JP6036570B2 - Electric steering control device - Google Patents

Description

  The present invention relates to an electric steering control device that controls steering characteristics by outputting an assist steering force by a motor.

  As the above-mentioned electric steering control device, in order to cause the motor to generate an appropriate assist steering force according to the driver's handle operation, the motor assists based on various input signals such as a steering torque applied to the handle shaft by the driver's handle operation. A device that calculates a steering force and drives a motor based on the calculation result is known.

  Some of such electric steering control devices adjust the steering feeling by adjusting the steering reaction force according to the speed of the motor, the steering torque, and the like (see, for example, Patent Document 1).

JP 2013-052793 A

  However, although the above-mentioned electric steering control device can improve the steering feeling, it does not impair the steering feeling, and does not impair the steering feeling. There was a problem that it could not be suppressed.

  Accordingly, in view of such problems, in the electric steering control device that controls the steering characteristics by outputting the assist steering force by the motor, it is possible to suppress the vibration on the spring without impairing the steering feeling. It is an object of the present invention.

  In the electric steering control device of the present invention configured to achieve the above object, the assist amount generation means includes a vehicle compartment that is more than the suspension of the host vehicle among the frequency components of at least one of the steering torque and the steering speed. The assist amount is generated based on a frequency component equal to or higher than the sprung resonance frequency indicating the vibration resonance frequency in the side portion. The motor driving means drives the motor based on the assist amount.

  That is, since the frequency band near the sprung resonance frequency has a large influence on the driver's steering feeling (steering feeling), in the present invention, by generating an assist amount using a frequency component higher than this frequency band, Control is performed while reducing adverse effects on the driver's steering feeling.

  According to such an electric steering control device, the assist amount is generated based on a frequency component equal to or higher than the sprung resonance frequency, so that the transfer characteristic (vibration characteristic) in a band higher than the sprung resonance frequency can be changed. Therefore, the vibration on the spring related to the ride comfort can be suppressed.

  The “vibration on the spring” indicates, for example, roll vibration of the vehicle body (vibration in the width direction of the vehicle body), pitching vibration (vibration in the vertical direction of the vehicle body), or the like. Moreover, in order to achieve the said objective, it is good also as an electric steering control program for implement | achieving a computer as each means which comprises an electric steering control apparatus. The present invention can be realized in various forms such as a program for causing a computer to function as each means constituting the steering control device, a steering control method, and the like in addition to the above-described steering control device.

  Further, the descriptions in the claims can be arbitrarily combined as much as possible. At this time, a part of the configuration may be excluded within a range in which the object of the invention can be achieved.

It is a block diagram showing schematic structure of the electric power steering system of embodiment. It is a block diagram showing schematic structure of the control mechanism of ECU. It is a block diagram showing schematic structure of a load estimator. It is a graph which shows the frequency analysis result of the vehicle roll rate during driving | running | working at 60 km / h. It is a block diagram showing schematic structure of a torque correction part. It is a graph which shows an example of the characteristic of a band pass filter. It is explanatory drawing which shows the vibration model on a spring. It is a graph which shows the transmission characteristic from steering input (steering torque) to a roll rate. It is a graph which shows the transmission characteristic from a road surface reaction force to a roll rate. It is a block diagram which shows schematic structure of the base assist part of a modification.

Embodiments according to the present invention will be described below with reference to the drawings.
[Configuration of this embodiment]
As shown in FIG. 1, the electric power steering system 1 of the present embodiment assists the operation of the handle 2 by a driver with a motor 6. The handle 2 is fixed to one end of a steering shaft 3, 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. In the following description, the entire shaft body from the steering shaft 3 through the torque sensor 4 to the intermediate shaft 5 is also collectively referred to as a handle shaft.

  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 a 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 and its rotation is transmitted to the intermediate shaft 5 via the speed reduction mechanism 6a. That is, the speed reduction mechanism 6a is constituted by a worm gear provided at the tip of the rotating shaft of the motor 6 and a worm wheel provided coaxially with the intermediate shaft 5 in mesh with the worm gear. 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 the reaction force from the road surface (road surface reaction force), the rotation is transmitted to the motor 6 via the speed reduction mechanism 6a, and the motor 6 is also rotated. It will be.

