Electric power steering system

An assist command value calculation circuit includes a torque shift control circuit, a phase lag compensation control circuit, a basic assist control circuit, and a phase lead compensation control circuit. A determination circuit determines whether a motor has been continuously under high load or not based on a current command value and a current limit value. The determination circuit determines whether the motor has been continuously under high load or not by comparing the current command value with the current limit value and comparing a basic assist controlled variable with the current limit value, and outputs a phase compensation restriction flag. The phase lag compensation control circuit and the phase lead compensation control circuit restrict phase restriction when the phase compensation restriction flag is ON, and continues phase compensation when the phase compensation restriction flag is OFF.

INCORPORATION BY REFERENCE

The disclosure of Japanese Patent Application No. 2015-073245 filed on Mar. 31, 2015 including the specification, drawings and abstract, is incorporated herein by reference in its entirety.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The invention relates to electric power steering systems.

2. Description of the Related Art

Conventionally, electric power steering systems (EPSs) are known in the art which assist driver's steering operation by applying power of a motor to a steering mechanism of a vehicle. In such EPSs, if the driver operates a steering wheel so that a rack end continuously hits a housing or the motor is continuously driven with high power, the motor may be continuously subjected to high load, which may cause overheating of the motor etc. For example, in an EPS of Japanese Patent Application Publication No. 2010-126081 (JP 2010-126081 A), a current command value for the motor is limited in order to prevent overheating.

When the current command value is being limited in the EPS of JP 2010-126081 A, appropriate assist control cannot be performed even when the driver turns back a steering wheel. The driver therefore feels unsmoothness in steering operation. The driver has this feeling of unsmoothness as an actual assist force becomes different from a target assist force due to the limitation of the current command value. That is, since the actual assist force does not quickly follow target assist force, the driver feels a rapid change in steering feeling.

SUMMARY OF THE INVENTION

It is one object of the present invention to provide an electric power steering system that allows an actual assist force to follow a target assist force more quickly.

According to one aspect of the present invention, an electric power steering system includes: an assist mechanism that applies an assist force to a steering mechanism by using a motor as a driving source; and a control device that calculates a current command value for the motor based on steering torque detected by a torque sensor disposed on a shaft that rotates according to a steering operation, and limits the current command value when an absolute value of the current command value is larger than a current limit value that is set based on a current value of the motor at the time the motor is under high load. The control device includes a phase compensation circuit that calculates a compensation value, or correction torque after phase compensation, by carrying out phase compensation of the steering torque, and compensates for the current command value. The control device restricts the phase compensation when the current command value is limited.

According to this configuration, followability of the current command value is improved by restricting the phase compensation of the current command value when the current command value is limited. This allows an actual assist force of the motor to match a target assist force more quickly.

DETAILED DESCRIPTION OF EMBODIMENTS

One embodiment of an electric power steering system will be described below. As shown inFIG. 1, an EPS1includes a steering mechanism2that steers steered wheels15based on driver's operation of a steering wheel10, an assist mechanism3that assists driver's steering operation, and an electronic control unit (ECU)30that controls the assist mechanism3.

The steering mechanism2includes the steering wheel10and a steering shaft11that rotates together with the steering wheel10. The steering shaft11has a column shaft11acoupled to the steering wheel10, an intermediate shaft11bcoupled to the lower end of the column shaft11a,and a pinion shaft11ccoupled to the lower end of the intermediate shaft11b.The lower end of the pinion shaft11cis coupled to a rack shaft12via a rack and pinion mechanism13. Accordingly, the rotary motion of the steering shaft11in the steering mechanism2is converted to a reciprocating linear motion of the rack shaft12in the axial direction (the lateral direction inFIG. 1) via the rack and pinion mechanism13. The rack and pinion mechanism13is formed by a pinion gear at the tip end of the pinion shaft11cand a rack of the rack shaft12. The reciprocating linear motion is transmitted to the right and left steered wheels15via tie rods14coupled to both sides of the rack shaft12, whereby the steered angle of the steered wheels15is changed.

