafter, a vehicle steering control device according to an embodiment of the present invention will be described with reference to the accompanying drawings.
In the vehicle steering control apparatus 10 according to this embodiment, for example, as shown in FIG. 1, a steering shaft 12 provided integrally with a steering wheel 11 is steered via a connecting shaft 13 having universal joints 13a and 13b. A manual steering force generating mechanism 16 is configured by being connected to a pinion 15 a of a rack and pinion mechanism 15 provided in the gear box 14.
The pinion 15a meshes with the rack teeth 17a of the rack shaft 17, and the rotational motion input from the steering wheel 11 is converted into the reciprocating motion of the rack shaft 17 via the pinion 15a. , 18 to steer the two steered wheels 19, 19 connected to each other.

A motor 20 is disposed coaxially with the rack shaft 17, and the rotational force of the motor 20 is converted into thrust through a ball screw mechanism 21 provided substantially parallel to the rack shaft 17. That is, a drive side helical gear 20 a is integrally provided on the rotor (not shown) of the motor 20, and the drive side helical gear 20 a is integrally provided at the shaft end of the screw shaft 21 a of the ball screw mechanism 21. Is engaged.
A torque sensor 22 is provided in the steering gear box 14 for detecting the steering torque Td acting on the pinion 15a, that is, the steering torque Td input by the driver's manual operation. The detected steering torque Td detection signal is input to the LKAS control device 23 and the EPS control device 24.

A lane keeping assistance system (LKAS) control device 23 calculates an assist amount of torque required to drive the vehicle along a travel line on the road in the vehicle traveling direction as the LKAS control mode. Then, the steering assist torque Ts is output to the EPS control device 24 as a torque command for causing the motor 20 to output the assist amount under a predetermined condition.
For this reason, in addition to the detection signal of the steering torque Td output from the torque sensor 22, the LKAS control device 23 includes information on a travel lane line output from an image recognition processing unit 26 described later, and the vertical ( The detection signal output from the yaw rate sensor 27 that detects the yaw rate (rotational angular velocity) around the (gravity) axis and the direction and magnitude of the steering angle input by the driver, for example, a rotary encoder provided on the steering shaft 12. The detection signal output from the steering angle sensor 28 that detects the rotation of the vehicle and the detection signal output from the wheel speed sensor 29 that detects the rotational speed of the wheel are input.

Further, the LKAS controller 23 outputs a signal for notifying ON / OFF of a turn signal output from the turn signal SW30, a signal for notifying ON / OFF of a brake output from the brake SW31, and a wiper SW32. A signal for notifying ON / OFF of the wiper and a signal for notifying operation / stop of the LKAS control device 23 output from the main SW 33 are input.
That is, the LKAS control device 23 receives, for example, a signal that notifies the turn signal ON from the turn signal SW30, or a signal that notifies the brake ON signal from the brake SW31, or the wiper. When a signal notifying that the wiper is turned on is input from the SW 32, or when a signal notifying that the LKAS control device 23 is stopped is input from the main SW 33, or when the LKAS control device 23 extracts the travel line When the processing is difficult, the output of the steering assist torque Ts to the EPS control device 24 is set to be stopped.

  Furthermore, the LKAS control device 23 is connected to a speaker that outputs, for example, an alarm sound or a voice message, and an alarm device 34 that forms, for example, a display that displays an alarm or a lamp that lights up. It is set to output an alarm when it deviates from the area.

The EPS control device 24 outputs a motor driving current for causing the motor 20 to output an assist amount of the steering torque Td corresponding to the traveling state of the vehicle.
Therefore, the EPS control device 24 detects the current supplied to the motor 20 in addition to the detection signal of the output steering assist torque Ts output from the LKAS control device 23 and the steering torque Td output from the torque sensor 22. a detection signal (motor current) I _M output from the motor current sensor 35 to the detection signal (motor voltage) V _M output from the motor voltage sensor 36 that detects the energizing voltage of the motor 20 is input.