  The motor 6 is a brushless motor in the present embodiment, and includes a rotation sensor such as a resolver, and is configured to output the rotation state of the motor 6. The motor 6 of the present embodiment is configured to be capable of outputting at least a motor speed ω (information indicating a rotational angular speed, which will be treated in the dimension of the rotational speed of the handle shaft) as a rotational state 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, and the rack teeth 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. Accordingly, the tie rod 8 pulls or pushes the knuckle arm 9 ahead, thereby changing the direction of each tire 10 that is a steered wheel. 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 (steers) 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 ECU 15 is operated by electric power from a vehicle battery (not shown), and assists based on the steering torque Ts detected by the torque sensor 4, the motor speed ω of the motor 6, and the vehicle speed V detected by the vehicle speed sensor 11. Torque command Ta is calculated. Then, by applying a driving voltage Vd corresponding to the calculation result to the motor 6, the assist amount of the force that the driver turns the steering wheel 2 (and the force that steers both the tires 10) is controlled.

  In this embodiment, since the motor 6 is a brushless motor, the drive voltage Vd output (applied) from the ECU 15 to the motor 6 is specifically the three-phase (U, V, W) drive voltages Vdu, Vdv, Vdw. is there. The rotational torque of the motor 6 is controlled by applying the drive voltages Vdu, Vdv, Vdw of each phase from the ECU 15 to the motor 6 (energizing the drive current of each phase). A method for driving a brushless motor with a three-phase drive voltage (for example, PWM drive) and a drive circuit (for example, a three-phase inverter) for generating the three-phase drive voltage are well known. Omitted.

  The ECU 15 controls the motor 6 by directly controlling the drive voltage Vd applied to the motor 6, but the steering system mechanism 100 driven by the motor 6 as a result by controlling the motor 6. Therefore, the control target of the ECU 15 can be said to be the steering system mechanism 100. The steering system mechanism 100 indicates the entire mechanism excluding the ECU 15 in the system configuration diagram shown in FIG. 1, that is, the entire mechanism that transmits the steering force of the handle 2 from the handle 2 to each tire 10.

  Next, a schematic configuration (control mechanism) of the ECU 15 is shown in a block diagram of FIG. Note that, in the control mechanism of the ECU 15 shown in FIG. 2, each part except the current feedback (FB) unit 42 and part of the functions of the current FB unit 42 are actually determined by a CPU (not shown) included in the ECU 15. This is realized by executing a control program.

  That is, FIG. 2 shows various functions realized by the CPU divided into functional blocks. However, it is merely an example that the control mechanisms shown in these figures are realized by software, and the whole or a part of the control mechanism shown in FIG. 2 or the like is realized by hardware such as a logic circuit. Needless to say, it may be.

ECU15, as shown in FIG. 2, the base assist unit 20 that generates a base assist command Tb ^*, a correction unit 30 for generating a correction torque command Tr, adding the base assist command Tb ^* and the correction torque command Tr And an adder 41 for generating an assist torque command Ta, and a current feedback (FB) unit 42 for energizing and driving the motor 6 by applying a drive voltage Vd to the motor 6 based on the assist torque command Ta. .

The base assist unit 20 realizes the characteristic of the steering reaction force (steering torque) according to the road surface reaction force (road surface load), that is, the reaction (reaction force) corresponding to the road surface load is transmitted quasi-steadily to the driver. Is a block for realizing that the driver can easily understand the state of the vehicle and the state of the road surface. The load estimator 21, the target generator 22, the deviation calculator 23, the controller Part 24. That is, the base assist unit 20 is based on the steering torque Ts, and assists the operation of the steering wheel 2 so that the steering torque Ts changes according to the road surface load applied to each wheel 10 from the road surface. Tb ^* is generated.

The load estimator 21 estimates a road surface load based on the base assist command Tb ^* and the steering torque Ts. Based on the road surface load (estimated load Tx) estimated by the load estimator 21 and the traveling speed of the host vehicle (vehicle speed V), the target generator 22 calculates a target steering torque Ts ^* that is a target value of the steering torque ^. Generate.

