JP6107148B2 - Vehicle steering control device and vehicle steering control method - Google Patents

Description

  The present invention relates to a vehicle steering control device and a vehicle steering control method using a steer-by-wire system in which an operation unit operated by a driver and a steering unit that steers steered wheels are mechanically separated.

  Conventionally, in a state where the torque transmission path between the steered wheel (steering wheel) and the steered wheel is mechanically separated, the steered motor is driven and controlled, and the steered wheel is rotated at an angle (target roll) according to the operation of the steered wheel. There is a steering control device that steers to a steering angle. Such a steering control device is a device that forms a system (SBW system) generally referred to as steer-by-wire (SBW).

Japanese Patent Laid-Open No. 10-217988

However, in the steering control device as described in Patent Document 1, when the driver is applying a small torque to the steering wheel, for example, when a finger is put on the steering wheel, the steering wheel May vibrate. This phenomenon occurs when the torque applied by the driver and the torque of the reaction force term having a large change rate with respect to the change in the steering angle are balanced.
Therefore, an object of the present invention is to provide a vehicle steering control device and a vehicle steering control method capable of appropriately suppressing vibration of a steering wheel when a driver applies torque.

In order to solve the above-described problem, according to one aspect of the present invention, when a steady vibration of the steering wheel is detected based on the steering angle of the steering wheel when the driver is putting a hand on the steering wheel, The steering reaction force applied to the steering wheel is reduced when the steering reaction force applied to the steering wheel is reduced and no steady vibration of the steering wheel is detected when the driver is holding the steering wheel. Skip the process to reduce the .

  According to the present invention, the steering reaction force applied to the steering wheel is reduced when a steady vibration of the steering wheel is detected when the driver puts his hand on the steering wheel, so that the steady vibration is induced. Factors can be eliminated. Therefore, it is possible to effectively suppress the vibration of the steering wheel when torque is applied.

2 is a conceptual diagram illustrating a configuration of a vehicle A. FIG. 3 is a block diagram illustrating a configuration of a control calculation unit 11. FIG. It is a block diagram which shows the structure of 11 A of target steering reaction force calculating parts. 3 is a block diagram illustrating a detailed configuration of a steady steering reaction force calculation unit 111. FIG. It is a figure for demonstrating the coefficient of the calculation formula of feedforward axial force _TFF . It is a graph showing a lateral G axial force, a current axial force, a yaw rate axial force, and an actual steering rack axial force. It is a graph showing the feedback axial force T _FB and the actual steering rack axial force. It is a graph showing an axial force-steering reaction force conversion map. 5 is a flowchart showing a gain setting processing procedure executed by a gain setting unit 122. 3 is a diagram for explaining a method for detecting steady vibration of the steering wheel 1. FIG. It is a time chart explaining operation | movement of this embodiment. It is a figure which shows the cancellation | release conditions of steering reaction force reduction control.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
(First embodiment)
(Constitution)
The vehicle A according to this embodiment is a vehicle including a steering control device of a so-called steer-by-wire system (SBW system) in which the steering wheel 1 and the front wheels (steered wheels 2) are mechanically separated.
FIG. 1 is a conceptual diagram illustrating a configuration of a vehicle A according to the present embodiment.
As shown in FIG. 1, the vehicle A includes a steering angle sensor 3, a turning angle sensor 4, a vehicle speed sensor 5, a lateral G sensor 6, and a yaw rate sensor 7.
The steering angle sensor 3 detects the steering angle δ of the steering wheel 1. Then, the steering angle sensor 3 outputs the detected steering angle δ to the control calculation unit 11 described later.

The steered angle sensor 4 detects the steered angle θ of the steered wheels 2. As a method of detecting the turning angle θ of the steered wheels 2, a method of calculating based on the rack movement amount of the steering rack can be employed. Then, the turning angle sensor 4 outputs the detected turning angle θ to the control calculation unit 11.
The vehicle speed sensor 5 detects the vehicle speed V of the vehicle A. Then, the vehicle speed sensor 5 outputs the detected vehicle speed V to the control calculation unit 11.
The lateral G sensor 6 detects the lateral acceleration Gy of the vehicle A. Then, the lateral G sensor 6 outputs the detected lateral acceleration Gy to the control calculation unit 11.
The yaw rate sensor 7 detects the yaw rate γ of the vehicle A. Then, the yaw rate sensor 7 outputs the detected yaw rate γ to the control calculation unit 11.
The lateral G sensor 6 and the yaw rate sensor 7 are arranged on the spring (vehicle body).

Further, the vehicle A includes a steering control unit 8 and a reaction force control unit 9.
The steered control unit 8 includes a steered motor 8A, a steered current detecting unit 8B, and a steered motor driving unit 8C.
The steered motor 8A is connected to the pinion shaft 10 via a speed reducer. The steered motor 8 </ b> A is driven by the steered motor driving unit 8 </ b> C and moves the steering rack to the left and right via the pinion shaft 10. Thereby, the steered motor 8A steers the steered wheels 2. As a method for driving the steered motor 8A, a method for controlling a current for driving the steered motor 8A (hereinafter also referred to as a steered current) can be employed.

The turning current detection unit 8B detects the turning current. Then, the turning current detection unit 8B outputs the detected turning current to the turning motor drive unit 8C and the control calculation unit 11.
Based on the target turning current calculated by the control calculation unit 11, the turning motor drive unit 8C turns the turning motor 8A so that the turning current detected by the turning current detection unit 8B matches the target turning current. Controls the steering current. Thereby, the steered motor driving unit 8C drives the steered motor 8A. The target turning current is a target value of a current for driving the turning motor 8A.

The reaction force control unit 9 includes a reaction force motor 9A, a reaction force current detection unit 9B, and a reaction force motor drive unit 9C.
The reaction force motor 9A is connected to the steering shaft via a reduction gear. Then, the reaction force motor 9A is driven by the reaction force motor drive unit 9C and applies rotational torque to the steering wheel 1 via the steering shaft. Thereby, the reaction force motor 9A generates a steering reaction force. As a method of driving the reaction force motor 9A, a method of controlling a current for driving the reaction force motor 9A (hereinafter also referred to as reaction force current) can be employed.

The reaction force current detection unit 9B detects a reaction force current. The reaction force current detection unit 9B outputs a detection signal to the reaction force motor drive unit 9C.
The reaction force motor drive unit 9C is based on the target reaction force current calculated by the control calculation unit 11 so that the reaction force current detected by the reaction force current detection unit 9B matches the target reaction force current. Controls the reaction force current. Thereby, the reaction force motor drive unit 9C drives the reaction force motor 9A. The target reaction force current is a target value of a current for driving the reaction force motor 9A.

