JP4367196B2 - Power steering device for vehicle and disturbance estimation device for vehicle - Google Patents

Description

  The present invention relates to a vehicle power steering device that controls a steering assist state of a vehicle in consideration of disturbance applied in a lateral direction with respect to the vehicle, and a vehicle disturbance estimation device that estimates the disturbance.

When a car is running, steering is often affected by various disturbances. Focusing on this point, a technique for controlling the steering system of the vehicle according to the disturbance that the vehicle receives during traveling has been developed.
For example, in Patent Document 1, so-called disturbance suppression performance that prevents disturbances such as cross winds applied to the vehicle from affecting the steering operation of the driver can be improved by steering assist control using an electric power steering device. Things have been proposed.

  In this technique, in the control of the steering reaction force (corresponding to the steering assist force), the steering angle component T1 of the steering reaction force based on the steering angle (= the gain obtained by multiplying the steering angle) and the damping based on the steering angular velocity. A component T2 (= steering angular velocity multiplied by gain), a first vehicle behavior suppression component T3 based on vehicle yaw rate (= yaw rate multiplied by gain), and a second vehicle based on lateral acceleration of the vehicle. Calculate the behavior suppression component T4 (= lateral acceleration multiplied by gain) and the road surface component T5 (= steering reaction force multiplied by gain) based on the steering reaction force, as in the following equation: These steering reaction force components T1, T2, T3, T4, and T5 are added to determine the target steering reaction force Ts, and the output torque of the reaction force motor (corresponding to the steering assist electric motor), that is, the steering handle Steering reaction force for this target To return control to the steering reaction force Ts.

Ts = T1 + T3 + T4 + T5-T2
JP-A-5-105100.

  Incidentally, in order to control the steering system of the vehicle so as to reduce the influence of the disturbance that the vehicle receives during traveling, it is necessary to estimate the lateral disturbance of the vehicle. When estimating the lateral disturbance of a vehicle, an equation of vehicle motion based on the vehicle steering-vehicle system model can be used, and the vehicle travels such as the vehicle speed, the steering angle of the vehicle, the yaw rate generated in the vehicle, and the lateral acceleration. A lateral disturbance can be estimated based on the state.

  In this case, the lateral acceleration is generally detected by an acceleration sensor (G sensor). In the acceleration sensor, in addition to the lateral acceleration generated in the vehicle to be originally detected (lateral acceleration according to the lateral movement of the vehicle). Also picks up the lateral acceleration component due to the body roll at the detection point. Therefore, if the lateral disturbance of the vehicle is estimated using the lateral acceleration detected by the acceleration sensor as it is, an estimation error is generated in the lateral disturbance by the vehicle body roll component picked up by the acceleration sensor, and the steering system of the vehicle can be controlled appropriately. It will disappear.

  The present invention has been devised in view of the above-described problems, and eliminates the lateral acceleration component due to the vehicle body roll, extracts only the lateral acceleration component related to the lateral movement of the vehicle, and accurately estimates the lateral disturbance based on this. An object of the present invention is to provide a vehicular power steering device and a vehicular disturbance estimation device that can appropriately control the steering system of the vehicle.

In order to achieve the above-mentioned goal, a vehicle power steering apparatus according to the present invention (Claim 1) includes an actuator that is mounted on a vehicle and applies steering assist torque to a steering system, vehicle speed detection means that detects the vehicle speed of the vehicle, A power steering device comprising: steering torque detection means for detecting steering torque applied to the vehicle; and control means for controlling the actuator based on detection information from the vehicle speed detection means and the steering torque detection means. A steering angle detecting means for detecting the steering angle of the vehicle, a yaw rate detecting means for detecting the yaw rate of the vehicle, and a lateral motion applied to the lateral movement of the vehicle without including a lateral acceleration component due to a body roll of the vehicle. Lateral acceleration estimating means for estimating only the acceleration component, and the vehicle speed detecting means and the steering angle detecting hand based on the steering-vehicle system model of the vehicle , A vehicle speed V of the vehicle detected respectively a steering angle [delta] _f and yaw rate γ by the yaw rate detection means, which is estimated by the lateral acceleration estimation means of the vehicle without the lateral acceleration component due to body roll of the vehicle From the lateral acceleration component G _y ′ applied to the lateral motion, the lateral acceleration of the vehicle is based only on the lateral acceleration component G _y ′ applied to the lateral motion of the vehicle, excluding the lateral acceleration component due to the vehicle body roll of the vehicle. And estimating means for estimating the lateral disturbance of the vehicle, and the control means generates the actuator to suppress the lateral disturbance of the vehicle from the estimation result by the estimating means. A correction means for correcting the steering assist torque is provided.

The lateral acceleration estimating means includes a lateral speed estimating means for estimating a lateral speed v of the vehicle, a road gradient disturbance estimating means for estimating a lateral disturbance φ _rb of the vehicle according to a road gradient, and the yaw rate detection. The yaw rate γ detected by the means, the vehicle speed V detected by the vehicle speed detecting means, the lateral speed v estimated by the lateral speed estimating means, and the lateral disturbance estimated by the road surface gradient disturbance estimating means It is preferable to provide a lateral acceleration estimation observer for estimating a lateral acceleration component of the vehicle in the lateral direction, which is the state quantity, from each state quantity with φ _rb (claim 2).

Further, the lateral acceleration estimation unit, and a lateral acceleration detecting means for detecting a lateral acceleration of the vehicle, the vehicle to eliminate the lateral acceleration component due to body roll from the lateral in acceleration G _y detected by lateral acceleration detecting means It is preferable that the vehicle body roll component removing means extracts only the lateral acceleration component G _y ′ applied to the lateral movement.
Further, the estimating means includes the steering angle δ _f , the yaw rate γ, the vehicle speed V detected by the steering angle detecting means, the yaw rate detecting means, and the vehicle speed detecting means, respectively, and the lateral acceleration estimated by the lateral acceleration estimating means. It is preferable to have a main observer for estimating the above-mentioned lateral gradient disturbance of the vehicle and other lateral disturbances, which are the state quantities, from the respective state quantities with the acceleration component G _y ′.

In this case, the correction means may correct the steering assist torque applied by the actuator so as to suppress mainly the other lateral disturbance of the lateral disturbance of the vehicle from the estimation result by the estimation means. Preferred (claim 5).
The vehicle is further provided with steering angular velocity detection means for detecting the steering angular velocity ω _{f of the} vehicle, and the estimation means is configured to further estimate the yaw rate γ and the lateral velocity v of the vehicle, and the correction means includes The steering angular velocity ω _f , the steering angle δ _f , the vehicle speed V detected by the steering angular velocity detection means, the steering angle detection means and the vehicle speed detection means, respectively, the yaw rate γ and the lateral velocity v estimated by the estimation means, The first correction torque is calculated from the above-mentioned lateral gradient disturbance and other lateral disturbances estimated by the estimation means, and the second correction torque is calculated to obtain the first correction torque and the second correction torque. It is preferable to correct the steering assist torque based on the above (claim 6).

