System and method of controlling motor-driven power steering

Abstract

A system and a method of controlling a motor-driven power steering are disclosed. A basic steering torque assist compensation is made according to a LOAM compensation logic under a steering condition such as steering of a steering wheel and holding of the steering wheel after steering, and an additional steering torque compensation is made to reduce the basic steering torque assist compensation amount when returning the steering wheel to the center or releasing the steering wheel in a restoring direction, thereby reducing steering effort felt by a driver when returning the steering wheel to the center or releasing the steering wheel in the restoring direction, and thus maintaining proper steering effort when a torque sensor of a high-performance vehicle fails.

Claims

1. A system for controlling a motor-driven power steering, the system comprising: a steering assist current determination device determining steering assist amount according to torsional moment of a torsion bar which varies depending on a vehicle speed; a loss of assist mitigation (LOAM) compensation device outputting basic steering torque assist compensation amount to a motor when a torque sensor fails; and a steering condition-dependent compensation amount determination device determining and outputting additional steering torque compensation amount to the motor to maintain or reduce the basic steering torque assist compensation amount, wherein the steering condition dependent compensation amount determination device determines gain or restoration torque, which varies depending on steering conditions including steering, holding, releasing, and returning to a center of a steering wheel, according to a difference (θ.sub.SAS−θ.sub.MOTOR) between a steering angle (θ.sub.SAS) detected by a steering angle sensor (SAS) and a motor angle (θ.sub.MOTOR) detected by a motor angle sensor, and wherein the steering condition dependent compensation amount determination device is configured to check whether an absolute value of the difference (θ.sub.SAS−θ.sub.MOTOR) between the θ.sub.SAS and the θ.sub.MOTOR is smaller than a reference angle to determine whether a signal of the SAS matches with a signal of the motor angle sensor, before the determining of the additional steering torque compensation amount.

2. The system of claim 1, further comprising: a final compensation amount confirmation device confirming the additional steering torque compensation amount, which is determined by the steering condition-dependent compensation amount determination device, by using vehicle movement information.

3. The system of claim 2, wherein the final compensation amount confirmation device checks accuracy of vehicle movement characteristics and outputs a gain for maintaining or reducing the additional steering torque compensation amount determined by the steering condition-dependent compensation amount determination device.

4. The system of claim 1, wherein the additional steering torque compensation amount is obtained by a multiplier multiplying a steering condition-dependent gain determined by the steering condition-dependent compensation amount determination device by the basic steering torque assist compensation amount.

5. A method of controlling a motor-driven power steering, the method comprising: checking whether a torque sensor fails; compensating basic steering torque assist by a loss of assist mitigation (LOAM) compensation device when the torque sensor is in a fail state; calculating additional steering torque assist compensation amount by a steering condition-dependent compensation amount determination device to maintain or reduce the basic steering torque assist compensation amount according to a steering condition of a steering wheel; and checking whether an absolute value of a difference between a steering angle (θ.sub.SAS) detected by a steering angle sensor (SAS) and a motor angle (θ.sub.MOTOR) detected by a motor angle sensor is smaller than a reference angle to determine whether a signal of the SAS matches with a signal of the motor angle sensor, before the calculating of the additional steering torque assist compensation amount.

6. The method of claim 5, wherein the compensating of the basic steering torque assist is performed by the LOAM compensation device that determines the basic steering torque assist compensation amount by using an assist torque map pre-established on the basis of vehicle movement information and outputs the basic steering torque assist compensation amount to the motor.

7. The method of claim 5, wherein when the difference between θ.sub.SAS and θ.sub.MOTOR is smaller than the reference angle, compensating of the additional steering torque assist compensation is performed according to the steering condition.

8. The method of claim 5, wherein the calculating of the additional steering torque assist compensation amount includes: determining a steering condition of the steering wheel including steering, holding, releasing, and returning to a center of the steering wheel, and determining a steering condition-dependent gain by the steering condition-dependent compensation amount determination device; and multiplying the determined steering condition-dependent gain by the basic steering torque assist compensation amount using a multiplier.