Further, the vehicle A includes a control calculation unit 11.
FIG. 2 is a block diagram illustrating the configuration of the control calculation unit 11.
As shown in FIG. 2, the control calculation unit 11 includes a target turning angle calculation unit 11B, a target steering reaction force calculation unit 11A, and a target turning current calculation unit 11C.
The target steering reaction force calculation unit 11A includes a steering angle δ detected by the steering angle sensor 3, a vehicle speed V detected by the vehicle speed sensor 5, a lateral acceleration Gy detected by the lateral G sensor 6, a yaw rate γ detected by the yaw rate sensor 7, The target reaction force current is calculated based on the steering current detected by the steering current detection unit 8B. Then, the target steering reaction force calculation unit 11A outputs the calculation result to the reaction force control unit 9 (reaction force motor drive unit 9C).

FIG. 3 is a block diagram illustrating a configuration of the target steering reaction force calculation unit 11A.
The steering reaction force applied to the steering wheel 1 mainly includes a steady steering reaction force (steering rack axial force component). This steady steering reaction force includes a self-aligning torque (SAT) reaction force command component and occupies most (80% to 90%) of the entire steering reaction force.
Other steering reaction forces include transient steering reaction forces (friction components), production steering reaction forces (on-center feeling components, connected feel components), and stationary steering reaction forces (tire twisting components). Here, the transient steering reaction force includes a spring friction component, a viscous component, and a viscous friction component. The effect steering reaction force includes an angle spring component and a twist component. Further, the stationary steering reaction force includes a low speed torsional component and a low speed viscous friction component.

  In FIG. 3, the steady steering reaction force calculator 111 first estimates the steering rack axial force from the steering command angle and various sensor values (yaw rate, lateral G, steering motor actual current). Then, a steering reaction force is generated from the estimated steering rack axial force so as to match the target steering force characteristic. Here, as the steering rack axial force, 2 of the steering rack axial force (axial force FF) estimated from the driver input (steering angle) and the steering rack axial force (axial force FB) reflecting the vehicle behavior / road surface information. Shall be estimated.

FIG. 4 is a block diagram illustrating a detailed configuration of the steady steering reaction force calculation unit 111.
As shown in FIG. 4, the steady steering reaction force calculation unit 111 includes a feedforward axial force calculation unit 11Aa, a feedback axial force calculation unit 11Ab, a final axial force calculation unit 11Ac, and an axial force-steering reaction force conversion unit 11Ad.

Based on the steering angle δ detected by the steering angle sensor 3 and the vehicle speed V detected by the vehicle speed sensor 5, the feedforward axial force calculation unit 11Aa is a steering rack axial force (hereinafter referred to as “feedforward axial force”) according to the following equation (1). _TFF is calculated. The steering rack axial force is a rack axial force applied to the steering rack. The feedforward axial force calculation unit 11Aa outputs the calculation result to the final axial force calculation unit 11Ac.
T _FF = (K _s + C _s s) / (J _r S ² + (C _r + C _s ) s + K _s ) · k · V / (1 + A · V ² ) · θ + K _s (J _rs ² + C _rs ) / (J _r S ² + (C _r + C _s ) s + K _s ) · θ (1)
Here, as shown in FIG. 5, Ks is pinion rigidity, Cs is pinion viscosity, Jr is rack inertia, Cr is rack viscosity, and k and A are preset constants. Thus, feedforward axial force calculating unit 11Aa as feedforward axial force T _FF, calculates a steering rack axial force that does not reflect the impact of tire lateral force Fd acting on the steered wheels 2.

Here, the above equation (1) is an equation derived based on the equation of motion of a vehicle including a steering mechanism that mechanically connects the steering wheel 1 and the steered wheels 2 in a preset road surface state or vehicle state. . (1) where the first term on the right side of, among the components constituting the feedforward axial force T _FF, are those representing the component based on the steering angle δ and the vehicle speed V, the second term on the right side, the steering angular velocity It is a term representing the component based on. In the above equation (1), the term representing the component based on the steering angular acceleration is excluded because it contains a lot of noise components and induces vibration in the calculation result of the feedforward axial force _TFF .

The feedback axial force calculation unit 11Ab calculates a steering rack axial force (hereinafter also referred to as a lateral G-axis force) according to the following equation (2) based on the lateral acceleration Gy (the state of the vehicle A) detected by the lateral G sensor 6. To do. In the following equation (2), first, the front wheel load and the lateral acceleration Gy are multiplied, and the multiplication result is used to calculate the axial force (axial force) applied to the steered wheels 2. Subsequently, in the following equation (2), the calculated axial force applied to the steered wheel 2 is multiplied by a constant (hereinafter also referred to as a link ratio) according to the link angle and suspension, and the multiplication result is obtained as a lateral G axial force. Calculate as
Lateral G axial force = Axial force applied to steered wheel 2 × link ratio (2)
Axial force applied to steered wheel 2 = front wheel load x lateral acceleration Gy
Here, the lateral acceleration Gy is generated when the steered wheels 2 are steered, the tire lateral force Fd acts on the steered wheels 2, and the vehicle A turns. Therefore, the feedback axial force calculator 11Ab can calculate the steering rack axial force (lateral G axial force) reflecting the influence of the tire lateral force Fd acting on the steered wheels 2 based on the lateral acceleration Gy. Here, since the lateral G sensor 6 is disposed on the spring (vehicle body), detection of the lateral acceleration Gy is delayed. Therefore, as shown in FIG. 6, the lateral G-axis force is delayed in phase as compared with the actual steering rack axial force.

  In the present embodiment, an example is shown in which the lateral acceleration Gy detected by the lateral G sensor 6 is used to calculate the lateral G-axis force, but other configurations may be employed. For example, the yaw rate γ detected by the yaw rate sensor 7 may be multiplied by the vehicle speed V detected by the vehicle speed sensor 5, and the multiplication result γ × V may be used instead of the lateral acceleration Gy.

Returning to FIG. 4, the feedback axial force calculation unit 11 </ b> Ab is based on the steering current (the state of the vehicle A) detected by the steering current detection unit 8 </ b> B according to the following equation (3), and the steering rack axial force (hereinafter, current axial force). (Also called). In the following formula (3), first, the steering current, the torque constant [Nm / A] for calculating the output torque of the steered motor 8A based on the steered current, and the motor torque of the steered motor 8A are transmitted. Multiply by the motor gear ratio. Subsequently, in the following formula (3), the multiplication result is divided by the pinion radius [m] of the pinion gear of the steered motor 8A, and the division result is multiplied by the efficiency when the output torque of the steered motor 8A is transmitted. The multiplication result is calculated as the current axial force.
Current axial force = steering current x motor gear ratio x torque constant [Nm / A] / pinion radius [m] x efficiency (3)

Here, the steering current varies when the steering wheel 1 is steered, the target turning angle θ ^* varies, and a difference occurs between the target turning angle θ ^* and the actual turning angle θ. Further, the steered current fluctuates also when the steered wheel 2 is steered, the tire lateral force Fd acts on the steered wheel 2, and a difference occurs between the target steered angle θ ^* and the actual steered angle θ. . Further, the turning current causes a road surface disturbance to the steered wheels 2 due to road surface unevenness, etc., and a tire lateral force Fd acts on the steered wheels 2, and there is a difference between the target steered angle θ ^* and the actual steered angle θ. It varies depending on what happens. Therefore, the feedback axial force calculation unit 11Ab can calculate the steering rack axial force (current axial force) reflecting the influence of the tire lateral force Fd acting on the steered wheels 2 based on the steering current. Here, the current axial force is generated when there is a difference between the target turning angle θ ^* and the actual turning angle θ. Therefore, as shown in FIG. 6, the phase of the current axial force advances compared to the actual steering rack axial force and lateral G axial force.