The correction means multiplies each of the steering angle δ _f , the steering angular speed ω _f , the yaw rate γ, and the lateral speed v by a gain that is set according to the vehicle speed V to obtain the first correction torque. And calculating the second correction torque by multiplying each of the lateral gradient disturbance and the other lateral disturbance by a gain set in accordance with the vehicle speed V, and calculating the first correction torque and the first correction torque. Preferably, the steering assist torque is corrected based on the two correction torques.

The vehicle disturbance estimation apparatus according to the present invention (Claim 8) includes a steering angle detecting means for detecting a steering angle of the vehicle, a yaw rate detecting means for detecting the yaw rate of the vehicle, and a lateral acceleration caused by a vehicle body roll of the vehicle. A lateral acceleration estimating means for estimating only a lateral acceleration component applied to a lateral movement of the vehicle without including a component, a vehicle speed detecting means, a steering angle detecting means, based on a steering-vehicle system model of the vehicle, The vehicle speed V, the steering angle δ _f and the yaw rate γ detected by the yaw rate detecting means, respectively, and the lateral direction of the vehicle not including the lateral acceleration component due to the vehicle body roll of the vehicle estimated by the lateral acceleration estimating means. lateral acceleration component G _y according to the motion 'from a lateral acceleration component according to lateral movement of the vehicle for the lateral acceleration which eliminated the lateral acceleration component due to body roll of the vehicle of the vehicle G _y' And an estimation means for estimating a lateral disturbance of the vehicle based on the above .

In this case, the lateral acceleration estimation means includes a lateral speed estimation means for estimating the lateral speed v of the vehicle, a road surface gradient disturbance estimation means for estimating the lateral disturbance φ _rb of the vehicle according to the road surface gradient, The yaw rate γ detected by the yaw rate detecting means, the vehicle speed V detected by the vehicle speed detecting means, the lateral speed v estimated by the lateral speed estimating means, and the road surface gradient disturbance estimating means estimated It is preferable to provide a lateral acceleration estimation observer for estimating a lateral acceleration component related to the lateral movement of the vehicle, which is the state quantity, from each state quantity with the lateral disturbance φ _rb (claim 9).

Further, the lateral acceleration estimation unit, and a lateral acceleration detecting means for detecting a lateral acceleration of the vehicle, the vehicle to eliminate the lateral acceleration component due to body roll from the lateral in acceleration G _y detected by lateral acceleration detecting means Preferably, the vehicle body roll component removing means extracts only the lateral acceleration component G _y ′ applied to the lateral movement (claim 10).
Further, the estimating means includes the steering angle δ _f , the yaw rate γ, the vehicle speed V detected by the steering angle detecting means, the yaw rate detecting means, and the vehicle speed detecting means, respectively, and the lateral acceleration estimated by the lateral acceleration estimating means. It is preferable to provide a main observer for estimating the above-mentioned lateral gradient disturbance of the vehicle, which is the state quantity, and other lateral disturbances from each state quantity with the acceleration component G _y ′.

According to the vehicle power steering apparatus of the first aspect of the present invention, the estimation means detects the vehicle detected by the vehicle speed detection means, the steering angle detection means, and the yaw rate detection means based on the vehicle steering-vehicle system model. From the vehicle speed V, the steering angle δ _f , the yaw rate γ, and the lateral acceleration component G _y ′ applied to the lateral movement of the vehicle that does not include the lateral acceleration component due to the vehicle body roll estimated by the lateral acceleration estimating means, The lateral disturbance is estimated, and the control means corrects the steering assist torque generated by the actuator so as to suppress the lateral disturbance of the vehicle from the estimation result, so that the lateral disturbance does not adversely affect the steering. Steering assist can be performed. In particular, since the lateral acceleration estimation means estimates only the lateral acceleration component applied to the lateral movement of the vehicle without including the lateral acceleration component due to the vehicle body roll of the vehicle, the lateral movement of the vehicle does not include the lateral acceleration component due to the vehicle body roll. Thus, the lateral disturbance can be estimated based only on the lateral acceleration component G _y ′, so that the steering system of the vehicle can be controlled appropriately.

According to the vehicle power steering apparatus of the second aspect of the present invention, in the lateral acceleration estimating means, the lateral acceleration estimating observer detects the yaw rate γ detected by the yaw rate detecting means, the vehicle speed V detected by the vehicle speed detecting means, From each state quantity of the lateral speed v estimated by the lateral speed estimation means and the lateral disturbance φ _rb estimated by the road surface gradient disturbance estimation means, a lateral acceleration component applied to the lateral movement of the vehicle as a state quantity Therefore, it is possible to reliably estimate the lateral acceleration component related to the lateral movement of the vehicle.

According to the vehicle power steering apparatus of the present invention of claim 3, the lateral acceleration estimation means, by body roll component removing means, the lateral acceleration component due to body roll from within the lateral acceleration G _y detected by lateral acceleration detecting means Since only the lateral acceleration component G _y ′ applied to the lateral movement of the vehicle is extracted, the lateral acceleration component applied to the lateral movement of the vehicle can be reliably estimated.

According to the vehicle power steering apparatus of the fourth aspect of the present invention, the estimating means includes the steering angle δ _f and the yaw rate γ detected by the main observer by the steering angle detecting means, the yaw rate detecting means, and the vehicle speed detecting means, respectively. Since the above-described lateral gradient disturbance and other lateral disturbances of the vehicle, which are the state quantities, are estimated from the state quantities of the vehicle speed V and the lateral acceleration component G _y ′ estimated by the lateral acceleration detecting means, steering is performed. Steering assist control can be performed so as to eliminate only disturbances that interfere with the above.

According to the vehicle power steering apparatus of the fifth aspect of the present invention, the correcting means applies the actuator so as to mainly suppress the other lateral disturbances among the lateral disturbances of the vehicle based on the estimation result by the estimating means. Since the steering assist torque is corrected, it is possible to perform the steering assist control so as to eliminate only disturbances that interfere with steering.
In other words, the side slope disturbance φ _rb caused by the side slope of the road surface provided to enable smooth travel on curved roads is not caused by suppressing the influence, but caused by other side winds or narrow roads. For example, disturbances that affect the vehicle behavior and interfere with steering (other lateral disturbances) can be suppressed. For example, while ensuring smooth running performance on curved roads, It becomes possible to suppress the influence and improve active safety.