9. The method of claim 8, wherein the steering condition of the steering wheel is determined on basis of a driver torque, a system stiffness, and the difference (θ.sub.SAS−θ.sub.MOTOR) between θ.sub.SAS and θ.sub.MOTOR.

10. The method of claim 8, wherein, while steering the steering wheel which is one of the steering conditions, when the steering condition-dependent compensation amount determination device calculates and obtains a result that θ.sub.SAS is greater than θ.sub.MOTOR, the steering condition-dependent gain is determined to be 100% or close to 100%, and then the determined steering condition dependent gain 100% is multiplied by the basic steering torque assist compensation amount to obtain the additional steering torque compensation amount.

11. The method of claim 8, wherein, while holding the steering wheel after steering which is one of the steering conditions, when the steering condition-dependent compensation amount determination device calculates and obtains a result that θ.sub.SAS is greater than θ.sub.MOTOR, the steering condition-dependent gain is determined to be 100% or close to 100%, and then the determined steering condition-dependent gain 100% is multiplied by the basic steering torque assist compensation amount to obtain the additional steering torque compensation amount.

12. The method of claim 8, wherein, while releasing the steering wheel after steering which is one of the steering conditions, when the steering condition-dependent compensation amount determination device calculates and obtains a result that the difference between θ.sub.SAS and θ.sub.MOTOR is within a hysteresis value due to clearance and friction in a steering system, the steering condition-dependent gain is determined to be a value close to 0%, and then the determined steering condition-dependent gain (the value close to 0%) is multiplied by the basic steering torque assist compensation amount to obtain the additional steering torque compensation amount.

13. The method of claim 8, wherein, while returning the steering wheel to the center which is one of the steering conditions, when the steering condition-dependent compensation amount determination device calculates and obtains a result that the difference between θ.sub.SAS and θ.sub.MOTOR is equal to or smaller than −1°, the steering condition-dependent gain is determined to be a value close to 0%, and then the determined steering condition-dependent gain (the value close to 0%) is multiplied by the basic steering torque assist compensation amount to obtain the additional steering torque compensation amount.

14. The method of claim 5, further comprising: checking accuracy of vehicle movement characteristics by a final compensation amount confirmation device to maintain or reduce the additional steering torque compensation amount determined by the steering condition-dependent compensation amount determination device, and then outputting a gain by the final compensation amount confirmation device, the gain being to be multiplied by the additional steering torque compensation amount.

15. A non-transitory computer-readable medium storing computer-executable instructions, when executed by a processor, causing the processor to perform the method of claim 5.

16. A system for controlling a motor-driven power steering, the system comprising a processor configured to: determine steering assist amount according to torsional moment of a torsion bar which varies depending on a vehicle speed; output basic steering torque assist compensation amount to a motor when a torque sensor fails; determine and output additional steering torque compensation amount to the motor to maintain or reduce the basic steering torque assist compensation amount; and check whether an absolute value of a difference between a steering angle detected by a steering angle sensor (SAS) and a motor angle detected by a motor angle sensor is smaller than a reference angle to determine whether a signal of the SAS matches with a signal of the motor angle sensor, before the determining of the additional steering torque compensation amount.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) The above and other objects, features and other advantages of the present disclosure will be more clearly understood from the following detailed description when taken in conjunction with the accompanying drawings, in which:

(2) FIG. 1 is a schematic view illustrating a configuration of a motor-driven power steering (MDPS) system;

(3) FIG. 2 is a control block diagram of the MDPS system;

(4) FIG. 3 is a control block diagram of the MDPS system further including a loss of assist mitigation (LOAM) compensation device;

(5) FIG. 4 is a torque diagram when steering torque assist compensation is made by the LOAM compensation device of the MDPS system;

(6) FIG. 5 is a control block diagram illustrating a system for controlling an MDPS according to the present disclosure;

(7) FIG. 6 is a flowchart illustrating a method of controlling an MDPS according to the present disclosure;

(8) FIG. 7A is a diagram illustrating an example in which steering torque assist compensation is made according to the system and method of controlling the MDPS according to the present disclosure when steering and holding a steering wheel;

(9) FIG. 7B is a graph illustrating an example of map data determining gain for steering conditions;

(10) FIG. 8A is a view illustrating an example in which steering torque assist compensation is made according to the system and method of controlling the MDPS according to the present disclosure when releasing and returning a steering wheel to the center; and

(11) FIG. 8B is a graph illustrating an example of map data determining gain for steering conditions.