Returning to FIG. 4, the feedback axial force calculation unit 11Ab is based on the vehicle speed V (the state of the vehicle A) detected by the vehicle speed sensor 5 and the yaw rate γ (the state of the vehicle A) detected by the yaw rate sensor 7 (4) A steering rack axial force (hereinafter also referred to as a yaw rate axial force) is calculated according to the equation. In the following formula (4), first, the front wheel load, the vehicle speed V, and the yaw rate γ are multiplied, and the axial force applied to the steered wheels 2 is calculated based on the multiplication result. Subsequently, in the following equation (4), the calculated axial force applied to the steered wheel 2 and the link ratio are multiplied, and the multiplication result is calculated as the yaw rate axial force.
Yaw rate axial force = axial force applied to steered wheel 2 x link ratio (4)
Axial force applied to steered wheel 2 = front wheel load x vehicle speed V x yaw rate γ
Here, the yaw rate γ is generated when the steered wheels 2 are steered, the tire lateral force Fd acts on the steered wheels 2 and the vehicle A turns. Therefore, the feedback axial force calculation unit 11Ab can calculate the steering rack axial force (yaw rate axial force) reflecting the influence of the tire lateral force Fd acting on the steered wheels 2 based on the yaw rate γ. Here, since the yaw rate sensor 7 is disposed on the spring (vehicle body), the detection of the yaw rate γ is delayed. Therefore, as shown in FIG. 6, the yaw rate axial force is delayed in phase as compared with the actual steering rack axial force.

Further, the feedback axial force calculation unit 11Ab calculates the steering rack axial force (hereinafter also referred to as “feedback axial force”) T according to the following equation (5) based on the calculated lateral G axial force, current axial force, and yaw rate axial force. Calculate _FB . In the following equation (5), the lateral G-axis force is multiplied by the distribution ratio K1, the current axial force is multiplied by the distribution ratio K2, the yaw rate axial force is multiplied by the distribution ratio K3, and the sum of these multiplication results is the feedback axis. Calculated as force T _FB . That is, the feedback axial force T _FB is calculated based on the value obtained by multiplying the lateral G axial force by the distribution ratio K1, the value obtained by multiplying the current axial force by the distribution ratio K2, and the value obtained by multiplying the yaw rate axial force by the distribution ratio K3. . Then, the feedback axial force calculation unit 11Ab outputs the calculation result to the final axial force calculation unit 11Ac.
T _FB = lateral G axial force × K1 + current axial force × K2 + yaw rate axial force × K3 (5)

Here, the distribution ratios K1, K2, and K3 are distribution ratios of the lateral G-axis force, current axial force, and yaw rate axial force. The magnitude relationship between the distribution ratios K1, K2, and K3 is K1>K2> K3. That is, the distribution ratio is set to a larger value in the order of the lateral G axial force, current axial force, and yaw rate axial force. For example, the distribution ratios K1, K2, and K3 are set to K1 = 0.6, K2 = 0.3, and K3 = 0.1, respectively. Thus, the feedback axial force calculating section 11Ab, as the feedback axial force T _FB, calculates a steering rack axial force that reflects the influence of the tire lateral force Fd acting on the steered wheels 2.

As described above, the feedback axial force calculation unit 11Ab of the present embodiment calculates the feedback axial force T _FB based on the value obtained by multiplying the current axial force by the distribution ratio K2 and the value obtained by multiplying the lateral G axial force by the distribution ratio K1. calculate. Here, as shown in FIG. 6, the phase of the lateral G axial force is delayed compared to the actual steering rack axial force. Further, the phase of the current axial force advances compared to the actual steering rack axial force. Therefore, the feedback axial force calculation unit 11Ab of the present embodiment can compensate for the phase delay due to the lateral G-axis force as shown in FIG. 7 by adding the current axial force to the lateral G-axis force, and more appropriately. The feedback axial force T _FB can be calculated. Therefore, the control calculation unit 11 of the present embodiment can apply a more appropriate steering reaction force by driving the reaction force motor 9A based on the feedback axial force _TFB .

Further, the feedback axial force calculation unit 11Ab of the present embodiment calculates the feedback axial force T _FB based on the value obtained by multiplying the current axial force by the distribution ratio K2 and the value obtained by multiplying the lateral G axial force by the distribution ratio K1. . Here, when a road surface disturbance is applied to the steered wheels 2 due to road surface unevenness or the like and a tire lateral force Fd is applied to the steered wheels 2, the vehicle A is different from the target steered angle θ ^* and the actual steered angle θ. Occurs. Therefore, the control calculation unit 11 of the present embodiment can reflect the influence of the road surface disturbance acting on the steered wheels 2 due to the road surface unevenness or the like to the feedback axial force T _FB by adding the current axial force to the lateral G axial force. A more appropriate feedback axial force T _FB can be calculated. Therefore, the control calculation unit 11 of the present embodiment can apply a more appropriate steering reaction force by driving the reaction force motor 9A based on the feedback axial force _TFB .

Further, the feedback axial force calculation unit 11Ab of the present embodiment increases the lateral G-axis force distribution ratio K1 to be greater than the current axial force distribution ratio K2. Therefore, the feedback axial force calculation unit 11Ab of the present embodiment can reduce the distribution ratio of the current axial force. For example, the estimation accuracy of the current axial force depends on the inertia of the steered motor 8A and the effect of friction, and thus the actual steering rack shaft. Even if it is lower than the force, it is possible to suppress a decrease in the estimation accuracy of the feedback axial force T _FB . Therefore, the control calculation unit 11 of the present embodiment can apply a more appropriate steering reaction force by driving the reaction force motor 9A based on the feedback axial force _TFB .

Further, the feedback axial force calculation unit 11Ab of the present embodiment has a value obtained by multiplying the current axial force by the distribution ratio K2, a value obtained by multiplying the lateral G axial force by the distribution ratio K1, and a value obtained by multiplying the yaw rate axial force by the distribution ratio K3. Based on the above, the feedback axial force T _FB is calculated. Here, for example, when the vehicle A is in a spin state, the steering current and the lateral acceleration Gy increase, so the detection result of the lateral G sensor 6 and the detection result of the steering current detection unit 8B are both maximum. Value (saturated value). On the other hand, the yaw rate γ also increases, but since the increase amount of the yaw rate γ is relatively small, the detection result of the yaw rate sensor 7 does not reach the maximum value (saturated value). Therefore, the detection result of the yaw rate sensor 7 varies depending on the degree of spin state of the vehicle A. Therefore, the feedback axial force T _FB can be varied according to the degree of the spin state of the vehicle A. As a result, the control calculation unit 11 of the present embodiment can apply a more appropriate steering reaction force by driving the reaction force motor 9A based on the feedback axial force _TFB .