According to the vehicle power steering apparatus of the sixth and seventh aspects of the present invention, steering assist can be appropriately performed.
According to the vehicle disturbance estimation device of the present invention of claim 8, the estimation unit detects the vehicle detected by the vehicle speed detection unit, the steering angle detection unit, and the yaw rate detection unit based on the vehicle steering-vehicle system model. The lateral disturbance of the vehicle is estimated from the vehicle speed V, the steering angle δ _f , the yaw rate γ, and the lateral acceleration component G _y ′ applied to the lateral movement of the vehicle estimated by the lateral acceleration estimating means. Since the lateral acceleration estimating means estimates only the lateral acceleration component G _y ′ applied to the lateral movement of the vehicle without including the lateral acceleration component due to the vehicle body roll of the vehicle, the lateral direction of the vehicle not including the lateral acceleration component due to the vehicle body roll is estimated. The lateral disturbance can be estimated based only on the lateral acceleration component G _y ′ applied to the motion, and the vehicle steering system can be appropriately controlled.

According to the vehicle disturbance estimation device of the present invention of claim 9, in the lateral acceleration estimation means, the yaw rate γ detected by the yaw rate detection means by the lateral acceleration estimation observer, the vehicle speed V detected by the vehicle speed detection means, From each state quantity of the lateral speed v estimated by the lateral speed estimation means and the lateral disturbance φ _rb estimated by the road surface gradient disturbance estimation means, a lateral acceleration component applied to the lateral movement of the vehicle as a state quantity Therefore, it is possible to reliably estimate the lateral acceleration component related to the lateral movement of the vehicle.

According to the vehicle disturbance estimation apparatus of the present invention of claim 10, the lateral acceleration estimation means, by body roll component removing means, the lateral acceleration component due to body roll from within the lateral acceleration G _y detected by lateral acceleration detecting means Since only the lateral acceleration component G _y ′ applied to the lateral movement of the vehicle is extracted, the lateral acceleration component applied to the lateral movement of the vehicle can be reliably estimated.
According to the vehicle disturbance estimation apparatus of the present invention of claim 11, the estimation means includes the steering angle δ, the yaw rate γ, and the vehicle speed detected by the main observer by the steering angle detection means, the yaw rate detection means, and the vehicle speed detection means, respectively. From the state quantities of V and the lateral acceleration component G _y ′ estimated by the lateral acceleration detecting means, the lateral gradient disturbance of the vehicle and other lateral disturbances, which are the state quantities, are estimated. It is possible to perform the steering assist control so as to eliminate only disturbances that are disturbing.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
[First Embodiment]
First, the first embodiment will be described. FIGS. 1 to 9 show a vehicle power steering apparatus and a vehicle disturbance estimation apparatus as the first embodiment of the present invention, and will be described based on these drawings.

  As shown in FIG. 1, the power steering apparatus for a vehicle according to the present embodiment includes an electric motor (here, a DC motor) 11 as a steering actuator, detects the steering operation state of the vehicle and the state of the vehicle, and detects these. A target steering assist amount is set by an ECU (electronic control unit) 30 from the detection result, and the DC motor 11 is controlled so as to obtain this target steering assist amount.

  For example, as shown in FIG. 4, the DC motor 11 includes a steering system (here, rack and pinion 3) including a steering wheel 1, a steering shaft 2, a rack and pinion 3, a tie rod 4, steering wheels (front wheels) 5L, 5R, and the like. ). Of course, this apparatus can be applied not only to the pinion type electric power steering but also to the case where a small motor is added to the hydraulic power steering or the rack assist type electric power steering.

Further, as means for detecting the steering operation state and the vehicle state, a steering wheel angular velocity sensor 21 as steering speed detection means (front wheel steering angular speed detection means) for detecting a steering angular speed (front wheel steering angular speed) ω _{f_s} , and a steering angle (front wheel) A steering angle sensor 22 as a steering angle detection means (front wheel steering angle detection means) for detecting δ _{f_s} , a yaw rate sensor (yaw angular velocity sensor) 23 as a yaw rate detection means for detecting the yaw rate γ _s of the vehicle, _Vehicle speed detecting means (vehicle speed sensor) 25 for detecting the vehicle speed V and steering torque detecting means (steering torque sensor) 26 for detecting a steering torque (input steering torque) _{Th_s} applied by the driver through the steering wheel (steering wheel) are provided. .

The ECU 30 includes, as functional elements, a basic steering assist amount calculation unit (electric power steering control calculation unit) 31 that calculates a basic steering assist amount (basic assist torque) T _{m_base,} and an estimation that estimates lateral disturbance applied to the vehicle. The main observer 32 as a means and a correction means for calculating a steering assist correction amount (assist torque correction amount) corresponding to a disturbance component applied to the steering system and correcting the steering assist amount (disturbance suppression control amount) in accordance with this. (Disturbance suppression correction means) 33 and a sub-observer (lateral acceleration estimation observer) 37 as a lateral acceleration estimation means for estimating a lateral acceleration (lateral G) which is a state quantity used for calculation of the main observer 32 are provided.

The electric power steering control calculation unit 31 calculates a basic steering assist amount (basic assist torque) T _{m_base} based on the input steering torque _{Th_s} detected by the steering torque detection means 26 and the vehicle speed V detected by the vehicle speed detection means 25. To do.
The sub-observer 37 estimates only the lateral acceleration component applied to the lateral motion of the vehicle without including the lateral acceleration component due to the vehicle body roll of the vehicle, and is applied to the lateral motion of the vehicle not including the lateral acceleration component due to the vehicle body roll. The lateral disturbance can be estimated based only on the lateral acceleration component, and the vehicle steering system can be controlled appropriately.

Here, as shown in FIG. 3, the sub-observer 37 includes the yaw rate γ detected by the yaw rate sensor 23, the vehicle speed V detected by the vehicle speed sensor 25, and the lateral speed estimation function (lateral speed) of the main observer 32. The lateral velocity differential value dv / dt estimated by the estimation means) (hereinafter, the differential value is denoted by “′”, for example, “v ′”), and the road surface gradient disturbance estimation function of the main observer 32 The vehicle body angle is estimated from each state quantity of the side slope disturbance φ _rb estimated by the (road slope disturbance estimating means), and further, the vehicle is a state quantity from the estimated roll and the measured value of the lateral acceleration. The lateral acceleration component applied to the lateral motion of is estimated.

In other words, the sub-observer 37 multiplies the detected yaw rate γ and the detected vehicle speed V, adds a differential value _{v_e} ′ of the estimated lateral speed (lateral speed) to this, and further estimates The vehicle body roll θ is estimated from the subtracted lateral gradient disturbance φ _{rb_e} , and a value Kθ obtained by multiplying the roll K by the gain K is subtracted from the measured value G _y of the lateral acceleration sensor, whereby the vehicle body roll due to the vehicle body roll It is possible to obtain a lateral acceleration component G _y ′ (= G _y — _s −gθ) applied to the lateral movement of the vehicle without including an acceleration component.