The target generation unit 22 makes it possible for the driver to feel that the steering operation is heavy or light according to the road surface reaction force, or the driver's steering reaction force (or steering torque) with respect to an increase in the road surface reaction force. A target steering torque Ts ^* is generated for realizing the degree of increase (gradient).

The target generation unit 22 of the present embodiment actually maps the target steering torque Ts ^* corresponding to the estimated load Tx and the vehicle speed V, and generates the target steering torque Ts ^* based on the map.

The deviation calculator 23 calculates a torque deviation which is a difference between the steering torque Ts and the target steering torque Ts ^* . The controller unit 24 is configured as a known PID controller including a differentiator, an integrator, and the like.

Based on the torque deviation (difference between the steering torque Ts and the target steering torque Ts *), the controller unit 24 makes the torque deviation zero, that is, assist steering force (also referred to as assist torque or assist amount) according to the road load. To generate a base assist command Tb ^* indicating the assist steering force.

Since the base assist command Tb ^* generated in this way is a torque command for generating an assist steering force according to the road load, even if the base assist command Tb ^* is input to the current FB unit 42, It is possible to realize a characteristic of the steering reaction force according to at least the road surface load.

  On the other hand, the correction unit 30 transmits vehicle motion characteristics and steering mechanism transmission to the driver's steering operation so as to follow the driver's intention (specifically, the vehicle is properly converged or a smooth vehicle turn is generated). And a torque correction unit 31 is provided. The torque correction unit 31 generates a correction torque command Tr for suppressing (converging) the above-described unstable behavior based on the vehicle speed V and the motor speed ω.

The base assist command Tb ^* generated by the base assist unit 20 and the correction torque command Tr generated by the correction unit 30 are added by the adder 41, thereby generating the assist torque command Ta.

  Then, based on the assist torque command Ta, the electric current FB unit 42 applies a torque (assist steering force) corresponding to the assist torque command Ta to the handle shaft (particularly on the tire 10 side with respect to the torque sensor 4). A drive voltage Vd is applied to 6. Specifically, a target current (target current for each phase) to be energized to each phase of the motor 6 is set based on the assist torque command Ta. Then, by detecting and feeding back the energization current value Im of each phase and controlling the drive voltage Vd (controlling the energization current) so that the detected value (the energization current Im of each phase) matches the target current. A desired assist steering force is generated with respect to the handle shaft.

As shown in FIG. 3, the load estimator 21 includes an adder 21a that adds a base assist command Tb ^* and a steering torque Ts, and a low-pass filter (LPF) that extracts a component in a band below a predetermined frequency from the addition result. ) 21b, and the frequency component extracted by the LPF 21b is output as the estimated load Tx.

  Usually, the driver is driving mainly relying on steering reaction force information of 10 Hz or less. Therefore, in this embodiment, by setting the cutoff frequency of the LPF 21b to 10 Hz, a frequency component of approximately 10 Hz or less is allowed to pass (extract) and a frequency component higher than 10 Hz is blocked.

  Here, it was confirmed that a roll rate (roll vibration (vibration in the width direction of the vehicle body)) as shown in FIG. 4 occurs in a certain vehicle. It can be estimated that such a roll rate tendency occurs in other vehicles as well.

  According to FIG. 4, the frequency component of the roll rate has a peak at 1 to 2 Hz, which is the resonance frequency on the spring, but various other vibrations are generated in a higher frequency band than that. I understand. These vibrations are perceived by somatic sensations throughout the body, and are known to be felt as unpleasant vibrations that worsen the ride comfort for the driver.

  Therefore, in the correction unit 30 of the present embodiment, the correction torque is set so as to suppress the gain in the transfer characteristic of the sprung vibration (here, the roll rate) from the steering input (steering torque) in a band higher than the resonance frequency on the spring. It can be said that the output configuration is desirable.

  Specifically, the torque correction unit 31 in the correction unit 30 is configured as follows. The torque correction unit 31 is means for realizing appropriate steering stability (appropriate vehicle motion characteristics) for the entire vehicle. As shown in FIG. 5, the vehicle speed gain calculation unit 33, the bandpass filter 34, and the integration are performed. And a container 35.