Returning to FIG. 4, the final axial force calculating section 11Ac reads the feedforward axial force T _FF and the feedback axial force T _FB from the feedforward axial force calculating section 11Aa and feedback axial force calculating section 11Ab. Subsequently, the final axial force calculation unit 11Ac calculates a steering rack axial force (hereinafter referred to as final axial force) according to the following equation (6) based on the read feedforward axial force _TFF and feedback axial force _TFB . Then, the final axial force calculation unit 11Ac outputs the calculation result to the axial force-steering reaction force conversion unit 11Ad.
Final axial force = feed forward axial force T _FF × G _F −feedback axial force T _FB × (1−G _F ) (6)
Here, G _F is a numerical value representing a distribution ratio of the distribution ratio G _F and the feedback axial force T _FB feedforward axial force _{T FF (1-G F)} ( hereinafter, referred to as distribution ratio) it is. Thus, the final axial force calculating section 11Ac, based on the distribution ratio G _F, a feedforward axial force T _FF and the feedback axial force T _FB G _F: by combined at a ratio of (1-G _F), final Calculate the axial force.

Thus, the final axial force calculating section 11Ac of the present embodiment calculates the final axial force based on the feedback axial force T _FB and feedforward axial force T _FF. Here, the feedback axial force T _FB changes according to a change in the road surface state or a change in the vehicle state in order to reflect the influence of the tire lateral force Fd acting on the steered wheels 2. In contrast, the feedforward axial force T _FF, since not reflect the influence of tire lateral force Fd, smoothly changes regardless of the change or the like of the road surface condition. Therefore, the final axial force calculating section 11Ac, in addition to the feedback axial force T _FB, it calculates the final axial force on the basis of the feedforward axial force T _FF, it can be calculated more appropriate final axial force. Therefore, the control calculation part 11 of this embodiment can provide a more appropriate steering reaction force.

Here, as a method of setting the distribution ratio G _F may be employed a method of the distribution ratio corresponding to the axial force difference and allocation ratio G _F. The axial force difference is a difference between the feedforward axial force _TFF and the feedback axial force _TFB . Specifically, a subtraction result obtained by subtracting the feedback axial force T _FB from the feedforward axial force T _FF. For example, in the range where the absolute value of the axial force difference is 0 or more and less than the first set value Z1 (> 0), the distribution ratio G _F is, for example, the distribution ratio (1−G _F ) Is set to a larger value (for example, 1.0). The first set value Z1 is an axial force difference (threshold value) at which the estimation accuracy of the feedforward axial force _TFF starts to decrease.

The distribution ratio G _F is smaller than the distribution ratio (1−G _F ) regardless of the magnitude of the axial force difference in the range where the absolute value of the axial force difference is equal to or larger than the second set value Z2 (> Z1). (For example, 0). The second set value Z2 is an axial force difference (threshold value) at which the estimated accuracy of the feedforward axial force _TFF is lower than the estimated accuracy of the feedback axial force _TFB . Further, the distribution ratio G _F is the absolute value of the axial force difference is in the range and less than the second set value Z2 at the first set value Z1 or more, a straight line distribution ratio G _F in accordance with an increase in the absolute value of the axial force difference Decline.

  The axial force-steering reaction force conversion unit 11Ad calculates a target steering reaction force based on the final axial force calculated by the final axial force calculation unit 11Ac. The target steering reaction force is a target value of the steering reaction force. As a method for calculating the target steering reaction force, a method of reading the target steering reaction force corresponding to the vehicle speed V and the final axial force from the axial force-steering reaction force conversion map can be employed. The axial force-steering reaction force conversion map is a map that is set for each vehicle speed V and that registers a target steering reaction force corresponding to the final axial force.

FIG. 8 is a graph showing an axial force-steering reaction force conversion map.
As shown in FIG. 8, the axial force-steering reaction force conversion map is set for each vehicle speed V. Further, in the axial force-steering reaction force conversion map, the larger the final axial force, the larger the target steering reaction force.
Returning to FIG. 3, the low-speed torsion calculation unit 112 generates a steering reaction force according to the amount of torsion of the tire at the time of stationary.
The spring friction calculation unit 113 reduces the steering reaction force in response to the steering reaction force command at the time of steering.
The viscosity calculation unit 114 increases the steering reaction force according to the steering wheel angular velocity during transient steering.
The viscous friction calculation unit 115 reduces the steering reaction force according to the steering wheel angular velocity at the time of switching back.

The low-speed viscous friction calculation unit 116 increases the steering reaction force according to the steering wheel angular velocity at the time of stationary.
The twist calculation unit 117 increases the steering reaction force according to the amount of shaft twist at the time of cutting.
The angle spring calculation unit 118 increases the steering reaction force near the neutral position according to the steering command angle.
The select high unit 119 selects high the steering reaction force generated by the steady steering reaction force calculation unit 111 and the steering reaction force generated by the low speed torsion calculation unit 112.
The adding unit 120 includes a steering reaction generated by the select high unit 119, the spring friction calculation unit 113, the viscosity calculation unit 114, the viscosity friction calculation unit 115, the low speed viscosity friction calculation unit 116, the torsion calculation unit 117, and the angle spring calculation unit 118, respectively. Add power.

The target reaction force current calculation unit 121 multiplies the target steering reaction force output from the addition unit 120 by a predetermined gain, calculates a target reaction force current, and outputs it to the reaction force motor drive unit 9C.
The gain setting unit 122 sets a gain for correcting the steering reaction force. In the present embodiment, when the driver applies a small torque to the steering wheel 1, it is detected that the steering wheel 1 repeats steady vibration (hereinafter, this phenomenon is referred to as “steady vibration”). When it does, the process (steering reaction force reduction control) which reduces the steering reaction force given to the steering wheel 1 is performed. The gain setting unit 122 sets a gain used in the steering reaction force reduction control.

  Steady vibration is generated by balancing the torque applied by the driver with the torque of the reaction force term having a large change rate with respect to the change in the steering angle. Therefore, here, the steering reaction force that is reduced when the steady vibration is detected is defined as a transient component of the steering reaction force that causes the steady vibration. That is, the gain set by the gain setting unit 122 (correction gain Ga (<0) described later) is multiplied by the transient steering reaction force generated by the spring friction calculation unit 113, the viscosity calculation unit 114, and the viscosity friction calculation unit 115. The steering reaction force is reduced. In the following description, the spring friction calculation unit 113, the viscosity calculation unit 114, and the viscosity friction calculation unit 115 are collectively referred to as a transient steering reaction force calculation unit.