DETAILED DESCRIPTION

(12) Hereinbelow, an embodiment of the present disclosure will be described in detail with reference to the accompanying drawings.

(13) The accompanying drawing FIG. 5 is a control block diagram illustrating a system for controlling a motor-driven power steering (MDPS) according to the present disclosure.

(14) Generally, in a normal state in which a torque sensor does not fail, when vehicle speed detected by a vehicle speed sensor 22 and torsional moment (=steering torque=input torque to a torque sensor) of a torsion bar detected by a torque sensor 21 are input to a controller 20, a steering assist current determination device 20-1 of the controller 20 determines steering assist amount (=steering assist current) according to torsional moment of the torsion bar varying depending on vehicle speeds on the basis of a steering assist current determination logic, and then the steering assist current determination device 20-1 outputs the result to a motor 30, whereby steering torque assist compensation is made.

(15) However, when the torque sensor fails, so-called loss of assist mitigation (LOAM) compensation logic that provides a steering assist function is executed by the controller 20.

(16) To this end, as illustrated in FIG. 5, the controller 20 includes a LOAM compensation device 20-2 in addition to the steering assist current determination device 20-1.

(17) Thus, when the torque sensor 21 fails, the LOAM compensation device 20-2 of the controller 20 determines basic steering torque assist compensation amount (basic compensation amount) using an assist torque map pre-established on the basis of vehicle movement information, and the result is output to the motor 30, whereby steering assist can be easily performed in the case of general vehicles.

(18) The present disclosure is to reduce steering effort felt by a driver while returning a steering wheel to the center or releasing a steering wheel in a restoring direction in order to maintain the proper steering effort when a torque sensor of a high-performance vehicle fails as well as that of a general vehicle fails.

(19) To this end, the controller 20 according to the present disclosure includes: a steering condition-dependent compensation amount determination device 20-3 determining additional steering torque compensation amount (final compensation amount) to maintain or reduce the basic steering torque assist compensation amount determined by the LOAM compensation device 20-2; and a final compensation amount confirmation device 20-4 confirming the additional steering torque compensation amount (final compensation amount), which is determined by the steering condition-dependent compensation amount determination device 20-3, by using vehicle movement information.

(20) The steering condition-dependent compensation amount determination device 20-3 determines different gains or restoration torques (restoration amount) varying depending on steering conditions (for example, steering, holding, and returning to the center) of the steering wheel steered by the driver.

(21) The steering condition-dependent compensation amount determination device 20-3 determines gains or restoration torques (restoration amount) varying depending on steering conditions (for example, steering, holding, and returning to the center) according to a difference (θ.sub.SAS−θ.sub.MOTOR) between a real steering angle (θ.sub.SAS) detected by a steering angle sensor (SAS) while steering the steering wheel and a motor angle (θ.sub.MOTOR) made by operation of the motor and detected by a motor angle sensor while steering the steering wheel.

(22) Accordingly, a multiplier 24-5 multiplies a steering condition-dependent gain, which is determined by the steering condition-dependent compensation amount determination device 20-3, by the basic steering torque assist compensation amount (basic compensation amount), and the result is output.

(23) In other words, the steering condition-dependent gain, which is determined by the steering condition-dependent compensation amount determination device 20-3, is multiplied by the basic steering torque assist compensation amount (basic compensation amount), and thus the additional steering torque compensation amount (final compensation amount) is obtained and output to the motor 30.