  In the EPS control mode, the EPS control device 24 calculates an assist amount for power steering that assists the steering torque Td, for example, according to the steering torque Td input from the driver detected by the torque sensor 22. The power steering torque Te is calculated as a torque command for causing the motor 20 to output the assist amount. As will be described later, for this EPS control mode, a predetermined control ratio De (for example, a predetermined value of 100% or less) corresponding to the steering torque Td is set, and this control ratio De is set to the power steering torque. A value obtained by calculating Te is set as a new power steering torque Te.

Further, as will be described later, the EPS control device 24 has a predetermined control ratio Ds (for example, a predetermined value of 100% or less) corresponding to the steering torque Td detected by the torque sensor 22, for example, with respect to the LKAS control mode. And a value obtained by calculating the control ratio Ds to the steering assist torque Ts input from the LKAS control device 23 is set as a new steering assist torque Ts.
Then, the EPS control device 24 adds the power steering torque Te according to the EPS control mode and the steering assist torque Ts according to the LKAS control mode, calculates the assist torque Ta, and sets a drive circuit (not shown) of the motor 20. The motor drive current for generating this assist torque Ta is output.

Hereinafter, processing in the vehicle steering control device 10 according to the present embodiment, particularly operations of the LKAS control device 23 and the EPS control device 24 will be described.
First, for example, a travel division line in a predetermined area in front of or behind the vehicle is imaged by a camera 25 provided integrally with a rearview mirror (not shown) or the like inside the front window of the vehicle. Then, the image recognition processing unit 26 recognizes the travel path dividing line (white line) based on the image data output from the camera 25.

  At this time, as shown in FIGS. 2 and 3, for example, the image recognition processing unit 26 calculates the curvature 1 / R of the travel path from the turning radius R of the center line Yc of the travel path at an appropriate position on the travel path. . Further, the image recognition processing unit 26 uses a relative coordinate system in which, for example, the current position of the vehicle is the origin, the traveling direction of the vehicle is the X axis, and the direction orthogonal to the X axis (that is, the vehicle width direction) is the Y axis. And the distance (lateral deviation) Yd from the current position of the vehicle on the Y axis to the center line Yc of the travel path, and the tangent a of the center line Yc at the intersection of the travel path center line Yc and the Y axis An angle (vehicle deflection angle) Ah formed with the X axis is calculated.

Then, the image recognition processing unit 26 outputs the calculated curvature 1 / R of the traveling road to the FF control unit 23a of the LKAS control device 23, and the lateral deviation amount Yd and the vehicle deflection angle Ah are set to the FB control unit 23b of the LKAS control device 23. Output to.
The FF control unit 23a of the LKAS control device 23 calculates the basic steering assist torque Tf based on predetermined characteristics from the curvature 1 / R of the travel path by feedforward control, and outputs the basic steering assist torque Tf to the addition unit 23c.

Further, the FB control unit 23b of the LKAS control device 23 calculates a corrected steering assist torque Tb based on the lateral deviation amount Yd and the vehicle deflection angle Ah by feedback control, and outputs it to the addition unit 23c.
The basic steering assist torque Tf is an assist torque for maintaining a balance with respect to the cornering force of the vehicle, and the corrected steering assist torque Tb is used for causing the vehicle to travel along the center line Yc of the travel path or This is an assist torque for ensuring stability.

  The adder 23c adds the basic steering assist torque Tf and the corrected steering assist torque Tb, calculates the steering assist torque Ts for causing the vehicle to travel along the travel lane marking, and the limit value of the EPS control device 24. Output to the setting unit 41.

The limit value setting unit 41 of the EPS control device 24 sets a limit value for the motor driving current or the steering assist torque Ts supplied to the motor 20 as will be described later.
The first control gain calculator 42 outputs a value obtained by calculating a predetermined first control gain Kf to the steering assist torque Ts to the LKAS control ratio calculator 43 as a new steering assist torque Ts.