FIG. 9 is a flowchart showing a gain setting processing procedure executed by the gain setting unit 122.
First, in step S <b> 1, the gain setting unit 122 determines whether the driver is applying torque to the steering wheel 1. Specifically, first, the reaction force torque actually applied to the steering shaft 1 is calculated based on the drive current (reaction force current) of the reaction force motor 9A detected by the reaction force current detector 9B (reaction force torque). Force torque calculation unit). Next, based on the steering angular velocity dδ / dt obtained by differentiating the steering angle δ, the reaction force torque applied to the steering shaft 1 when it is assumed that the hand is released is estimated (reaction force torque estimation unit). ). Then, the calculated reaction force torque is compared with the estimated reaction force torque, and when the difference between the two is outside the allowable range, it is determined that the torque is being applied. Judged to be in a state. Here, the allowable range is set to such a range that the calculated reaction force torque and the estimated reaction force torque can be regarded as matching.

When a reaction force current is supplied to the reaction force motor 9 </ b> A and the reaction force motor 9 </ b> A applies reaction force torque to the steering shaft 1, the force is transmitted to the steering wheel 1. At this time, if the driver releases his hand from the steering wheel 1, the steering wheel 1 rotates and a steering angular velocity dδ / dt is obtained. On the other hand, when the driver is steering the steering wheel 1, the steering angular velocity dδ / dt is zero.
That is, in the released state, the estimation is performed using the reaction force torque calculated based on the reaction force current flowing in the reaction force motor 9A and the prescribed design values such as inertia and friction based on the steering angular velocity dδ / dt. This is consistent with the reaction torque. In other words, when in the torque application state, a difference corresponding to the torque applied by the driver occurs between the two.

  Therefore, in the present embodiment, the actual reaction force torque calculated based on the reaction force current is compared with the reaction force torque estimated based on the steering angular velocity dδ / dt and assuming that the hand is released. When the difference between the two is outside the allowable range, it is determined that the torque is applied. When the difference between the two is within the allowable range, it is determined that the hand is released. If it is determined in step S1 that the torque is applied, the process proceeds to step S2, and if it is determined that the hand is released, the gain setting process is terminated.

  In step S <b> 2, the gain setting unit 122 determines whether steady vibration has occurred in the steering wheel 1. Here, as shown in FIG. 10, when the sign inversion of the steering angular velocity dδ / dt is repeated N times or more within a predetermined period ΔT, it is determined that steady vibration has occurred. Here, the fixed period ΔT and the count threshold N are set to values capable of detecting vibrations in which the steering wheel 1 steadily vibrates at about 6 deg / sec, for example, as steady vibrations.

  Thus, in step S2, the gain setting unit 122 calculates the steering angular velocity dδ / dt based on the steering angle δ detected by the steering angle sensor 3, and counts the number of sign inversions within a certain period ΔT. Then, it is determined whether or not steady vibration has occurred. If it is determined that steady vibration is occurring, the process proceeds to step S3. If it is determined that steady vibration is not occurring, the gain setting process is terminated.

In step S3, the gain setting unit 122 stores the steering angle δ detected by the steering angle sensor 3 at this time as the steering angle storage value δm, and proceeds to step S4.
In step S4, the gain setting unit 122 sets the correction gain Ga. This correction gain Ga is a gain for reducing the transient steering reaction force, and is set to Ga = 1 in the initial state. In step S4, the correction gain Ga is gradually decreased from the initial value 1 toward 0. That is, the preset change amount ΔGa is subtracted from the current correction gain Ga, and this is output as a new correction gain Ga to the transient steering reaction force calculation unit.

Next, in step S5, the gain setting unit 122 determines whether the steady vibration of the steering wheel 1 has stopped. Here, when the sign inversion of the steering angular velocity dδ / dt is not repeated N times within a certain period ΔT, it is determined that the steady vibration has stopped. If it is determined that the steady vibration has not stopped, the process proceeds to step S4. If it is determined that the steady vibration has stopped, the process proceeds to step S6.
In step S6, the gain setting unit 122 holds the correction gain Ga at the current value, and proceeds to step S7.

In step S <b> 7, the gain setting unit 122 determines whether steady vibration has occurred in the steering wheel 1. Here, it is determined whether or not steady vibration has occurred by the same method as in step S2. If it is determined that steady vibration has occurred, it is determined that the stationary vibration once stopped has recurred, and the process proceeds to step S4. If it is determined that steady vibration has not occurred, step S8 is performed. Migrate to
In step S <b> 8, the gain setting unit 122 determines whether the driver has released his hand from the steering wheel 1. Here, it is determined whether or not the hand is released by the same method as in step S1. If it is determined that the hand is not released, the process proceeds to step S9. If it is determined that the hand is released, the process proceeds to step S10 described later.

In step S9, the gain setting unit 122 acquires the steering angle δ detected by the steering angle sensor 3, and the absolute value of the difference between the steering angle δ and the steering angle stored value δm stored in step S3 is the threshold δth ( For example, it is determined whether or not 2 deg) is exceeded. If | δ−δm | ≦ δth, the process proceeds to step S6. If | δ−δm |> δth, the angle from which the driver causes the steering wheel 1 to generate steady vibration is determined. It judges that it operated, and transfers to step S10.
In step S10, the gain setting unit 122 sets the correction gain Ga. Here, the correction gain Ga is gradually increased from the current value toward the initial value 1. That is, the change amount ΔGa is added to the current correction gain Ga, and this is output as a new correction gain Ga to the transient steering reaction force calculation unit.

Next, in step S11, the gain setting unit 122 determines whether or not the correction gain Ga has returned to the initial state. That is, it is determined whether Ga = 1. If the correction gain Ga is not in the initial state, the process proceeds to step S10. If the correction gain Ga is in the initial state, the gain setting process is terminated.
Returning to FIG. 3, the target turning angle calculation unit 11 </ b> B determines the target turning angle that is a target value of the turning angle θ based on the steering angle δ detected by the steering angle sensor 3 and the vehicle speed V detected by the vehicle speed sensor 5. Calculate θ ^* .
The target turning current calculation unit 11C is based on the subtraction result obtained by subtracting the turning angle θ detected by the turning angle sensor 4 from the target turning angle θ ^* calculated by the target turning angle calculation unit 11B. Is calculated. Then, the target turning current calculation unit 11C outputs the calculation result to the turning motor drive unit 8C.

(Operation)
Next, the operation of the first embodiment will be described.
Assume that the driver starts the stopped vehicle A and steers the steering wheel 1. Then, the control calculation unit 11 calculates the target turning angle θ ^* based on the steering angle δ and the vehicle speed V (target turning angle calculation unit 11B). Subsequently, the control calculation unit 11 calculates a target turning current based on a subtraction result (θ ^* −θ) obtained by subtracting the actual turning angle θ from the calculated target turning angle θ ^* (target turning current). Calculation unit 11C). Thereby, the steering control part 8 steers the steered wheel 2 according to a driver | operator's steering operation.