(24) Alternatively, an adder 24-6 sums a steering condition-dependent restoration torque (torque for returning to the original position after steering the steering wheel) determined by the steering condition-dependent compensation amount determination device 20-3 and the basic steering torque assist compensation (basic compensation amount), and thus the additional steering torque compensation amount (final compensation amount) is obtained and output to the motor 30.

(25) The final compensation amount confirmation device 20-4 is provided to confirm the accuracy of the additional steering torque compensation amount (final compensation amount) determined by the steering condition-dependent compensation amount determination device 20-3 on the basis of the vehicle movement characteristics. The final compensation amount confirmation device 20-4 checks the accuracy of the vehicle movement characteristics and outputs a gain for maintaining or reducing the additional steering torque compensation amount (final compensation amount) determined by the steering condition-dependent compensation amount determination device 20-3.

(26) Specifically, the final compensation amount confirmation device 20-4 receives actual vehicle movement information (for example, lateral acceleration (LATAC) and yaw rate at the present steering angle and vehicle speed) through CAN communication, and then compares the information with movement prediction information of a corresponding vehicle model at the same steering angle and vehicle speed (LATAC and yaw rate) stored in the controller. The final compensation amount confirmation device 20-4 outputs 100% gain when there is no difference, otherwise outputs 0 to 100% of gain.

(27) In other words, when the actual vehicle movement information is the same as the vehicle model-based movement prediction information, the final compensation amount confirmation device 20-4 confirms the accuracy of the additional steering torque compensation amount (final compensation amount) determined by the steering condition-dependent compensation amount determination device 20-3 and outputs 100% gain. On the contrary, when the actual vehicle movement information is different from the vehicle model-based movement prediction information, the final compensation amount confirmation device 20-4 outputs a gain between 0 to 100% that is determined by a real difference and tuning.

(28) Here, a method of controlling the MDPS having the above-described configuration according to the present disclosure will be described.

(29) The accompanying drawing FIG. 6 is a flowchart illustrating the method of controlling the MDPS according to the present disclosure.

(30) It is checked whether the torque sensor fails (S101).

(31) For example, when the controller 20 does not receive a detection signal of the torque sensor for more than a predetermined time, it is determined that the torque sensor fails.

(32) Subsequently, when the torque sensor is in a fail state, the LOAM compensation device 20-2 of the controller 20 performs a basic steering torque assist compensating step (S102).

(33) At the basic steering torque assist compensating step, when steering the steering wheel, the LOAM compensation device 20-2 of the controller 20 outputs a basic steering torque assist compensation amount (basic compensation amount) to the motor 30 using the assist torque map pre-established on the basis of the vehicle movement information as described above, whereby steering assist can be easily made.

(34) Subsequently, in order to determine whether a signal of the SAS matches with a signal of the motor angle sensor, it is checked whether the absolute value of a difference between a steering angle detected by the SAS and a motor angle (estimated steering angle) detected by the motor angle sensor is smaller than a reference angle (for example, about 5°) (S103).

(35) For reference, as illustrated in FIG. 1, the SAS is mounted on a steering shaft connected to the steering wheel, and the motor angle sensor is mounted on the motor 30.

(36) As a result of checking at the S103, when the absolute value of the difference between the real steering angle detected by the SAS and the motor angle (estimated steering angle) detected by the motor angle sensor is smaller than the reference angle (for example, about 5°), it is determined that a signal of the SAS and a signal of the motor angle sensor match in good quality. Accordingly, the additional steering torque assist compensation can be easily made in a state where the signals match in good quality.

(37) Next, in a state where signals of the SAS and the motor angle sensor match in good quality, a steering condition dependent-additional steering torque assist compensation amount (final compensation amount) calculating step is performed to maintain or reduce the basic steering torque assist compensation amount (S104).