The assist mechanism3includes a motor20as a source of an assist force. A rotary shaft21of the motor20is coupled to the column shaft11avia a speed reducer22. The speed reducer22reduces the rotational speed of the motor20and transmits the resultant rotational force to the column shaft11a.That is, the rotational force (torque) of the motor20is applied as an assist force to the steering shaft11, whereby driver's steering operation is assisted. An example of the motor20is a three-phase brushless motor that rotates based on three-phase (U, V, W) driving power.

The ECU30controls the motor20based on the detection results of various sensors mounted on a vehicle. For example, the various sensors include a torque sensor40, a rotation angle sensor41, and a vehicle speed sensor42. The torque sensor40is disposed on the column shaft11a,and the rotation angle sensor41is disposed on the motor20. The torque sensor40detects steering torque Th0applied to the steering shaft11according to driver's steering operation. The rotation angle sensor41detects the rotation angle θm of the rotary shaft21. The vehicle speed sensor42detects the vehicle speed V, or the traveling speed of the vehicle. The ECU30sets a target assist force based on the output of each sensor, and controls a current to be supplied to the motor20so that an actual assist force becomes equal to the target assist force.

The configuration of the ECU will be described in detail. As shown inFIG. 2, the ECU30includes a microcomputer31and a drive circuit32. The microcomputer31outputs a motor control signal to the drive circuit32, and the drive circuit32supplies driving power to the motor20based on the motor control signal.

The microcomputer31includes an assist command value calculation circuit33, a current command value calculation circuit34, a current limitation control circuit35, a motor control signal generation circuit36, a determination circuit38, and a current limit value output circuit39. The assist command value calculation circuit33calculates a basic assist controlled variable Tas* and a system stabilization controlled variable Tdt* corresponding to assist torque to be applied to the motor20based on the steering torque Th0and the vehicle speed V received from the torque sensor40and the vehicle speed sensor42. The current command value calculation circuit34calculates a current command value Ia* based on the basic assist controlled variable Tas* and the system stabilization controlled variable Tdt*. If the current command value Ia* is larger than a certain threshold (a current limit value Ilim at the time the motor20is continuously under high load) for a certain period of time, the current limitation control circuit35limits the current command value Ia* to output the limited current command value Ia*. The current limit value output circuit39outputs the prestored current limit value Ilim to the current limitation control circuit35and the determination circuit38. The motor control signal generation circuit36generates a motor control signal so as to cause an actual current value I to follow the current command value I*, based on the actual current value I detected by a current sensor37and the rotation angle θm detected by the rotation angle sensor41. The current sensor37is disposed on a power supply path between the drive circuit32and the assist mechanism3. The current limit value Ilim is set based on the actual current value I at the time the motor20is under high load.

The assist command value calculation circuit33will be described specifically. The assist command value calculation circuit33includes a torque shift control circuit50, a phase lag compensation control circuit51, a basic assist control circuit52, and a phase lead compensation control circuit53.

The torque shift control circuit50calculates correction torque Th by correcting the steering torque Th0detected by the torque sensor40based on the steering state of the steering wheel10, in order to improve steering feeling. Specifically, the torque shift control circuit50calculates the correction torque Th so that the steering torque Th0increases when the position of the steering wheel10is being retained by the driver or when the steering wheel10is being turned back, and calculates the correction torque Th so that the amount of correction of the steering torque Th0is set to zero when the steering wheel10is being turned.

The phase lag compensation control circuit51retards the phase of the correction torque Th received from the torque shift control circuit50. The basic assist control circuit52calculates the basic assist controlled variable Tas* as a basic component of an assist command value corresponding to the current command value Ia*, based on correction torque Th′ after phase lag compensation by the phase lag compensation control circuit51and the vehicle speed V. The phase lead compensation control circuit53calculates the system stabilization controlled variable Tdt* as a compensation component based on a differential value of the correction torque Th (a correction torque differential value dTh) by advancing the phase of the correction torque Th.