At the same time, the control arithmetic unit 11 calculates the feedforward axial force T _FF based on the steering angle δ and the vehicle speed V (feedforward axial force calculating unit 11Aa). Further, the control calculation unit 11 calculates a lateral G axial force, a current axial force, and a yaw rate axial force, and calculates a feedback axial force T _FB based on these (feedback axial force calculating unit 11Ab). Furthermore, based on the feedforward axial force T _FF and the feedback axial force T _FB, it calculates the final axial force (final axial force calculating section 11Ac). Then, a steering reaction force is applied based on the calculated final axial force. Thereby, a natural steering feeling can be realized.

  At this time, as shown at time t0 in FIG. 11, the correction gain Ga is an initial value, and Ga = 1. Therefore, normal steering reaction force application control is performed without correcting the steering reaction force. However, at this time, if the driver applies a small torque to the steering wheel 1 such as putting a finger on the steering wheel 1, a steady vibration in which the steering wheel 1 constantly vibrates at that position may occur. .

  When the driver applies torque to the steering wheel 1 at time t1, the reaction force torque calculated based on the reaction force current flowing in the reaction force motor 9A and the reaction force torque estimated based on the steering angular velocity dδ / dt There is a difference between Therefore, at time t1, the control calculation unit 11 determines that the torque is applied by the driver (Yes in step S1 in FIG. 9). At time t1, when the control calculation unit 11 detects steady vibration of the steering wheel 1 (Yes in step S2), the control calculation unit 11 stores the steering angle δ at that time (step S3). Thereafter, the control calculation unit 11 starts to gradually reduce the correction gain Ga (step S4). That is, the control calculation unit 11 reduces the transient steering reaction force applied to the steering wheel 1 by the reaction force motor 9A.

When the steady vibration of the steering wheel 1 stops at time t2, the control calculation unit 11 detects the vibration stop (Yes in step S5). Then, the control calculation unit 11 holds the gain Ga at the current value (here, Ga = Y) (step S6). As described above, when the stop of the steady vibration is detected, the reduction of the steering reaction force is stopped.
Thereafter, when the steady vibration recurs at time t3, the control calculation unit 11 detects this (Yes in step S7). Then, the control calculation unit 11 decreases the correction gain Ga for reducing the steering reaction force again from the value Ga = Y at time t3 toward 0 (step S4).

When the correction gain Ga = 0 at time t4, the transient steering reaction force applied to the steering wheel 1 is completely zero. Therefore, the vibration of the steering wheel 1 is surely stopped. When the control calculation unit 11 confirms that the steady vibration of the steering wheel 1 has stopped at this time t4 (Yes in step S5), the control calculation unit 11 holds the correction gain Ga (= 0) at this time. (Step S6).
Thereafter, when the driver releases his hand from the steering wheel 1 at time t5, the control calculation unit 11 detects this (Yes in Step S8) and performs a process of returning the correction gain Ga to the initial value (Step S10).
Then, when the correction gain Ga reaches the initial value 1 at time t6 in FIG. 11, the steering reaction force reduction control ends and the normal SBW control is restored.

Further, in the steering reaction force reduction control, it is determined that the release condition is satisfied even when the driver operates the steering wheel 1 by a threshold value δth (2 deg) or more from the angle at which steady vibration occurs (Yes in step S9). ). That is, as shown by the solid line in FIG. 12, when a steady vibration occurs in the steering wheel 1, the steering angle δ detected by the steering angle sensor 3 steadily varies across the steering angle δm at that time. When this is detected, the control calculation unit 11 gradually reduces the correction gain Ga to reduce the steering reaction force applied to the steering wheel 1 as shown by the broken line in FIG. Thereafter, when the driver operates the steering wheel 1 from the steering angle δm by a threshold value δth (2 deg) or more, the correction gain Ga is increased toward 1 (initial value) in order to cancel the reduction of the steering reaction force.
As described above, in this embodiment, when the driver detects steady vibration of the steering wheel 1 in a state where torque is applied to the steering wheel 1, the transient steering reaction force is reduced toward zero. 1 stationary vibration can be effectively stopped.

In the process of detecting the steady vibration of the steering wheel 1 and reducing the transient steering reaction force, if it is detected that the steady vibration has stopped, the process of reducing the transient steering reaction force is stopped. Keep the amount of reduction. Therefore, it is possible to prevent the steering reaction force from being reduced unnecessarily.
In FIG. 1, the steering angle sensor 3 corresponds to the steering angle detection unit, and the vehicle speed sensor 5 corresponds to the vehicle speed detection unit. In FIG. 2, the steered motor 8A and the steered motor drive unit 8C correspond to the steered actuator, and the reaction force motor 9A and the reaction force motor drive unit 9C correspond to the reaction force actuator. The reaction force current detection unit 9B corresponds to the current detection unit.
Further, in FIG. 8, steps S1 and S8 correspond to the steering operation determination unit, steps S2, S5 and S7 correspond to the vibration detection unit, and step S4 corresponds to the steering reaction force reduction unit. Steps S8 and S10 correspond to the first steering reaction force reduction release unit, and steps S9 and S10 correspond to the second steering reaction force reduction release unit.

(effect)
In the first embodiment, the following effects can be obtained.
(1) Based on the steering angle δ detected by the steering angle sensor 3, the control calculation unit 11 detects steady vibration in which the steering wheel 1 constantly vibrates. In addition, the control calculation unit 11 determines whether the driver is in a torque application state where the driver is putting his hand on the steering wheel 1 or a release state where the driver has released his hand from the steering wheel 1. And the control calculating part 11 reduces the steering reaction force given to the steering wheel 1 by 9 A of reaction force motors, if the steady vibration of the steering wheel 1 is detected while detecting the torque provision state.
Thereby, the factor which induces steady vibration can be eliminated. Therefore, vibration of the steering wheel can be effectively suppressed.

(2) The control calculation unit 11 reduces the transient component of the steering reaction force applied to the steering wheel 1 by the reaction force motor 9A.
Thus, the steady vibration of the steering wheel 1 at the time of torque application is generated by the balance between the torque applied by the driver and the torque corresponding to the transient steering reaction force (the torque of the reaction force term having a steep inclination). Therefore, it is possible to appropriately eliminate the factor that induces steady vibration. In addition, when steady vibration is detected, the entire steering reaction force is not reduced, but only a part of the steering reaction force is reduced, so that it is possible to prevent the steering reaction force from being excessively lost. Therefore, vibration can be stopped while suppressing the handle from turning.