(38) The additional steering torque assist compensation amount (final compensation amount) calculating step includes a process in which the steering condition-dependent compensation amount determination device 20-3 of the controller 20 determines different gains varying depending on steering conditions of the steering wheel steered by the driver (for example, steering, holding, and returning to the center) and a process in which the multiplier 24-5 multiplies the determined steering condition-dependent gain by the basic steering torque assist compensation amount.

(39) Specifically, the steering condition-dependent compensation amount determination device 20-3 determines a steering condition on the basis of a difference (θ.sub.SAS−θ.sub.MOTOR) between a real steering angle (θ.sub.SAS) detected by the SAS while steering the steering wheel and a motor angle (θ.sub.MOTOR) made by operation of the motor and detected by the motor angle sensor and then determines gains varying depending on steering conditions. The multiplier 24-5 multiplies the determined steering condition-dependent gain by the basic steering torque assist compensation amount (basic compensation amount).

(40) Here, the absolute value of the difference (θ.sub.SAS−θ.sub.MOTOR) between the steering angle (θ.sub.SAS) and the motor angle (θ.sub.MOTOR) is less than the reference angle (for example, about 5°).

(41) As described above, the steering condition-dependent gain determined by the steering condition-dependent compensation amount determination device 20-3 is multiplied by the basic steering torque assist compensation (basic compensation amount), and thus the additional steering torque compensation amount (final compensation amount) is obtained and output to the motor.

(42) A final compensation amount confirming step may be proceeded to confirm the accuracy of the additional steering torque compensation amount (final compensation amount) determined by the steering condition-dependent compensation amount determination device 20-3.

(43) For example, the final compensation amount confirmation device 20-4 receives actual vehicle movement information (for example, LATAC and yaw rate at the present steering angle and vehicle speed) through the CAN communication, and then compares the information with movement prediction information (LATAC and yaw rate) of the corresponding vehicle model at the same steering angle and vehicle speed which is stored in the controller. The final compensation amount confirmation device 20-4 outputs 100% gain when there is no difference, otherwise outputs 0 to 100% of gain.

(44) In other words, when the actual vehicle movement information is the same as the vehicle model-based movement prediction information, the final compensation amount confirmation device 20-4 confirms the accuracy of the additional steering torque compensation amount (final compensation amount) determined by the steering condition-dependent compensation amount determination device 20-3 and outputs 100% gain. On the contrary, when the actual vehicle movement information is different from the vehicle model-based movement prediction information, the final compensation amount confirmation device 20-4 outputs a gain between 0 to 100% that is determined by a real difference and tuning. Accordingly, the additional steering torque compensation amount (final compensation amount) can be maintained or further reduced.

(45) On the other hand, when the controller 20 receives a detection signal of the torque sensor for more than a predetermined time, it is determined that the torque sensor properly functions (e.g., the torque sensor does not fail) (S101). In this case, basic steering torque assist compensation made by a LOAM compensation logic is not applied (S106).

(46) Each example in which steering torque assist is made for each steering condition in a state where a torque sensor of a high-performance vehicle fails is as follows.

(47) Steering the Steering Wheel

(48) Referring to FIG. 7A, in steering the steering wheel (for example, turning the steering wheel more) which is one of steering conditions, the steering condition-dependent compensation amount determination device 20-3 calculates the difference (θ.sub.hys=θ.sub.SAS−θ.sub.MOTOR) between the steering angle (θ.sub.SAS) detected by the SAS and the motor angle (θ.sub.MOTOR) made by operation of the motor and detected by the motor angle sensor.

(49) When steering the steering wheel, the steering angle (θ.sub.SAS) is usually greater than the motor angle (θ.sub.MOTOR) due to clearance, friction, or the like, in the steering system.

(50) For example, when steering the steering wheel, the difference (θ.sub.hys=θ.sub.SAS−θ.sub.MOTOR) between the steering angle (θ.sub.SAS) and the motor angle (θ.sub.MOTOR) may be 1°.