  The vehicle speed gain calculation unit 33 outputs a gain Kv corresponding to the vehicle speed V using, for example, a map in which the vehicle speed V and the gain Kv are associated as shown in FIG. In this example, at 0 km / h (when stopped), the gain is set to 0 and invalidated, and the gain is gradually increased to a negative (absolute value) in the low speed range from 0 to 20 km / h, and thereafter (20 km / h or more). Is set to a constant gain. This is good because when a similar steering operation is performed, the larger the vehicle speed, the larger the roll motion on the spring, so the higher the speed, the more negative the gain required. It is.

  Next, the band pass filter 34 is configured as a secondary band pass filter as shown below, for example.

  The band pass filter 34 has characteristics as shown in FIG. That is, the frequency (center frequency) at which the largest gain (magnitude) can be obtained in the band-pass filter 34 is preferably set to be greater than the sprung resonance frequency and less than about 10 Hz.

  In general, the sprung resonance frequency is 1 to 2 Hz, but it is slightly different for each vehicle. In order to adjust only the band higher than the sprung resonance frequency, the band of the filter should be narrow. Therefore, the attenuation ratio is preferably a value smaller than 1. In the example shown in FIG. 6, a filter having a center frequency of 3.5 Hz and an attenuation ratio of 0.8 is used.

  The above center frequency, damping ratio, and vehicle speed gain are determined based on the physical model of the vehicle that has been identified in advance for each vehicle or based on measurement data. It is good to define.

Next, the integrator 35 generates and outputs a correction torque command Tr by multiplying the output value of the bandpass filter 34 by the vehicle speed gain Kv.
[Simulation using model]
The vibration on the spring in the vehicle can be modeled as shown in FIG. 7, for example. In such a model, the following equation of motion can be obtained.

  Descriptions of the above-mentioned formulas [1] to [3] are the same as the formulas described in paragraphs [0051] to [0053] of Japanese Patent No. 4807422, and thus the description thereof is omitted. Equation [4] is an equation of motion that expresses how the torque generated in the rack portion affects the body roll motion, which is the motion on the spring. In this equation, b represents the body spring and θb represents the body roll angle.

  Control design is performed on this model after identifying each parameter using actual vehicle measurement data. Specifically, a controller is designed so that the transmission characteristics from the handle torque Th to the roll rate θb ′ and the road surface reaction force TL to the roll rate θb ′ have desired characteristics. Considering the superiority in mounting such as calculation cost and ease of adjustment, the second-order bandpass filter 34 as described above is suitable as a controller. Therefore, the second-order bandpass filter 34 is also used in this model. Apply.

  8 and 9 are examples of control results. From FIG. 8 and FIG. 9, the gain in the band higher than the resonance frequency of the roll rate (the angular velocity of roll vibration) is reduced by the control with respect to both the steering input (hand torque) and the road surface input (road surface reaction force). I understand that.

  The sprung resonance frequency is about 1.2 Hz, but the gain at the resonance frequency is almost unchanged. Thus, if the gain is lowered only in a band higher than the sprung resonance frequency, the change in the steering reaction force is minute and does not give the driver a sense of incongruity.

  Further, the roll vibration as resonance does not change so much, but the movement at high frequency which is felt as an unpleasant vibration for the driver is suppressed. 8 and 9 show the results using the steering speed as an input, but similar results and effects can be obtained even when the steering torque is used as an input.

[Effects of this embodiment]
In the electric power steering system 1 described in detail above, the base assist unit 20 and the correction unit 30 are located on the vehicle compartment side of the suspension of the own vehicle among the frequency components of at least one of the steering torque and the steering speed. The assist torque command Ta is generated based on a frequency component equal to or higher than the sprung resonance frequency indicating the vibration resonance frequency at the part. The current FB unit 42 drives the motor based on the assist torque command Ta.

  Since the frequency band near the sprung resonance frequency has a large influence on the driver's steering feeling (steering feeling), in this embodiment, the assist torque command Ta is generated using a frequency component higher than this frequency band. The control is performed while reducing the influence on the steering feeling of the driver.