The LKAS control ratio calculation unit 43 calculates a predetermined control ratio Ds for the LKAS control mode based on the steering torque Td detected by the torque sensor 22, and a value obtained by calculating the control ratio Ds to the steering assist torque Ts. Is output to the adding unit 45 as a new steering assist torque Ts.
For example, when the steering torque Td is equal to or lower than a predetermined first torque # T1, the control ratio Ds = 100%, and the steering torque Td is equal to or higher than the predetermined first torque # T1 and equal to or lower than the predetermined second torque # 2. In this case, the control ratio Ds changes in a decreasing trend, and when the steering torque Td is equal to or higher than the predetermined second torque # T2, the control ratio Ds = 0%.

Further, the EPS control ratio calculation unit 44 calculates a predetermined control ratio De for the EPS control mode based on the steering torque Td detected by the torque sensor 22, and uses the control ratio De as the steering torque Td and the motor current I _M. and a value obtained by a predetermined map 47 is computed on the power steering torque Te obtained by using the motor voltage V _M, and outputs it to the addition section 45 as a new power steering torque Te '.
For example, when the steering torque Td is equal to or lower than the predetermined first torque # T1, the control ratio Ds = 0%, and the steering torque Td is equal to or higher than the predetermined first torque # T1 and equal to or lower than the predetermined second torque # T2. In this case, the control ratio Ds changes in an increasing tendency. When the steering torque Td is equal to or greater than the predetermined second torque # T2, the control ratio Ds = 100%.

The adder 45 adds the power steering torque Te ′ to the steering assist torque Ts to calculate an assist torque Ta that is a target value of torque to be generated by the motor 20.
The second control gain calculator 46 calculates a predetermined second control gain Ke for the assist torque Ta, and calculates an energization current value (actual target current ITR described later) for causing the motor 20 to generate the assist torque Ta. The motor drive current based on this energization current value is output to the motor 20.
In the present embodiment, the LKAS control device 23 calculates the steering assist torque Ts and outputs it to the EPS control device 24. However, the LKAS control device 23 converts the steering assist torque Ts into a motor drive current, and the EPS. You may comprise so that it may output to the control apparatus 24. FIG.

  The vehicle steering control device 10 according to the present embodiment has the above-described configuration. Next, the operation of the vehicle steering control device 10, particularly the operation of the EPS control device 24, will be described with reference to the accompanying drawings.

In the EPS control device 24, a predetermined limit value for the target current IT or the steering assist torque Ts, which is the target value of the motor drive current, is provided according to the steering torque Td detected by the torque sensor 22.
For example, as shown in FIG. 4, in the two-dimensional coordinate system set by the steering torque Td and the target current IT of the motor drive current, the permission area A for permitting the output of the motor drive current and the output of the motor drive current are permitted. A temporary permission area B in which the longest time is a predetermined permission time ZZ and a prohibition area C in which output of motor drive current is prohibited are set. Here, for a predetermined torque value T1, T2 (for example, T1 ≦ T2) and a predetermined target current value A1, A2, A3 (for example, A1 ≦ A2 ≦ A3), the temporary permission region B is (−T1 ≦ Td ≦ T2) and (−A3 ≦ IT ≦ −A2), and (−T2 ≦ Td ≦ T1) and (A2 ≦ IT ≦ A3).

The prohibited area C includes (−T1 ≦ Td ≦ T2) and (IT ≦ −A3), (T2 ≦ Td) and (IT ≦ −A1), and (−T2 ≦ Td ≦ T1) and ( A3 ≦ IT), (Td ≦ −T2), and (A1 ≦ IT).
In FIG. 4, for example, the positive direction of the steering torque Td and the positive direction of the target current IT are directions for generating rightward torque, and the negative direction of the steering torque Td and the negative direction of the target current IT are torques in the leftward direction. Direction. Further, the target current value A2 has hysteresis (high side target current value A2H and low side target current value A2L).

  Here, in the temporary permission area B, when the output of the motor drive current is continued, for example, as shown in FIGS. 5 and 6, for example, the EPS control device 24 first sets the target current IT to a predetermined target current value A2. A predetermined first output time Y (however, the first output time Y <the permitted time ZZ is set) is set to a duration that is equal to or greater than (for example, the high-side target current value A2H) (step S01).