(3) The control calculation unit 11 stores the steering angle δ detected by the steering angle sensor 3 when the steady vibration of the steering wheel 1 is detected as a steering angle storage value δm. Further, when the control calculation unit 11 does not detect the steady vibration of the steering wheel 1, the steering angle δ of the steering wheel 1 is an angle operated from the steering angle stored value δm by the steering angle threshold δth or more. Release the reduction of the steering reaction force.
As described above, it is possible to appropriately cancel the reduction of the steering reaction force by utilizing the fact that steady vibration does not occur when the driver applies a relatively large torque to the steering wheel 1. Further, since the steering reaction force is not reduced when the driver is performing the steering operation, a natural steering feeling can be given to the driver.

(4) When the steady state vibration of the steering wheel 1 is not detected, the control calculation unit 11 cancels the reduction of the steering reaction force when the handwheel state of the steering wheel 1 is detected. It is possible to appropriately cancel the reduction of the steering reaction force by utilizing what occurs when a person applies a small torque to the steering wheel 1.

(5) When detecting the steady vibration of the steering wheel 1, the control calculation unit 11 gradually applies the steering reaction force applied to the steering wheel 1 by the reaction force motor 9A as time elapses after detecting the steady vibration. In the direction of zero.
Thus, since the steering reaction force is gradually reduced toward 0, a sudden change in the steering reaction force can be suppressed. Further, when the steady vibration is stopped before the steering reaction force becomes zero and the reduction of the steering reaction force is released, the reduction release can be easily performed. Therefore, it is possible to appropriately return to normal SBW control.
(6) When the steady calculation of the steering wheel 1 is not detected, the control calculation unit 11 holds the reduction amount of the steering reaction force. Thereby, it is possible to prevent the steering reaction force from being reduced unnecessarily.

(7) The control calculation unit 11 calculates the reaction force torque actually applied to the steering shaft 1 based on the drive current (reaction force current) of the reaction force motor 9A detected by the reaction force current detection unit 9B. . Further, the control calculation unit 11 estimates the reaction force torque applied to the steering shaft 1 when it is assumed that the hand is released based on the steering angular velocity dδ / dt. Then, when the difference between the calculated reaction force torque and the estimated reaction force torque is outside the preset allowable range, the control calculation unit 11 determines that the torque is applied, and the difference between the two is within the allowable range. When there is, it is determined that the hand is released.
As described above, in the case of the let-off state, it is confirmed that the actually applied reaction torque calculated based on the reaction force current matches the reaction torque estimated based on the steering angular velocity dδ / dt. It is used to determine whether the torque is applied or released. Therefore, even in a system that does not have a torque sensor, it is possible to accurately determine the steering operation state by the driver.

(8) When the sign calculation of the steering angular velocity dδ / dt is detected for a preset number of times N or more within a preset fixed period ΔT, the control calculation unit 11 determines that steady vibration of the steering wheel 1 is occurring. To do.
In this way, since the number of times of sign inversion of the steering angular velocity dδ / dt is monitored within a certain time ΔT, the steady vibration of the steering wheel 1 can be detected appropriately. In particular, since it can be detected separately from vibrations when the driver operates the steering wheel 1, it is possible to prevent the steering reaction force from being erroneously reduced due to erroneous detection of steady vibrations.

(9) When a steady vibration in which the steering wheel 1 constantly vibrates is detected based on the steering angle δ of the steering wheel 1 when the driver is holding the steering wheel 1, the steering wheel 1 The steering reaction force applied to the is reduced.
Thereby, the factor which induces steady vibration can be eliminated. Therefore, vibration of the steering wheel can be effectively suppressed.

(Modification)
(1) In the above embodiment, the case where the steering angular velocity dδ / dt is monitored to detect the steady vibration of the steering wheel 1 has been described. However, the steady vibration can also be detected by monitoring the steering angle δ. . In this case, it is determined that steady vibration is occurring when the steering angle δ is constantly fluctuating over 0 at a steering angular velocity of about 2 deg / sec. Also in this case, the steady vibration of the steering wheel 1 can be detected appropriately.
(2) In the above embodiment, the case where the transient steering reaction force (friction component) is reduced when steady vibration is detected has been described, but in addition to this, the torsion component may be reduced. In this case, for example, the correction gain Ga may be applied to the steering reaction force generated by the torsion calculation unit 117 of FIG. Thus, by reducing the reaction force term having a relatively large change rate with respect to the change in the steering angle, it is possible to more effectively reduce the steady vibration.

  DESCRIPTION OF SYMBOLS 1 ... Steering wheel, 2 ... Steering wheel, 5 ... Vehicle speed sensor, 6 ... Lateral G sensor, 7 ... Yaw rate sensor, 8A ... Steering motor, 8C ... Steering motor drive part, 9A ... Reaction force motor, 9C ... Reaction force Motor drive unit, 11... Control calculation unit, 11A ... target steering reaction force calculation unit, 11Aa ... feedforward axial force calculation unit, 11Ab ... feedback axial force calculation unit, 11Ac ... final axial force calculation unit, 11Ad ... gain steering reaction force Conversion unit, 11B ... target turning angle calculation unit, 11C ... target turning current calculation unit, 111 ... steady steering reaction force calculation unit, 112 ... low speed torsion calculation unit, 113 ... spring friction calculation unit, 114 ... viscosity calculation unit, DESCRIPTION OF SYMBOLS 115 ... Viscosity friction calculating part, 116 ... Low speed viscous friction calculating part, 117 ... Torsion calculating part, 118 ... Angular spring calculating part, 119 ... Select high part, 120 ... Addition , 121 ... gain setting unit

Claims (13)