(51) In steering of the steering wheel which is one of steering conditions, in a case where the steering condition-dependent compensation amount determination device 20-3 calculates and obtains the result as described above that the steering angle (θ.sub.SAS) is greater than the motor angle (θ.sub.MOTOR), the steering condition-dependent gain is determined to be 100% or close to 100% by using map data or the like, which determines a steering condition-dependent gain and is illustrated in FIG. 7B.

(52) As described above, when the steering condition-dependent compensation amount determination device 20-3 determines that the steering condition-dependent gain is 100%, the additional steering torque compensation amount (final compensation amount) obtained by multiplying the steering condition-dependent gain 100% and the basic steering torque assist compensation amount (basic compensation amount) becomes the basic steering torque assist compensation amount as a result.

(53) Thus, when steering the steering wheel (for example, turning the steering wheel more) which is one of steering conditions while the torque sensor of the high-performance vehicle fails, the basic steering torque assist compensation amount is output to the motor as it is such that the steering torque assist compensation in which assist torque is constantly increased can be easily made, and thus steering effort felt by the driver can be reduced.

(54) For reference, since the driver grips the steering wheel to steer the steering wheel, a driver torque (T) and a system stiffness (K) may be considered when calculating the difference (θ.sub.hys=θ.sub.SAS−θ.sub.MOTOR) between the steering angle (θ.sub.SAS) and the motor angle (θ.sub.MOTOR).

(55) For example, the driver torque (T) may be set to 8.4 N m, the system stiffness (K) may be set to 2.8 N m.

(56) Accordingly, when steering the steering wheel, a value of driver torque (T)/system stiffness (K) is added to the difference (θ.sub.hys=θ.sub.SAS−θ.sub.MOTOR) between the steering angle (θ.sub.SAS) and the motor angle (θ.sub.MOTOR) in order to obtain a real value of the difference between the steering angle (θ.sub.SAS) and the motor angle (θ.sub.MOTOR), which is equal to or more than 4 as illustrated in FIG. 7A.

(57) Holding the Steering Wheel

(58) Referring to FIG. 7A, in holding the steering wheel after steering which is one of steering conditions, the steering condition-dependent compensation amount determination device 20-3 calculates the difference (θ.sub.hys=θ.sub.SAS−θ.sub.MOTOR) between the steering angle (θ.sub.SAS) detected by the SAS and the motor angle (θ.sub.MOTOR) made by operation of the motor and detected by the motor angle sensor.

(59) Even when holding the steering wheel after steering, the steering angle (θ.sub.SAS) is usually greater than the motor angle (θ.sub.MOTOR) due to separations, friction, or the like, in the steering system.

(60) For example, when holding the steering wheel after steering, the difference (θ.sub.hys=θ.sub.SAS−θ.sub.MOTOR) between the steering angle (θ.sub.SAS) and the motor angle (θ.sub.MOTOR) may be 1°.

(61) In holding of the steering wheel after steering which is one of steering conditions, in a case where the steering condition-dependent compensation amount determination device 20-3 calculates and obtains the result as described above that the steering angle (θ.sub.SAS) is greater than the motor angle (θ.sub.MOTOR), the steering condition-dependent gain is determined to be 100% or close to 100% by using map data or the like, which determines a steering condition-dependent gain and is illustrated in FIG. 7B.

(62) As described above, when the steering condition-dependent compensation amount determination device 20-3 determines that the steering condition-dependent gain is 100%, the additional steering torque compensation amount (final compensation amount) obtained by multiplying the steering condition-dependent gain 100% and the basic steering torque assist compensation amount (basic compensation amount) becomes the basic steering torque assist compensation amount as a result.

(63) Thus, when holding the steering wheel after steering which is one of steering conditions in a state where the torque sensor of the high-performance vehicle fails, the basic steering torque assist compensation amount is output to the motor as it is such that the steering torque assist compensation in which assist torque is constantly increased can be easily made.

(64) For reference, since the driver grips the steering wheel to hold the steering wheel after steering, a driver torque (T) and a system stiffness (K) may be considered when calculating the difference (θ.sub.hys=θ.sub.SAS−θ.sub.MOTOR) between the steering angle (θ.sub.SAS) and the motor angle (θ.sub.MOTOR).