In observer 32, based on the front wheel steering angle detecting means 22, the yaw rate detecting means 23, the lateral acceleration detecting means 24, a vehicle speed detecting means 25 in each detected the front wheel steering angle [delta] _{f_s,} yaw rate gamma _s, the lateral acceleration G _{y_s,} the vehicle speed V Lateral disturbance applied to the vehicle, etc. [specifically, estimated yaw moment disturbance as disturbance other than lateral gradient disturbance of the vehicle (estimated value of yaw moment disturbance φ _mo trying to rotate the vehicle by lateral force) φ _{mo_e} , estimated lateral gradient disturbance value (estimated value of lateral gradient disturbance φ _rb acting on the vehicle due to the lateral inclination of the road surface) φ _{rb_e} , estimated lateral velocity value v _e , estimated yaw rate value γ _e ]. This embodiment includes a function (estimating means) for estimating the lateral disturbance and the like, the front wheel steering angle detecting means 22, the yaw rate detecting means 23, the vehicle speed detecting means 25, and the sub-observer (lateral acceleration estimating means) 37 as the present embodiment. The vehicle disturbance estimation apparatus is configured.

The correction means 33 includes a steering assist correction amount calculation unit (disturbance suppression control calculation unit) 34 for calculating a correction steering assist amount (correction assist torque) T _{m_add} , and the correction assist torque T _{m_add} is added to the basic assist torque T _{m_base.} And an adder 35 to be provided.
The steering assist correction amount calculation unit 34 is a yaw moment disturbance estimated value (hereinafter, also simply referred to as a moment disturbance estimated value) φ _{mo_e} , a lateral gradient disturbance estimated value φ _{rb_e} , a lateral velocity estimated value v _e , estimated by the observer 32. The yaw rate estimated value γ _e , the front wheel steering angular speed ω _{f_s} detected by the front wheel steering angular speed detection means 21, the front wheel steering angle δ _{f_s} detected by the front wheel steering angular speed detection means 21, and the vehicle speed detected by the vehicle speed detection means 25. Based on V, a correction assist torque T _{m_add} corresponding to a disturbance component applied to the steering system is calculated.

That is, the steering assist correction amount calculation unit 34 multiplies the front wheel steering angular velocity ω _{f_s} by the gain K _ω to multiply the front wheel steering angular velocity correspondence correction amount (= K _ω ω _{f_s} ), and multiplies the front wheel steering angle δ _{f_s} by the gain K _δ. front wheel steering angle corresponding correction amount ₍₌ K δ ω _{f_s),} lateral velocity corresponding correction amount in the horizontal velocity estimate v _e is multiplied by a gain _{K v (= K v v e} ) a gain K to the yaw rate estimated value gamma _e yaw rate-dependent correction amount by multiplying the _gamma a (= K _{γ γ e),} respectively calculated by the correction amount of the sum _{T m_fb (= K ω ω f_s} + K δ ω f_s + K v v e + K γ γ e) The base assist torque T _{m_base} is feedback corrected.

The moment disturbance estimated value φ _{mo_e} is multiplied by a gain K _{Φ_mo} to calculate a lateral disturbance corresponding correction amount T _{m_mo} (= K _{Φ_mo} φ _{mo_e} ), and the basic assist torque T _{m_base} is feed-forward corrected using the correction amount T _{m_mo.} . As shown in FIG. 1, a lateral gradient disturbance corresponding correction amount T _{m_rb} (= _{KΦ_rb} φ _{rb_e} ) is calculated by multiplying the lateral gradient disturbance estimated value φ _{rb_e} by a gain K _{Φ_rb} (= small value). While the basic assist torque T _{M_base} may be feedforward correction by the amount, basically, in accordance with only the moment the disturbance estimated value phi _{Mo_e,} as the influence of the lateral disturbance is eliminated, the basic assist torque T _{M_base} It is important to correct feedforward.

Therefore, the control system is configured to suppress only the influence of the moment disturbance among the lateral gradient disturbance and the moment disturbance separated by the estimation of the observer 32.
That is, as shown in FIG. 5, in general, the lateral slope of the road on the curved road is provided to cancel the centrifugal force generated by turning the curve and facilitate turning on the curve. In addition, the lateral slope on the straight road is a small value of about 2-3%, but is provided for drainage. In the observer 32, the control system is configured so as to suppress only the influence of the lateral wind disturbance by excluding such a lateral gradient disturbance from the disturbance disturbance target among the lateral disturbances.

When the estimation by the observer 32 is further described, the relationship of each variable related to the DC motor 11 can be modeled in a control block as shown in FIG.
The parameters in FIGS. 1 to 3 are shown in Table 1 below.

  From the relationship shown in FIG. 2, the following equation (A1) is derived as an observer state equation.

In the above formula (A1), the gains a ₁₁ , a ₁₂ , a ₂₁ , a ₂₂ , b ₁ , b ₂ are all determined according to the vehicle speed, and the gains l ₁₁ , l ₁₂ , l ₂₁ , l ₂₂ , l _{31 are determined.} , L ₃₂ , l ₄₁ , and l ₄₂ can be set to appropriate values by mathematical calculation in consideration of the frequency characteristics of the motor.
Therefore, in the observer 32, the state velocity estimated value v _e , the yaw rate estimated value r _e, and the moment disturbance estimated value are set with the front wheel rudder angle δ _{f — s} , yaw rate γ _s , lateral acceleration G _y ′, and vehicle speed V as input amounts. Each state quantity of φ _{mo_e} and lateral gradient disturbance estimated value φ _{rb_e} can be estimated.

Here, the observer 32 for estimating the lateral gradient disturbance and the moment disturbance will be described in more detail.
In designing the observer 32, it is necessary to construct a robust lateral control system, which is based on the following assumptions (a) to (d).
(A) The sensor signal assumes a steering angle, a steer torque, a yaw rate, and a lateral acceleration.
(B) Non-linearity of tire and suspension is not considered.
(C) Since a control system that is robust against lateral disturbance is designed, no driver operation is assumed (Th = 0).
(D) Since a lateral force disturbance other than the gradient generated in the vehicle is not assumed, the lateral force disturbance other than the gradient is included in the moment disturbance estimated value.

  As shown in FIG. 6, the actual steering system includes a mechanical system and a DC motor system. The inertial system is composed of a steering wheel, a DC motor, and a tire, and the elastic system is composed of a torsion bar and a tire. Here, when a differential equation is built around the kingpin, the following equations (1) to (3) are obtained.

Here, the [delta] _f the front wheel actual steering angle, alpha is the steering wheel angle (the column axis), T _s is the self-Alai Schimmelpenninck torque from the road surface, T _m is the additional torque of the DC motor, T _h is the driver torque (torque sensor value ). The system parameters I _s , C _s , N _t , N _m , and K _t are described in Table 1 above.
Here, the front wheel actual steering angle δ _f can be measured from the driver torque _Th and the steering wheel angle α, which are sensor values.

  When the previous equation (2) is modified, the following equation (4) is obtained.

Furthermore, here, a two-wheel model as shown in FIG. 7 is a vehicle model. If the front wheel actual steering angle δ _f is defined as a system input, the equation of motion of the vehicle system of this model can be described as follows.