A steering wheel mechanically separated from the steered wheel,
A steering angle detector for detecting a steering angle of the steering wheel;
A steering actuator that steers the steered wheel based on a steering state of the steering wheel;
A reaction force actuator for applying a steering reaction force to the steering wheel based on the steered state of the steered wheels;
Based on the steering angle detected by the steering angle detecting section, a vibration detecting section for detecting a steady vibration of the steering wheel,
A steering operation determination unit that determines whether the driver is in a torque-applying state in which the driver is placing a hand on the steering wheel or in a released state in which the driver has released his hand from the steering wheel;
The steering reaction force applied to the steering wheel by the reaction force actuator is reduced when the vibration detection unit detects steady vibration of the steering wheel while the steering operation determination unit detects the torque application state. When the steering operation determination unit detects the torque application state and the vibration detection unit does not detect steady vibration of the steering wheel, steering applied to the steering wheel by the reaction force actuator A vehicle steering control device comprising: a steering reaction force reducing unit that skips a process of reducing the reaction force.   The vehicle steering control device according to claim 1, wherein the steering reaction force reducing unit reduces a transient component of a steering reaction force applied to the steering wheel by the reaction force actuator. A steering angle storage unit that stores the steering angle detected by the steering angle detection unit when the vibration detection unit detects steady vibration of the steering wheel;
The steady vibration of the steering wheel is not detected by the vibration detection unit, and the steering angle detected by the steering angle detection unit indicates that the driver has operated the steering wheel from the angle stored in the steering angle storage unit. The first steering reaction force reduction canceling unit that cancels the reduction of the steering reaction force by the steering reaction force reducing unit when the steering angle threshold is exceeded. Vehicle steering control device. A second steering that cancels the reduction of the steering reaction force by the steering reaction force reduction unit when the vibration detection unit detects no steady vibration of the steering wheel and the steering operation determination unit detects the released state; The vehicle steering control device according to claim 1, further comprising a reaction force reduction release unit.   When the steady state vibration of the steering wheel is detected by the vibration detecting unit, the steering reaction force reducing unit is a time from when the steady state vibration is detected to a steering reaction force applied to the steering wheel by the reaction force actuator. The vehicle steering control device according to any one of claims 1 to 4, wherein the vehicle steering control device gradually decreases in a direction that becomes zero with progress.   6. The steering reaction force reduction unit holds a reduction amount of the steering reaction force when steady vibration of the steering wheel is not detected by the vibration detection unit. The vehicle steering control device according to claim 1. The reaction force actuator is a reaction force motor that applies reaction force torque to the steering shaft,
A current detector for detecting a driving current of the reaction force motor;
A steering angular velocity detector that detects a steering angular velocity based on the steering angle detected by the steering angle detector;
The steering operation determination unit calculates a reaction force torque that calculates a reaction force torque that is actually applied to the steering shaft by the reaction force motor based on the drive current of the reaction force motor detected by the current detection unit. And
A reaction torque estimation unit that estimates a reaction force torque applied to the steering shaft by the reaction force motor based on the steering angular velocity detected by the steering angular velocity detection unit; Have
When the difference between the reaction force torque calculated by the reaction force torque calculation unit and the reaction force torque estimated by the reaction force torque estimation unit is outside a preset allowable range, it is determined that the torque is applied, The vehicle steering control device according to any one of claims 1 to 6, wherein when the difference is within the allowable range, the hand-off state is determined. A steering angular velocity detector that detects a steering angular velocity based on the steering angle detected by the steering angle detector;
The vibration detection unit determines that steady vibration of the steering wheel is occurring when a sign inversion of the steering angular velocity detected by the steering angular velocity detection unit is detected within a predetermined period for a predetermined number of times or more. The vehicle steering control device according to claim 1, wherein the vehicle steering control device is a vehicle steering control device. Steering for a vehicle that steers the steered wheel based on the steering state of the steering wheel mechanically separated from the steered wheel and applies a steering reaction force to the steering wheel based on the steered state of the steered wheel. A control method,
A steering reaction force applied to the steering wheel when a steady vibration of the steering wheel is detected based on a steering angle of the steering wheel when the driver is in a state of putting a hand on the steering wheel ;
A feature of skipping a process of reducing a steering reaction force applied to the steering wheel when a steady vibration of the steering wheel is not detected when the driver is putting a hand on the steering wheel. A vehicle steering control method. A steering wheel mechanically separated from the steered wheel,
A steering angle detector for detecting a steering angle of the steering wheel;
A steering actuator that steers the steered wheel based on a steering state of the steering wheel;
A reaction force actuator for applying a steering reaction force to the steering wheel based on the steered state of the steered wheels;
A vibration detection unit that detects steady vibration of the steering wheel based on the steering angle detected by the steering angle detection unit;
A steering operation determination unit that determines whether the driver is in a torque-applying state in which the driver is placing a hand on the steering wheel or in a released state in which the driver has released his hand from the steering wheel;
The steering reaction force applied to the steering wheel by the reaction force actuator is reduced when the vibration detection unit detects steady vibration of the steering wheel while the steering operation determination unit detects the torque application state. A steering reaction force reduction unit that
  The steering reaction force reducing unit reduces a transient component of a steering reaction force applied to the steering wheel by the reaction force actuator. A steering wheel mechanically separated from the steered wheel,
A steering angle detector for detecting a steering angle of the steering wheel;
A steering actuator that steers the steered wheel based on a steering state of the steering wheel;
A reaction force actuator for applying a steering reaction force to the steering wheel based on the steered state of the steered wheels;
A vibration detection unit that detects steady vibration of the steering wheel based on the steering angle detected by the steering angle detection unit;
A steering operation determination unit that determines whether the driver is in a torque-applying state in which the driver is placing a hand on the steering wheel or in a released state in which the driver has released his hand from the steering wheel;
The steering reaction force applied to the steering wheel by the reaction force actuator is reduced when the vibration detection unit detects steady vibration of the steering wheel while the steering operation determination unit detects the torque application state. A steering reaction force reduction unit that
A steering angle storage unit that stores the steering angle detected by the steering angle detection unit when the vibration detection unit detects steady vibration of the steering wheel;
The steady vibration of the steering wheel is not detected by the vibration detection unit, and the steering angle detected by the steering angle detection unit indicates that the driver has operated the steering wheel from the angle stored in the steering angle storage unit. A vehicle steering control device comprising: a first steering reaction force reduction canceling unit that cancels the reduction of the steering reaction force by the steering reaction force reducing unit when the steering angle threshold is exceeded. A steering wheel mechanically separated from the steered wheel,
A steering angle detector for detecting a steering angle of the steering wheel;
A steering actuator that steers the steered wheel based on a steering state of the steering wheel;
A reaction force actuator for applying a steering reaction force to the steering wheel based on the steered state of the steered wheels;
A vibration detection unit that detects steady vibration of the steering wheel based on the steering angle detected by the steering angle detection unit;
A steering operation determination unit that determines whether the driver is in a torque-applying state in which the driver is placing a hand on the steering wheel or in a released state in which the driver has released his hand from the steering wheel;
The steering reaction force applied to the steering wheel by the reaction force actuator is reduced when the vibration detection unit detects steady vibration of the steering wheel while the steering operation determination unit detects the torque application state. A steering reaction force reduction unit that
A second steering that cancels the reduction of the steering reaction force by the steering reaction force reduction unit when the vibration detection unit detects no steady vibration of the steering wheel and the steering operation determination unit detects the released state; A vehicle steering control device comprising: a reaction force reduction releasing unit. A steering wheel mechanically separated from the steered wheel,
A steering angle detector for detecting a steering angle of the steering wheel;
A steering actuator that steers the steered wheel based on a steering state of the steering wheel;
A reaction force actuator for applying a steering reaction force to the steering wheel based on the steered state of the steered wheels;
A vibration detection unit that detects steady vibration of the steering wheel based on the steering angle detected by the steering angle detection unit;
A steering operation determination unit that determines whether the driver is in a torque-applying state in which the driver is placing a hand on the steering wheel or in a released state in which the driver has released his hand from the steering wheel;
The steering reaction force applied to the steering wheel by the reaction force actuator is reduced when the vibration detection unit detects steady vibration of the steering wheel while the steering operation determination unit detects the torque application state. A steering reaction force reduction unit that
The steering reaction force reducing unit holds a reduction amount of the steering reaction force when steady vibration of the steering wheel is not detected by the vibration detection unit.

Images