Then, the energization current value (that is, the actual target current ITR) calculated by the second control gain calculation unit 46 is set as the target current IT (step S02).
Then, the motor current I _M changes to increasing tendency in accordance with the target current IT, determines whether the host vehicle has reached a predetermined target current value A2 (e.g., high-side target current value A2H) above (step S03).
If the determination result is “NO”, the process of step S03 is repeated.
On the other hand, if this determination is “YES”, the flow proceeds to step S 04.

The determination whether or not the motor current I _M is a predetermined target current value A2 (e.g., high-side target current value A2H) elapsed time from the time t1 has been reached has reached above a predetermined first output time Y (Step S04).
If the determination result is “NO”, the process of step S04 is repeated.
On the other hand, if this determination is “YES”, the flow proceeds to step S 05.
Then, for example, at time t2 when a predetermined first output time Y has elapsed from time t1, a control signal indicating completion of output is output from the EPS control device 24 to the LKAS control device 23 (step S05).
Then, LKAS control apparatus 23 which receives a control signal indicating the output completion from the EPS control apparatus 24, opposite polarity of the predetermined current value to the motor current I _M which is outputted from the motor current sensor 35 at this point (e.g., FIG. As shown in FIG. 5, the pseudo target current ITP in which the predetermined current value AP <0 is set for the motor current I _M > 0, while the predetermined current value AP> 0 is set for the motor current I _M <0. The target current IT is set, and output of the target current IT is started (step S06).

Then, it is determined whether or not the motor current I _M changes to a decreasing trend, reaching a predetermined target current value A2 (e.g., low-side target current value A2L) below in accordance with the target current IT (step S07) .
If the determination result is “NO”, the process of step S07 is repeated.
On the other hand, if the determination is “YES”, the flow proceeds to step S08.
Then, the motor current changes to a decreasing trend I _M is a predetermined target current value A2 (e.g., low-side target current value A2L) at time t3 has been reached, to set the zero pseudo target current ITP clogging target current IT (step S08).

The determination whether or not the motor current I _M is a predetermined target current value A2 (e.g., low-side target current value A2L) the elapsed time from the time t3 has been reached, reaches above a predetermined second output time X (Step S09).
If the determination result is “NO”, the process of step S09 is repeated.
On the other hand, if the determination is “YES”, the flow proceeds to step S10.
Then, for example, at a time t4 when a predetermined second output time X has elapsed from the time t3, an energization current value (that is, an actual target current ITR) calculated by the second control gain calculation unit 46 is set as the target current IT (step) S10).
Then, it is determined whether or not there is a control input for instructing the end of the execution of the motor drive control in the temporary permission area B (step S11). If the determination result is “YES”, the series of processes is ended. On the other hand, if this determination is “NO”, the flow returns to step S 03 described above.

As described above, according to the vehicle steering control device 10 according to the present embodiment, the control signal for instructing the vehicle to travel along the travel line on the road in the vehicle traveling direction is sent from the LKAS control device 23 to the EPS. When the motor 20 is instructed to be prohibited while being output to the control device 24, that is, in the temporary permission area B of the two-dimensional coordinate system set by the steering torque Td and the target current IT of the motor driving current. when migrating temporarily allowed area a in order to continue the output of the drive current is a predetermined current value of the opposite polarity to the motor current I _M which is outputted from the motor current sensor 35 is set at this point by setting the pseudo target current ITP as the target current iT, and to accurately reduce the motor current I _M from the temporary permission area B to the allowed area a Come, it is possible to prevent for example or accidentally changed in a direction in which the motor current I _M is separated from the allowed area A, for example, that the motor current I _M will oscillate as repeatedly increases and decreases.
In addition, when the output of the motor drive current is continued in the temporary permission region B, the pseudo target current ITP is temporarily set as the target current IT before the output continuation time reaches the permission time ZZ. Later, the target current value IT is restored to the value in the temporary permission area B again. Thereby, in the temporary permission area | region B, compared with the case where the target current value IT is set to zero by reaching the permission time ZZ when the duration in which the target current value IT is equal to or greater than the predetermined target current value A2 is reached. The motor 20 can be prevented from stopping by continuing the output of the motor driving current, and a desired torque can be generated continuously and with high accuracy.