  According to the electric power steering system 1 as described above, the assist torque command Ta is generated based on a frequency component equal to or higher than the sprung resonance frequency, so that the transfer characteristic (vibration characteristic) in a band higher than the sprung resonance frequency is changed. Can do. Therefore, it is possible to optimize (suppress) the vibration on the spring related to riding comfort.

  In the electric power steering system 1, the base assist unit 20 and the correction unit 30 generate the assist torque command Ta so that the assist steering force in the band higher than the sprung resonance frequency is reduced. At this time, the assist steering force in the band higher than the sprung resonance frequency includes the assist steering force at the sprung resonance frequency and the assist steering force at the same frequency when the assist torque command Ta is generated based on all frequency components. Is also set to a small value.

  According to the electric power steering system 1 as described above, the gain in a band higher than the sprung resonance frequency can be reduced in the transmission characteristics from the handle torque Th to the roll rate θb ′ and from the road surface reaction force TL to the roll rate θb ′. The sprung vibration in a band higher than the sprung resonance frequency can be suppressed.

Furthermore, in the electric power steering system 1, the base assist unit 20 generates a base assist command Tb ^* for assisting the steering operation based on the steering torque, and the correction unit 30 performs correction for correcting the base assist command Tb ^*. A torque command Tr is generated based on a frequency component equal to or higher than the sprung resonance frequency. Then, the adder 41 generates the assist torque command Ta by correcting the base assist command Tb ^* with the correction torque command Tr.

According to the electric power steering system 1 as described above, the base assist command Tb ^* separately obtained is corrected using the correction torque command Tr obtained by the correction unit 30, so that the base assist command Tb provided in the conventional configuration is corrected. This configuration can be realized simply by adding the configuration of the present invention to the configuration requiring ^* . That is, changes from the conventional configuration can be reduced.

  In addition, the electric power steering system 1 includes a bandpass filter 34 in which the peak of the frequency component that can be passed is set in a frequency band higher than the sprung resonance frequency, and the base assist unit 20 and the correction unit 30 are sprung. As a frequency component equal to or higher than the resonance frequency, a value after at least one of the steering torque and the steering speed is passed through the bandpass filter 34 is used.

According to such an electric power steering system 1, it is possible to easily generate a frequency component equal to or higher than the sprung resonance frequency.
Furthermore, in the electric power steering system 1, the base assist unit 20 and the correction unit 30 generate an assist torque command Ta in consideration of the traveling speed of the host vehicle.

According to such an electric power steering system 1, it is possible to generate the assist torque command Ta taking into account that the steering feeling changes according to the traveling speed of the host vehicle.
[Other Embodiments]
The present invention is not construed as being limited by the above embodiment. Moreover, the aspect which abbreviate | omitted a part of structure of said embodiment as long as the subject could be solved is also embodiment of this invention. An aspect configured by appropriately combining the above-described plurality of embodiments is also an embodiment of the present invention. Moreover, all the aspects which can be considered in the limit which does not deviate from the essence of the invention specified only by the wording described in the claims are embodiments of the present invention. Further, the reference numerals used in the description of the above embodiments are also used in the claims as appropriate, but they are used for the purpose of facilitating the understanding of the invention according to each claim, and the invention according to each claim. It is not intended to limit the technical scope of

For example, in the above embodiment, the base assist command Tb ^* is fed back. However, as shown in FIG. 10, the present invention can also be applied to a system that is open loop with respect to torque. For example, in the example illustrated in FIG. 10, the base assist unit 20 includes a phase compensator 81 and an assist generation unit 82.

The phase compensator 81 has a well-known function for stabilizing the steering system. The phase compensator 81 receives the steering torque Ts and outputs the steering torque Ts. The assist generator 82 receives the stabilized steering torque Ts, generates an assist torque according to an assist map indicating the relationship between the steering torque Ts and the assist torque, and outputs the assist torque as a base assist command Tb ^* .