As shown inFIG. 3, the phase lag compensation control circuit51includes an assist gradient gain calculation circuit51aand an assist gradient sensitive filter51b.The assist gradient gain calculation circuit51acalculates an assist gradient gain Kag based on a phase compensation restriction flag and an assist gradient Rag which will be described below. The assist gradient sensitive filter51bchanges characteristics (a filter coefficient etc.) of phase lag compensation based on the assist gradient Rag. The larger the absolute value of the assist gradient Rag received from the basic assist control circuit52is, the smaller the assist gradient gain Kag that is calculated by the phase lag compensation control circuit51is. The assist gradient gain Kag is a value that is set in the range of 0 to 1.0.

As shown in the graph ofFIG. 4, the assist gradient sensitive filter51bselects a filter with a different gain G for each frequency f selected according to the assist gradient Rag (the assist gradient gain Kag) to carry out phase lag compensation. The gain G is the ratio of output to input of the assist gradient sensitive filter51b,namely the ratio of the correction torque Th′ after phase lag compensation to the correction torque Th before phase lag compensation. The phase lag compensation control circuit51changes characteristics (the gain G etc.) of phase lag compensation so that the phase of the correction torque Th′ after phase lag compensation (a first compensation value) is retarded (the gain is reduced) as the assist gradient Rag increases (as the assist gradient gain Kag decreases).

As shown in the graph ofFIG. 5, the larger the absolute value of the correction torque Th′ after phase lag compensation is, or the lower the vehicle speed V is, the larger the absolute value of the basic assist controlled variable Tas* that is calculated by the basic assist control circuit52is. The basic assist control circuit52is designed so that the larger the absolute value of the correction torque Th′ after phase lag compensation is, the larger the absolute value of the assist gradient Rag is. The assist gradient Rag is the rate of change in basic assist controlled variable Tas* with respect to change in correction torque Th′ after phase lag compensation. For example, the assist gradient Rag is the slope of a tangent L shown inFIG. 5.

As shown inFIG. 6, the phase lead compensation control circuit53has a torque differential value calculation circuit53a,a low pass filter53b,and a system stabilization control circuit53c.The torque differential value calculation circuit53acalculates the correction torque differential value dTh based on the received phase compensation restriction flag and the received correction torque Th. The low pass filter53bcarries out low pass filtering of the correction torque differential value dTh received from the torque differential value calculation circuit53ato output a filtered correction torque differential value dTh′ (a second compensation value, namely correction torque after phase lead compensation). The system stabilization control circuit53ccalculates the system stabilization controlled variable Tdt* based on the filtered correction torque differential value dTh′ and the assist gradient Rag. The larger the absolute value of the filtered correction torque differential value dTh′ is, the larger the absolute value of the system stabilization controlled variable Tdt* that is calculated by the system stabilization control circuit53cis.

The determination circuit38determines whether the motor20has been continuously under high load or not based on the current command value Ia* when the phase lag compensation control circuit51is carrying out phase lag compensation and the phase lead compensation control circuit53is carrying out phase lead compensation. The determination circuit38outputs the phase compensation restriction flag according to the state where the motor20has been continuously under high load, etc. That is, the determination circuit38determines whether the motor20has been continuously under high load or not by comparing the current command value Ia* with the current limit value Ilim and comparing the basic assist controlled variable Tas* with the current limit value Ilim. Since the current limit value Ilim is a current value, the determination circuit38compares the basic assist controlled variable Tas* converted to a current value with the current limit value Ilim. In the case where the current command value Ia* is being limited by the current limitation control circuit35, the determination circuit38outputs the phase compensation restriction flag to the phase lag compensation control circuit51and the phase lead compensation control circuit53. The phase lag compensation control circuit51and the phase lead compensation control circuit53restrict phase compensation (phase lag compensation, phase lead compensation) if the phase compensation restriction flag is ON, and continues phase compensation if the phase compensation restriction flag is OFF.