(65) For example, the driver torque (T) may be set to 8.4 N m, the system stiffness (K) may be set to 2.8 N m.

(66) Accordingly, when holding the steering wheel after steering, a value of driver torque (T)/system stiffness (K) is added to the difference (θ.sub.hys=θ.sub.SAS−θ.sub.MOTOR) between the steering angle (θ.sub.SAS) and the motor angle (θ.sub.MOTOR) in order to obtain a real value of the difference between the steering angle (θ.sub.SAS) and the motor angle (θ.sub.MOTOR), which is exactly 4 as illustrated in FIG. 7A.

(67) Releasing the Steering Wheel

(68) Referring to FIG. 8A, in releasing the steering wheel after steering which is one of steering conditions, the steering condition-dependent compensation amount determination device 20-3 calculates the difference (θ.sub.hys=θ.sub.SAS−θ.sub.MOTOR) between the steering angle (θ.sub.SAS) detected by the SAS and the motor angle (θ.sub.MOTOR) made by operation of the motor and detected by the motor angle sensor.

(69) When the driver releases the steering wheel after steering the steering wheel, extra torque applied to the steering system is generally removed. Accordingly, the difference between the steering angle (θ.sub.SAS) and the motor angle (θ.sub.MOTOR) is much smaller compared with the differences occurring when the steering the steering wheel and the holding the steering wheel, and the difference is within a hysteresis value due to separations and friction in the steering system.

(70) For example, when holding the steering wheel after steering, the difference (θ.sub.hys=θ.sub.SAS−θ.sub.MOTOR) between the steering angle (θ.sub.SAS) and the motor angle (θ.sub.MOTOR) may be in a range of −1° to 1°.

(71) For reference, since the driver releases the steering wheel after steering, the driver torque (T) is zero, and thus the driver torque (T) and the system stiffness (K) may not be considered when calculating the difference (θ.sub.hys=θ.sub.SAS−θ.sub.MOTOR) between the steering angle (θ.sub.SAS) and the motor angle (θ.sub.MOTOR).

(72) In releasing the steering wheel after steering which is one of steering conditions, in a case where the steering condition-dependent compensation amount determination device 20-3 calculates and obtains the result as described above that the difference between the steering angle (θ.sub.SAS) and the motor angle (θ.sub.MOTOR) is within the hysteresis value such as in the range of −1° to +1° due to separation and friction in the steering system, the steering condition-dependent gain is determined to be a value close to 0% by using map data or the like, which determines a steering condition-dependent gain and is illustrated in FIG. 8B.

(73) In addition, when the steering condition-dependent compensation amount determination device 20-3 determines that a value of the steering condition-dependent gain is close to 0%, the additional steering torque compensation amount (final compensation amount) obtained by multiplying the steering condition-dependent gain (the value close to 0%) and the basic steering torque assist compensation amount (basic compensation amount) is close to zero as a result.

(74) Thus, when releasing the steering wheel after steering which is one of steering conditions in a state where the torque sensor of the high-performance vehicle fails, the additional steering torque compensation amount (final compensation amount) is almost zero, and thus almost no steering torque assist compensation is made.

(75) As described above, when releasing the steering wheel after steering which is one of steering conditions in a state where the torque sensor of the high-performance vehicle fails, the steering wheel can be easily returned to the original position thereof (center direction) by a return spring inside a steering column or the like. Accordingly, the steering torque assist compensation amount is forcedly reduced to almost zero whereby unnecessary steering torque assist compensation is avoided.

(76) Returning the Steering Wheel to the Center

(77) Referring to FIG. 8A, in returning the steering wheel to the center after steering which is one of steering conditions, the steering condition-dependent compensation amount determination device 20-3 calculates the difference (θ.sub.hys=θ.sub.SAS−θ.sub.MOTOR) between the steering angle (θ.sub.SAS) detected by the SAS and the motor angle (θ.sub.MOTOR) made by operation of the motor and detected by the motor angle sensor.