Here, v is a lateral velocity of the vehicle, γ is a yaw rate of the vehicle, φ _rb is a lateral gradient disturbance, and φ _mo is a moment disturbance. The system parameters I _s , C _s , N _t , N _m , and K _t are listed in Table 1 above.
The above equations (5) and (6) showing differential equations representing the lateral movement and yaw movement of the vehicle are generally well known.
These moment disturbance φ _mo and lateral gradient disturbance φ _rb are given as external inputs to equations (5) and (6), but cannot be directly measured. Therefore, as a countermeasure against these lateral disturbances, as shown in FIG. 8, the disturbance is estimated by an observer (main observer), and the controller (control command system in the ECU 30) approximates the influence of the disturbance by a feedforward loop. The control method to cancel was taken. This method is equivalent to integral control when the disturbance is a constant value. A lateral acceleration sensor value, which is an output signal to be measured, is expressed by a vehicle state quantity and a lateral gradient disturbance φ _rb as shown in the following equation, but does not include a moment disturbance φ _mo . Note that the controller 30 feeds back each state quantity of the vehicle for disturbances other than lateral disturbances to suppress the influence of the disturbances.

By the way, the lateral acceleration estimated value G _y ′ is expressed by the equation (7) on the flat road s having no right and left gradients, but the lateral gradient disturbance φ _rb . Is included, equation (8) is obtained.

The above equations (7) and (8) indicate that the two lateral disturbances φ _mo and φ _rb can be separated, and the equations (5), (6), and (8) are arranged as follows. The equation of state is obtained.

Here, in order to design an observer that simultaneously estimates the unknown state quantity v and the lateral disturbances φ _mo and φ _rb , the two lateral disturbances φ _mo and φ _rb are expanded as state quantities as shown in the following equation. Define the model.

In the above equations (11) and (12), the rank (rank [C CA... CA ⁿ⁻¹ ] ^T ) of the coefficient matrices A and C (lower equations) of v, γ, φ _mo and φ _rb is the number of states. Since (state type) n is satisfied, it is observable, and the unknown state quantity v and unknown disturbances φ _mo and φ _rb can be estimated by the observer. Here, v, γ, φ _mo , and φ _rb are estimation results, and the following L is an estimation gain matrix.

A block diagram of such an observer is schematically shown in FIG.
In the linear robust control, when a fourth-order differential equation is applied as a control target model, the fourth-order model is obtained by using two state variables of the steering system model, the front wheel actual steering angle δ _f , the front wheel actual steering angular velocity ω _f and the vehicle. It is composed of two state variables of the system, the lateral velocity v and the yaw rate γ. Here, the disturbances φ _mo and φ _rb are given to the controlled object as external inputs. Note that the driver torque in the previous equation (1) is assumed to be zero (T _h = 0).

  The robust control system includes a state feedback loop and a disturbance suppression feedforward loop. The state feedback loop ensures sufficient system response and stability. The disturbance suppression feedforward loop suppresses the influence of the crosswind disturbance in the steady state. The control input in equation (14) is determined by the following equation.

Here, [K _ω , K _δ , K _v , K _γ ] is a state feedback gain, which is obtained by LG control theory. The state feedback loop is mainly aimed at stabilizing the system. The front wheel actual steering angular velocity ω _f can be calculated from the additional voltage and current of the motor. The front wheel actual steering angle δ _f is obtained from the previous equation (4).
As described above, v, φ _mo and φ _rb are estimated from the disturbance observer. On the other hand, the disturbance suppression feedforward loop is intended to reduce the influence of yaw motion generated in the vehicle due to crosswinds, etc. Specifically, the steady value of the yaw rate generated by the moment disturbance estimated value φ _{mo_e} is set to zero. Determine the feed forward gain. When determining this feedforward gain k _ff , it is assumed that φ _rb = 0 in equation (14).

  From the above assumption, the following equation of state is obtained.

  In the steady state (dx / dt = 0), the equation (18) is transformed as the following equation.

Here, δ _fss , v _ss and γ _ss are steady values of δ _f , v and γ with respect to φ _mo . Therefore, the following equation that directly solves this equation is obtained.

Here, since the control amount has a steady value of 0, γ _ss = 0 can be set. Therefore, the following equation (21) can be derived.

Expression (21) can be modified as the following expression (21 ′), and the feedforward gain K _ff (= _{KΦ_mo} ) is obtained from the following expression (22).

Since the vehicle power steering apparatus according to the first embodiment of the present invention is configured as described above, the steering assist correction means (the steering assist correction amount calculation unit 34 and the calculation unit 35) 33 supports the front wheel steering angular speed. correction amount ₍₌ K ω ω _{f_s),} front wheel steering angle corresponding correction amount ₍₌ K δ ω _{f_s),} lateral velocity corresponding correction amount (= K _{v v e),} the addition of the yaw rate corresponding correction amount ₍₌ K γ γ _e) the basic assist torque T _{M_base} well as the feedback correction by the value _{T m_fb (= K ω ω f_s} + K δ ω f_s + K v v e + K γ γ e), the lateral disturbance corresponding correction amount _{T m_mo (= K Φ_mo φ mo_e} ) because feed forward correcting the basic assist torque _T m_base, steering assist torque from among the lateral disturbance lateral disturbance removal of the horizontal gradient disturbance (crosswind disturbance) phi controls the electric motor so as to suppress the _mo It can give. As a result, it is possible to improve the active safety by suppressing the influence of the cross wind disturbance on the steering while ensuring the smooth running performance on the curved road.

Moreover, since the observer 32 of the estimation means estimates the lateral disturbance of the vehicle by using only the lateral acceleration component related to the lateral movement of the vehicle without including the lateral acceleration component due to the vehicle body roll of the vehicle, The lateral disturbance can be estimated based only on the lateral acceleration component related to the lateral motion of the vehicle that does not include the lateral acceleration component due to the vehicle body roll, and the vehicle steering system can be controlled appropriately.

[Second Embodiment]
Next, a second embodiment will be described. FIGS. 10 and 11 show a vehicle power steering apparatus and a vehicle disturbance estimation apparatus as a second embodiment of the present invention, which will be described based on these drawings. .
This embodiment is different in lateral acceleration estimating means 38 for estimating the lateral acceleration (lateral G) G _y ′ of the vehicle, which is a state quantity used for the calculation of the main observer 32.
Lateral acceleration estimating unit 38 of the present embodiment, as shown in FIG. 10, a lateral acceleration sensor (lateral acceleration estimating unit) 24, includes a lateral acceleration G _y detected by lateral acceleration sensor 24 in the lateral acceleration G _y The lateral G correction means (lateral acceleration correction means) 39 for removing the lateral acceleration component by the vehicle body roll of the vehicle.