The determination circuit38is also provided in order to reduce uncomfortable feeling of the driver and restrain fluctuations in torque under special conditions. For example, if the phase compensation restriction flag is output to the phase lag compensation control circuit51when the current command value Ia* is being limited, the correction torque Th′ after phase lag compensation may change rapidly. In this case, the basic assist controlled variable Tas* also changes rapidly. If the phase compensation restriction flag that is output to the phase lead compensation control circuit53repeatedly switches between ON and OFF when the current command value Ia* is being limited, the system stabilization controlled variable Tdt* after phase lead compensation may fluctuate. Specifically, such disadvantageous situations in the phase lag compensation control circuit51and the phase lead compensation control circuit53occur when the current command value Ia* is close to the current limit value Ilim.

Operation of the assist gradient gain calculation circuit51awill be described below.

As shown in the flowchart ofFIG. 7, the assist gradient gain calculation circuit51afirst determines if the received phase compensation restriction flag is ON (step S11). If the phase compensation restriction flag is OFF, the assist gradient gain calculation circuit51aoutputs a normal assist gradient gain Kag (a normal value) (step S12), and the process is terminated. The normal assist gradient gain Kag is a value that varies according to the absolute value of the received assist gradient Rag. If the phase compensation restriction flag is ON, the assist gradient gain calculation circuit51aoutputs the assist gradient gain Kag of 1 (step S13), and the process is terminated.

The relationship between the assist gradient gain Kag and the assist gradient Rag is as shown in the graph ofFIG. 8. That is, the assist gradient gain Kag is a value that is set in the range of 0 to 1.0 so as to be inversely proportional to the assist gradient Rag. When the assist gradient gain Kag is 1, the assist gradient Rag is zero. As shown inFIG. 4, as the assist gradient Rag becomes closer to zero (as the assist gradient gain Kag becomes closer to 1), the assist gradient sensitive filter51btherefore carries out phase lag compensation by using such a filter that the gain G is almost 1 regardless of the frequency f. Accordingly, when the assist gradient Rag is zero (the assist gradient gain Kag is 1), the correction torque Th that is input to the assist gradient sensitive filter51bis the same as the correction torque Th′ after phase lag compensation which is output from the assist gradient sensitive filter51b.The control process of performing the operation of the assist gradient sensitive filter51bwith the assist gradient gain Kag of 1 is equivalent to not carrying out phase lag compensation. Since phase retardation of the correction torque Th′ after phase lag compensation is restrained, followability of the correction torque Th′ after phase lag compensation is improved.

Operation of the torque differential value calculation circuit53awill be described. As shown inFIG. 9, the torque differential value calculation circuit53afirst determines if the received phase compensation restriction flag is ON (step S21). If the phase compensation restriction flag is OFF, the torque differential value calculation circuit53aoutputs a normal correction torque differential value dTh (step S22), and the process is terminated. If the phase compensation restriction flag is ON, the torque differential value calculation circuit53aoutputs the correction torque differential value dTh of zero (step S23), and the process is terminated.

If the torque differential value calculation circuit53aoutputs the correction torque differential value dTh of zero, the process in the low pass filter53bis not performed substantially. That is, if the correction torque differential value dTh is zero, the filtered correction torque differential value dTh′ is also zero. The low pass filter53bhardly changes frequency characteristics of low frequency components of an input value, and outputs the lower frequency components of the input value as they are. Accordingly, frequency characteristics such as the phase of the correction torque differential value dTh do not change through the process of the low pass filter53b.Followability of the correction torque differential value dTh of the assist gradient sensitive filter51bis thus improved as the actual current value I follows the current command value Ia*.