Even if it does in this way, the effect similar to the said embodiment can be enjoyed by providing the same correction | amendment part 30. FIG.
The correction unit 30 in the electric power steering system 1 described above, separately obtains the base assist command Tb ^*, it has been configured to correct the base assist command Tb ^*, as indicated by the broken line arrow in FIG. 2, the target product The assist torque command Ta (base) in which the correction torque command Tr is added to the base 22 from the base assist command Tb ^* and the correction torque command Tr for assisting the steering wheel operation determined based on the steering torque. An assist command Tb ^* ) may be generated.

According to the electric power steering system 1 as described above, the target generation unit 22 can generate the assist torque command Ta in consideration of the correction torque command Tr and the base assist command Tb ^* . In the case of this configuration, the base assist command Tb ^* is input to the current FB unit 42 as it is.

In the above embodiment, the assist amount (base assist command Tb ^* ) is generated according to the steering torque Tr. However, the assist amount may be generated only by the steering wheel steering speed (motor speed ω) or in combination therewith. Good.

[Correspondence between Configuration of Embodiment and Means of Present Invention]
The electric power steering system 1 in the above embodiment corresponds to the electric steering control device in the present invention, and the base assist unit 20 and the correction unit 30 in the above embodiment correspond to the assist amount generating means in the present invention. Further, the base assist unit 20 in the above embodiment corresponds to the basic assist amount generating means in the present invention, and the correction unit 30 in the above embodiment corresponds to the assist compensation amount generating means in the present invention.

  Further, the adder 41 in the above embodiment corresponds to the assist amount correcting means in the present invention, and the current FB section 42 in the above embodiment corresponds to the motor driving means in the present invention.

  DESCRIPTION OF SYMBOLS 1 ... Electric power steering system, 2 ... Steering wheel, 6 ... Motor, 10 ... Tire, 11 ... Vehicle speed sensor, 15 ... ECU, 20 ... Base assist part, 21 ... Load estimator, 21a ... Adder, 22 ... Target production | generation part , 23 ... Deviation calculator, 24 ... Controller, 30 ... Correction, 31 ... Torque correction, 33 ... Vehicle speed gain calculator, 34 ... Bandpass filter, 35 ... Accumulator, 35 ... Accumulator, 41 ... Adder , 42 ... current FB section, 81 ... phase compensator, 82 ... assist generating section.

Claims (5)

An electric steering control device (1) for controlling steering characteristics in the host vehicle by outputting an assist steering force by a motor,
The assist amount is determined based on a frequency component equal to or higher than the sprung resonance frequency indicating the vibration resonance frequency in the sprung portion on the vehicle compartment side of the suspension of the own vehicle, out of the frequency component of at least one of the steering torque and the steering speed of the steering wheel. Assist amount generating means (20, 30) to be generated;
Motor driving means (42) for driving the motor based on the assist amount;
A bandpass filter (34) in which a peak of a frequency component that can be passed is set to a frequency band higher than the sprung resonance frequency, and a damping ratio is set to a value smaller than 1,
With
The assist amount generation means uses a value after at least one of the steering torque and the steering speed of the steering wheel passes through the bandpass filter as a frequency component equal to or higher than the sprung resonance frequency.
Electric steering control device according to claim. The electric steering control device according to claim 1,
The electric steering control device, wherein the assist amount generation means generates the assist amount so as to suppress sprung vibration in a band higher than the sprung resonance frequency. In the electric steering control device according to claim 1 or 2,
The assist amount generating means includes
Basic assist amount generating means (20) for generating a basic assist amount for assisting the steering operation based on at least one of steering torque and steering speed;
An assist compensation amount generating means (30) for generating an assist compensation amount for correcting the basic assist amount based on a frequency component equal to or higher than the sprung resonance frequency;
Assist amount correction means (41) for generating the assist amount by correcting the basic assist amount with the assist compensation amount;
An electric steering control device comprising: In the electric steering control device according to claim 1 or 2,
The assist amount generation means considers a frequency component equal to or higher than the sprung resonance frequency when determining a basic assist amount for assisting the steering operation, which is obtained based on at least one of steering torque and steering speed. Then, the assist amount is generated by the electric steering control device. In the electric steering control device according to any one of claims 1 to 4 ,
The electric steering control device, wherein the assist amount generation means generates the assist amount in consideration of a traveling speed of the host vehicle.