As shown in FIG. 11, in the lateral G correction means 39, the correction coefficient [(I _s ² + C _s + k ₂ ) / (I _s ² + C _s + k ₁ )] is added to the lateral acceleration G _y detected by the lateral acceleration sensor 24. the multiplied, to give a body roll theta, which is multiplied the gain g, to obtain a lateral acceleration component gθ by body roll, the vehicle body from the vehicle body lateral acceleration G _y containing lateral acceleration component due to body roll By subtracting the lateral acceleration component gθ due to the roll, the lateral acceleration component G _y ′ relating to the lateral movement of the vehicle is obtained without including the lateral acceleration component due to the vehicle body roll of the vehicle. Here, I _s is an equivalent moment of inertia of the steering system (see Table 1), C _s is an equivalent damping coefficient C _s of the steering system (see Table 1), and k ₁ and k ₂ are gains.
In the present embodiment, the configuration other than the lateral acceleration estimating means 38 is the same as in the first embodiment.

The electric power steering apparatus according to the second embodiment of the present invention, which is configured as described above, the steering assist correction unit 33, a front wheel steering angular velocity corresponding correction amount ₍₌ K ω ω _{f_s),} front wheel steering angle corresponding correction amount ₍₌ K δ ω _{f_s),} lateral velocity corresponding correction amount (= K _{v v e),} the yaw rate corresponding correction amount ₍₌ K γ γ _e) the added value _{T m_fb (= K ω ω f_s} + K δ ω f_s + K _{v v e + K γ γ e} ) the basic assist torque T _{M_base} well as the feedback correction by, the lateral disturbance corresponding correction amount _{T m_mo (= K Φ_mo φ mo_e} ) the basic assist torque T _{M_base} because feedforward correction, lateral A steering assist torque can be applied by controlling the electric motor so as to suppress a lateral disturbance (such as a lateral wind disturbance) φ _mo obtained by removing the lateral gradient disturbance from the disturbance. As a result, it is possible to improve the active safety by suppressing the influence of the cross wind disturbance on the steering while ensuring the smooth running performance on the curved road.

Moreover, since the observer 32 of the estimation means estimates only the lateral acceleration component applied to the lateral movement of the vehicle without including the lateral acceleration component due to the vehicle body roll when estimating the lateral disturbance of the vehicle, the body roll The lateral disturbance can be estimated based only on the lateral acceleration component related to the lateral movement of the vehicle that does not include the lateral acceleration component due to the above, and the steering system of the vehicle can be appropriately controlled.
[Third Embodiment]
Next, a third embodiment will be described. FIGS. 12 and 13 show a vehicle power steering device and a vehicle disturbance estimation device as a third embodiment of the present invention, which will be described based on these drawings. .

In the first embodiment, a lateral force disturbance other than the gradient generated in the vehicle is not assumed, and a lateral force disturbance other than the gradient is considered to be included in the estimated moment disturbance. Although the yaw moment disturbance φ _mo as a lateral disturbance) is estimated, in this embodiment, the yaw moment disturbance generated in the vehicle is not assumed, and disturbances other than the lateral gradient disturbance of the vehicle (other lateral disturbances) As a result, the lateral force disturbance φ _CW is estimated.

For this reason, this apparatus is comprised as shown in FIG. Disturbances other than the lateral gradient disturbance of the vehicle are different from the first embodiment.
Further, the lateral acceleration estimating means is configured by an observer 37 (see FIG. 3) similar to that of the first embodiment.
The observer 32 can be modeled into a control block as shown in FIG. The parameters in FIGS. 12 and 13 are shown in Table 1 above.

  Further, from the relationship shown in FIG. 13, the following equation (A2) is derived as an observer state equation.

In the above formula (A2), the gains a ₁₁ , a ₁₂ , a ₂₁ , a ₂₂ , b ₁ , b ₂ are all determined according to the vehicle speed, and the gains l ₁₁ , l ₁₂ , l ₂₁ , l ₂₂ , l _{31 are determined.} , L ₃₂ , l ₄₁ , and l ₄₂ can be set to appropriate values by mathematical calculation in consideration of the frequency characteristics of the motor.
Thus, the observer 32, the front wheel steering angle [delta] _{f_s,} yaw rate gamma _s, the lateral acceleration G _{y_s,} as an input variable to each state quantity of the vehicle speed V, the lateral velocity estimated value v _e and yaw rate estimated value gamma _e and the lateral force estimated disturbance value Each state quantity of φ _{cw_e} and lateral gradient disturbance estimated value φ _{rb_e} can be estimated.

Since the electric power steering apparatus as the third embodiment of the present invention is configured as described above, the steering assist correction means (the steering assist correction amount calculation unit 34 and the calculation unit 35) 33 corrects the front wheel steering angular velocity corresponding correction. the amount ₍₌ K ω ω _{f_s),} front wheel steering angle corresponding correction amount ₍₌ K δ δ _{f_s),} lateral velocity corresponding correction amount (= K _{v v e),} the yaw rate corresponding correction amount adding value ₍₌ K γ γ _e) the basic assist torque T _{M_base} well as the feedback correction by _{T m_fb (= K ω ω f_s} + K δ δ f_s + K v v e + K γ γ e), basic by the lateral force disturbance corresponding correction amount _{T m_cw (= K Φ_cw φ cw_e} ) since the assist torque T _{M_base} feedforward correction, lateral disturbance lateral force disturbance removal of the horizontal gradient disturbance from among (crosswind disturbance) and controls the electric motor so as to suppress the phi _cw giving steering assist torque Because, while ensuring smooth running performance of the curved road, by suppressing the influence of the transverse force disturbance to the steering (crosswind disturbance), it becomes possible to improve the active safety.

  Moreover, since the observer 32 of the estimation means estimates only the lateral acceleration component applied to the lateral movement of the vehicle without including the lateral acceleration component due to the vehicle body roll when estimating the lateral disturbance of the vehicle, the body roll The lateral disturbance can be estimated based only on the lateral acceleration component related to the lateral movement of the vehicle that does not include the lateral acceleration component due to the above, and the steering system of the vehicle can be appropriately controlled.

[Fourth Embodiment]
Next, a fourth embodiment will be described. FIGS. 14 to 18 show a vehicle power steering device and a vehicle disturbance estimation device as a fourth embodiment of the present invention, which will be described based on these drawings. .
In the first embodiment, a lateral force disturbance other than the gradient generated in the vehicle is not assumed, and a lateral force disturbance other than the gradient is considered to be included in the estimated moment disturbance, and the yaw as a disturbance other than the vehicle side gradient disturbance is considered. While estimating the moment disturbance phi _mo, in this embodiment, so as to assume both the lateral force disturbance phi _CW other than the yaw moment disturbance phi _mo and gradient occurring in the vehicle, to estimate these.

For this reason, this apparatus is comprised as shown in FIG. Disturbances other than the lateral gradient disturbance of the vehicle are different from the first embodiment.
Further, the lateral acceleration estimating means is configured by an observer 37 (see FIG. 3) similar to that of the first embodiment.
The observer 32 can be modeled into a control block as shown in FIGS. 15 and 16 to 18 (partially enlarged view of FIG. 15). The parameters in FIGS. 14 to 18 are shown in Table 1 above.