(78) When the driver steers the steering wheel and then returns the steering wheel to the center while gripping the steering wheel, the steering angle (θ.sub.SAS) is usually much smaller than the motor angle (θ.sub.MOTOR).

(79) For example, when returning the steering wheel to the center, the difference (θ.sub.hys=θ.sub.SAS−θ.sub.MOTOR) between the steering angle (θ.sub.SAS) and the motor angle (θ.sub.MOTOR) may be −1°.

(80) For reference, since the driver grips the steering wheel to return the steering wheel to the center, the driver torque (T) and the system stiffness (K) may be considered when calculating the difference (θ.sub.hys=θ.sub.SAS−θ.sub.MOTOR) between the steering angle (θ.sub.SAS) and the motor angle (θ.sub.MOTOR).

(81) For example, the driver torque (T) may be set to −8.4 N m, the system stiffness (K) may be set to 2.8 N m.

(82) Accordingly, when returning the steering wheel to the center after steering, a value of driver torque (T)/system stiffness (K) is added to the difference (θ.sub.hys=θ.sub.SAS−θ.sub.MOTOR) between the steering angle (θ.sub.SAS) and the motor angle (θ.sub.MOTOR) in order to obtain a real value of the difference between the steering angle (θ.sub.SAS) and the motor angle (θ.sub.MOTOR), which is equal to or less than −4 as illustrated in FIG. 8A.

(83) In returning the steering wheel to the center which is one of steering conditions, in a case where the steering condition-dependent compensation amount determination device 20-3 calculates and obtains the result as described above that the difference between the steering angle (θ.sub.SAS) and the motor angle (θ.sub.MOTOR) is equal to or less than −1°, the steering condition-dependent gain is determined to be a value close to 0% by using map data or the like, which determines a steering condition-dependent gain and is illustrated in FIG. 8B.

(84) In addition, when the steering condition-dependent compensation amount determination device 20-3 determines that a value of the steering condition-dependent gain is close to 0%, the additional steering torque compensation amount (final compensation amount) obtained by multiplying the steering condition-dependent gain (the value close to 0%) and the basic steering torque assist compensation amount (basic compensation amount) is close to zero as a result.

(85) Thus, when returning the steering wheel to the center which is one of steering conditions in a state where the torque sensor of the high-performance vehicle fails, the additional steering torque compensation amount (final compensation amount) is almost zero, and thus almost no steering torque assist compensation is made.

(86) The aforementioned operations/functions performed by the controller and/or components thereof can be embodied as computer readable code/algorithm/software stored on a computer readable recording medium. The computer readable recording medium is any data storage device that can store data which can thereafter be read by a computer or a processor/microprocessor. Examples of the computer readable recording medium include a hard disk drive (HDD), a solid state drive (SSD), a silicon disc drive (SDD), read-only memory (ROM), random-access memory (RAM), CD-ROM, magnetic tapes, floppy disks, optical data storage devices, etc.

(87) The aforementioned controller may include one or more processors/microprocessors and a non-transitory computer readable recording medium storing computer readable code/algorithm/software. Such processor(s)/microprocessor(s) may perform the above described operations/functions, by executing the computer readable code/algorithm/software stored on the computer readable recording medium.

(88) In addition, although not shown, the system or the controller may further include a storage, such as a memory, for storing pre-established assist torque map which may be read by the controller and/or components thereof.

(89) As described above, when returning the steering wheel to the center which is one of steering conditions in a state where the torque sensor of the high-performance vehicle fails, the steering torque assist compensation amount is forcedly reduced to almost zero whereby it is possible to avoid high assist load from being made when the basic steering torque assist compensation amount is applied to the motor, thereby reducing steering effort.

(90) The disclosure has been described in detail with reference to preferred embodiments thereof. However, it will be appreciated by those skilled in the art that changes may be made in these embodiments without departing from the principles and spirit of the disclosure, the scope of which is defined in the appended claims and their equivalents.