In the embodiment described above, in the two-dimensional coordinate system set by the steering torque Td and the target current IT of the motor drive current, the permission area A, temporary permission area B, and prohibition area C are set. not limited thereto, for example, the steering torque Td and the motor current I _M each region in the two-dimensional coordinate system set by the a, B, set C, the driving of the motor 20 in accordance with the steering torque Td and the motor current I _M Permit and prohibit driving may be determined.

In the embodiment described above, for example, step S08~ as shown at step S10, the motor current I _M is a predetermined target current value A2 (e.g., low-side target current value A2L) from the time t3 has reached the predetermined The pseudo target current ITP, that is, the target current IT is set to zero over the period up to the time t4 when the second output time X elapses, and the actual target current ITR is set to the target current IT at the time t4. Sarezu, for example, a motor current I _M is a predetermined target current value A2 (e.g., low-side target current value A2L) to the time t3 has been reached may be set to the actual target current ITR to the target current iT, for example, the motor current I _M is a predetermined target current value A2 (e.g., low-side target current value A2L) peptidase at time t3 has reached the pseudo target current ITP clogging target current iT Set After this, the target current IT for a predetermined time may be set to change gradually from zero to the actual target current ITR.

1 is a configuration diagram of a vehicle steering control device according to an embodiment of the present invention. FIG. It is a functional block diagram which shows the flow of the process of the steering assist control by the steering control apparatus of the vehicle shown in FIG. It is a figure which shows the deviation (lateral deviation | shift amount) Yd and vehicle deflection angle Ah of the vehicle position with respect to the centerline Yc of the driving path of curvature 1 / R. It is a graph which shows the change of the target current IT of the motor drive current according to the steering torque Td. FIG. 5 is a graph showing a change over time of a target current IT of a motor drive current in the temporary permission area B shown in FIG. FIG. 5 is a flowchart showing an operation of the vehicle steering control device, in particular, a process in a case where the output of the motor drive current is continued in the temporary permission region B shown in FIG. 4.

Explanation of symbols

10 Vehicle Steering Control Device 16 Manual Steering Force Generation Mechanism (Steering Mechanism)
20 Motor 22 Torque sensor (steering input detection means)
23 LKAS control device (second drive control means)
24 EPS control device (first drive control means, output instruction means)
25 Camera (travel path recognition means)
26 Image recognition processing unit (traveling path recognition means)
35 Motor current sensor (current detection means)
Step S08: pseudo target current setting means

Claims (2)

A motor for driving a steering mechanism capable of steering the steering wheel of the vehicle;
Steering input detection means for detecting steering input from the driver;
A first drive control that sets a target current that is a target value of a current to be supplied to the motor in accordance with at least the steering input detected by the steering input detection means, and controls the drive of the motor in accordance with the target current. Means,
Traveling path recognition means for recognizing the traveling path of the vehicle;
Second drive control means for outputting a control signal to the first drive control means so that the vehicle travels along the travel path recognized by the travel path recognition means, and correcting the target current as necessary. ,
Output instruction means for instructing drive permission and drive prohibition of the motor based on the steering input detected by the steering input detection means;
Current detecting means for detecting a motor current which is a current passed through the motor;
In the state where the control signal is output from the second drive control means to the first drive control means, when the motor drive prohibition is instructed by the output instruction means, the output as the target current A pseudo target current setting means for setting a pseudo target current in which permission to drive the motor is instructed by the instruction means;
The vehicle steering control device, wherein the pseudo target current setting means sets a current having a predetermined magnitude different from the motor current detected by the current detection means as the pseudo target current. . The pseudo target current setting unit is configured to set the pseudo target current as the target current when an elapsed time from when the drive prohibition of the motor is instructed by the output instruction unit reaches a predetermined time. The vehicle steering control device according to claim 1.

Images