  Further, from the relationship shown in FIG. 15, the following equation (A3) is derived as an observer state equation.

In the above formula (A3), the gain _{a 11, a 12, a 21} , a 22, b 1, b 2 are both determined according to the vehicle speed, the gain l ₁₁ to l ₇₃ Any consideration of frequency characteristics of the motor Thus, an appropriate value can be set by mathematical calculation.
Thus, the observer 32, the front wheel steering angle [delta] _{f_s,} yaw rate gamma _s, the lateral acceleration G _{y_s,} as an input variable to each state quantity of the vehicle speed V, the lateral velocity estimated value v _e and yaw rate estimated value gamma _e and the lateral force estimated disturbance value Each state quantity of φ _{cw_e} , moment disturbance estimated value φ _{mo_e,} and lateral gradient disturbance estimated value φ _{rb_e} can be estimated.

Since the vehicle power steering apparatus according to the fourth embodiment of the present invention is configured as described above, the steering assist correction means (the steering assist correction amount calculation unit 34 and the calculation unit 35) 33 supports the front wheel steering angular speed. correction amount ₍₌ K ω ω _{f_s),} front wheel steering angle corresponding correction amount ₍₌ K δ δ _{f_s),} lateral velocity corresponding correction amount (= K _{v v e),} the addition of the yaw rate corresponding correction amount ₍₌ K γ γ _e) the basic assist torque T _{M_base} well as the feedback correction by the value _{T m_fb (= K ω ω f_s} + K δ δ f_s + K v v e + K γ γ e), lateral disturbance corresponding a correction amount corresponding to the lateral force disturbance phi _cw Based on the correction amount T _{m_cw} (= K _{Φ_cw} φ _{cw_e} ) and the lateral disturbance corresponding correction amount T _{m_mo} (= K _{Φ_mo} φ _{mo_e} ) corresponding to the moment disturbance φ _mo , the basic assist torque T _{m_base} is feedforward corrected. Because Since lateral disturbance to remove horizontal gradient disturbance among the disturbance phi _mo phi _cw, and controls the electric motor so as to suppress applies a steering assist torque, while ensuring smooth running performance of the curved road, the steering The active safety can be improved by suppressing the influence of the crosswind disturbance.

Moreover, since the observer 32 of the estimation means estimates only the lateral acceleration component applied to the lateral movement of the vehicle without including the lateral acceleration component due to the vehicle body roll when estimating the lateral disturbance of the vehicle, the body roll The lateral disturbance can be estimated based only on the lateral acceleration component related to the lateral movement of the vehicle that does not include the lateral acceleration component due to the above, and the steering system of the vehicle can be appropriately controlled.
(Other)
Although the embodiments of the present invention have been described above, the present invention is not limited to such embodiments, and various modifications can be made without departing from the spirit of the present invention.

For example, in the third and fourth embodiments described above, the lateral acceleration estimating means is configured by the observer 37 (see FIG. 3) similar to that of the first embodiment, but the lateral acceleration estimating means of each embodiment is As in the second embodiment, as shown in FIG. 11, the vehicle body of the vehicle included in the lateral acceleration G _y from the lateral acceleration G _y detected by the lateral acceleration sensor (lateral acceleration estimating means) 24 and the lateral acceleration sensor 24. You may comprise from the lateral G correction | amendment means (lateral acceleration correction means) 39 which removes the lateral acceleration component by a roll.

Further, the gains K _ω , K _δ , K _v , K _γ , K _{Φ_cw} , and K _{Φ_mo} can be appropriately set according to the vehicle speed so that the stability of the system and the steering feeling can be improved. is important.

It is a block diagram which shows the function structure of the power steering device for vehicles as 1st Embodiment of this invention. 1 is a block diagram of an observer that estimates a state quantity of a motor control system according to a vehicle power steering apparatus as a first embodiment of the present invention. FIG. It is a mimetic diagram explaining a power steering device for vehicles as a 1st embodiment of the present invention. It is a figure explaining the horizontal disturbance to the vehicle which drive | works, (a) is a typical top view of the vehicle which drive | works, (b) is a typical rear view of the vehicle which drive | works. It is a mimetic diagram showing a steering system model concerning a 1st embodiment of the present invention. It is a mimetic diagram showing a vehicle system model concerning a 1st embodiment of the present invention. It is a block diagram explaining steering control concerning a 1st embodiment of the present invention. It is a block diagram of an observer explaining steering control concerning a 1st embodiment of the present invention. It is a schematic diagram explaining correction | amendment of the vehicle parameter value concerning 1st Embodiment of this invention. It is a block diagram which shows the function structure of the power steering apparatus for vehicles as 2nd Embodiment of this invention. It is a block diagram of the observer which estimates the state quantity of the motor control system concerning the power steering device for vehicles as a 2nd embodiment of the present invention. It is a block diagram which shows the function structure of the power steering apparatus for vehicles as 3rd Embodiment of this invention. It is a block diagram of the observer which estimates the state quantity of the motor control system concerning the power steering device for vehicles as a 3rd embodiment of the present invention. It is a block diagram which shows the function structure of the power steering apparatus for vehicles as 4th Embodiment of this invention. It is a block diagram of the observer which estimates the state quantity of the motor control system concerning the power steering device for vehicles as a 4th embodiment of the present invention. FIG. 15 is a block diagram of a principal part of an observer for estimating a state quantity of a motor control system according to a vehicle power steering apparatus as a fourth embodiment of the present invention, and shows an enlarged portion P1 of FIG. FIG. 15 is a block diagram of a principal part of an observer for estimating a state quantity of a motor control system according to a vehicle power steering apparatus as a fourth embodiment of the present invention, and shows an enlarged portion P2 of FIG. FIG. 15 is a block diagram of a main part of an observer for estimating a state quantity of a motor control system according to a vehicle power steering apparatus as a fourth embodiment of the present invention, and shows an enlarged portion P3 of FIG.

Explanation of symbols

11 DC motor 21 Front wheel rudder angular velocity detection means (steering angular velocity detection means)
22 Front wheel rudder angle detecting means (steering angle detecting means)
23 Yaw rate detection means 24 Lateral acceleration detection means 25 Vehicle speed detection means 26 Steering torque detection means 30 Electronic control unit (ECU) as control means
31 Basic control amount setting unit (Electric power steering control calculation unit)
32 Estimation means (observer)
33 Correction means (disturbance suppression correction means)
34 Steering assist correction amount calculation unit (disturbance suppression control calculation unit)
35 Calculation unit 37, 38 Lateral acceleration estimation means

Claims (11)

An actuator mounted on a vehicle for applying steering assist torque to a steering system, vehicle speed detection means for detecting the vehicle speed of the vehicle, steering torque detection means for detecting steering torque applied to the vehicle, vehicle speed detection means, A power steering device comprising control means for controlling the actuator based on detection information from the steering torque detection means,
Steering angle detection means for detecting the steering angle of the vehicle;
Yaw rate detecting means for detecting the yaw rate of the vehicle;
Lateral acceleration estimation means for estimating only the lateral acceleration component applied to the lateral movement of the vehicle without including the lateral acceleration component due to the vehicle body roll of the vehicle;
The vehicle speed V, the steering angle δ _f , the yaw rate γ, and the lateral acceleration estimation detected by the vehicle speed detecting means, the steering angle detecting means, and the yaw rate detecting means, respectively, based on the vehicle steering-vehicle system model. From the lateral acceleration component G _y ′ applied to the lateral movement of the vehicle that does not include the lateral acceleration component due to the vehicle body roll of the vehicle estimated by the means, the lateral acceleration of the vehicle is determined by the lateral acceleration of the vehicle body roll. Estimating means for estimating a lateral disturbance of the vehicle based only on a lateral acceleration component G _y ′ applied to the lateral movement of the vehicle excluding the component ;
The control means, characterized in that it includes a correction means for correcting the steering assist torque to be generated from the estimation result by the estimating means, to said actuator so as to suppress the lateral disturbance of the vehicle, Power steering device for vehicles. The lateral acceleration estimating means includes
Lateral speed estimation means for estimating the lateral speed v of the vehicle;
Road gradient disturbance estimation means for estimating a lateral disturbance φ _rb of the vehicle according to the road gradient;
The yaw rate γ detected by the yaw rate detecting means, the vehicle speed V detected by the vehicle speed detecting means, the lateral speed v estimated by the lateral speed estimating means, and the road surface gradient disturbance estimating means estimated A lateral acceleration estimation observer for estimating a lateral acceleration component G _y ′ applied to the lateral movement of the vehicle, which is the state quantity, from each state quantity with the lateral disturbance φ _rb is provided. Item 2. A power steering apparatus for a vehicle according to Item 1. The lateral acceleration estimating means includes
Lateral acceleration detecting means for detecting lateral acceleration of the vehicle;
It comprises vehicle body roll component removal means for removing only the lateral acceleration component G _y ′ applied to the lateral movement of the vehicle by removing the lateral acceleration component due to the vehicle body roll from the lateral acceleration G _y detected by the lateral acceleration detection means. The power steering apparatus for a vehicle according to claim 1, wherein The estimation means includes a steering angle δ _f , a yaw rate γ, a vehicle speed V detected by the steering angle detection means, the yaw rate detection means, and the vehicle speed detection means, respectively, and a lateral acceleration component estimated by the lateral acceleration estimation means. The main observer for estimating the lateral gradient disturbance of the vehicle, which is the state quantity, and other lateral disturbances from each state quantity with G _y ′ is provided. The power steering device for a vehicle according to any one of claims. The correction means corrects the steering assist torque applied by the actuator so as to mainly suppress the other lateral disturbance of the lateral disturbance of the vehicle from the estimation result by the estimation means. The power steering device for a vehicle according to claim 4. A steering angular velocity detecting means for detecting the steering angular velocity ω _{f of the} vehicle;
The estimating means is configured to further estimate the yaw rate γ and the lateral velocity v of the vehicle,
The correction means includes a steering angular speed ω _f , a steering angle δ _f , a vehicle speed V detected by the steering angular speed detection means, the steering angle detection means, and the vehicle speed detection means, respectively, and the yaw rate γ estimated by the estimation means. And a lateral velocity v, a first correction torque is calculated, a second correction torque is calculated from the lateral gradient disturbance estimated by the estimating means and other lateral disturbances, and the first correction torque and 6. The vehicle power steering apparatus according to claim 4, wherein the steering assist torque is corrected based on the second correction torque. The correction means calculates the first correction torque by multiplying each of the steering angle δ _f , the steering angular speed ω _f , the yaw rate γ, and the lateral speed v by a gain set in accordance with the vehicle speed V. In addition, the second correction torque is calculated by multiplying each of the lateral gradient disturbance and the other lateral disturbance by a gain set in accordance with the vehicle speed V, and the first correction torque and the second correction torque are calculated. The vehicle power steering apparatus according to any one of claims 4 to 6, wherein the steering assist torque is corrected based on the torque. Steering angle detection means for detecting the steering angle of the vehicle;
Yaw rate detecting means for detecting the yaw rate of the vehicle;
Lateral acceleration estimation means for estimating only the lateral acceleration component applied to the lateral movement of the vehicle without including the lateral acceleration component due to the vehicle body roll of the vehicle;
The vehicle speed V, the steering angle δω _f and the yaw rate γ detected by the vehicle speed detecting means, the steering angle detecting means, and the yaw rate detecting means based on the steering-vehicle system model of the vehicle, and the lateral acceleration From the lateral acceleration component G _y ′ applied to the lateral movement of the vehicle that does not include the lateral acceleration component due to the vehicle body roll estimated by the estimation means, the lateral acceleration of the vehicle is determined by the lateral acceleration due to the vehicle body roll. Vehicle disturbance estimation characterized by comprising estimation means for estimating the lateral disturbance of the vehicle based only on the lateral acceleration component G _y ′ applied to the lateral movement of the vehicle excluding the component apparatus. The lateral acceleration estimating means includes
Lateral speed estimation means for estimating the lateral speed v of the vehicle;
Road gradient disturbance estimation means for estimating the lateral disturbance φ _rb of the vehicle according to the road gradient;
The yaw rate γ detected by the yaw rate detecting means, the vehicle speed V detected by the vehicle speed detecting means, the lateral speed v estimated by the lateral speed estimating means, and the road surface gradient disturbance estimating means estimated _9. A lateral acceleration estimation observer for estimating a lateral acceleration component related to the lateral movement of the vehicle, which is the state quantity, from each state quantity with the lateral disturbance φ _rb is provided. Vehicle disturbance estimation device. The lateral acceleration estimating means includes
Lateral acceleration detecting means for detecting lateral acceleration of the vehicle;
It comprises vehicle body roll component removal means for removing only the lateral acceleration component G _y ′ applied to the lateral movement of the vehicle by removing the lateral acceleration component due to the vehicle body roll from the lateral acceleration G _y detected by the lateral acceleration detection means. The vehicle disturbance estimation device according to claim 8, wherein The estimation means includes a steering angle δ _f , a yaw rate γ and a vehicle speed V detected by the steering angle detection means, the yaw rate detection means, and the vehicle speed detection means, respectively, and a lateral acceleration component estimated by the lateral acceleration estimation means. 11. A main observer for estimating a lateral gradient disturbance of the vehicle, which is a state quantity, and other lateral disturbances from each state quantity with G _y ′, comprising: The vehicle disturbance estimation apparatus according to any one of the preceding claims.