A method for determining whether the phase compensation restriction flag should be ON or OFF will be described. The determination circuit38determines whether the phase compensation restriction flag should be ON or OFF according to the procedure shown in the flowchart ofFIG. 10. The determination circuit38determine whether the phase compensation restriction flag should be ON or OFF by using the basic assist controlled variable Tas*, the correction torque Th, the correction torque Th′ after phase lag compensation, and the system stabilization controlled variable Tdt*, each converted to a current value.

First, the determination circuit38determines if the difference between the absolute value of the current command value Ia* and the current limit value Ilim is larger than zero and if the difference between the absolute value of the basic assist controlled variable Tas* and the current limit value Ilim is larger than zero (step S31).

If both the difference between the absolute value of the current command value Ia* and the current limit value Ilim and the difference between the absolute value of the basic assist controlled variable Tas* and the current limit value Ilim are equal to or smaller than zero (NO in step S31), the determination circuit38sets the phase compensation restriction flag to OFF (step S32), and the process is terminated. At this time, phase lag compensation and phase lead compensation are continued. Namely, in the case where the first and second conditions of step S31are not satisfied, this current command value Ia* does not indicate the high load state. Accordingly, an actual assist force of the motor20is less likely to become significantly different from a target assist force even if phase lag compensation and phase lead compensation is not restricted. Improvement in followability of the actual current value I to the current command value Ia* is less likely to be required.

On the other hand, if the difference between the absolute value of the current command value Ia* and the current limit value Ilim is larger than zero, the current command value Ia* is larger than the current limit value Ilim. Namely, the current command value Ia* indicates the high load state. If the difference between the absolute value of the basic assist controlled variable Tas* and the current limit value Ilim is larger than zero, the current command value Ia* fluctuates due to noise or various compensation controls, and the phase compensation restriction flag repeatedly switches between ON and OFF. Accordingly, if both the difference between the absolute value of the current command value Ia* and the current limit value Ilim and the difference between the absolute value of the basic assist controlled variable Tas* and the current limit value Ilim are larger than zero (YES in step S31), the routine proceeds to step S33. In step S33, the determination circuit38determines if the previous (in the previous period) phase compensation restriction flag was ON. The phase compensation restriction flag is usually OFF in an initial state. If the previous phase compensation restriction flag was OFF (NO in step S33), the phase compensation restriction flag is set to ON (step S34), and the process is terminated. That is, phase lag compensation and phase lead compensation are restricted by setting the phase compensation restriction flag to ON. This improves followability of the actual current value Ito the current command value Ia*.

If the previous phase compensation restriction flag was ON in step S33(YES in step S33), the routine proceeds to step S35. In step S35, the determination circuit38determines if the difference between the absolute value of the correction torque Th and the absolute value of the correction torque Th′ after phase lag compensation is larger than zero and if the difference between the absolute value of the difference between the current command value Ia* and the system stabilization controlled variable Tdt* and the current limit value Ilim is larger than zero. The condition of whether the difference between the absolute value of the correction torque Th and the absolute value of the correction torque Th′ after phase lag compensation is larger than zero or not is provided in order to restrain a sudden change in basic assist controlled variable Tas* due to restriction of phase lag compensation. The condition of whether the difference between the absolute value of the difference between the current command value Ia* and the system stabilization controlled variable Tdt* and the current limit value Ilim is larger than zero or not is provided in order to restrain fluctuations of the actual assist force of the motor20due to repeated switching of the phase compensation restriction flag between ON and OFF caused by restriction of phase lead compensation.

For example, if the difference between the absolute value of the correction torque Th and the absolute value of the correction torque Th′ after phase lag compensation is equal to or smaller than zero, it is considered that the correction torque Th has changed suddenly due to restriction of phase lag compensation. If the absolute value of the correction torque Th is larger than the correction torque Th′ after phase lag compensation even though the correction torque Th has been processed in the assist gradient sensitive filter51bby phase lag compensation, this is not considered to be a normal operation. Since the previous phase compensation restriction flag was ON, this is considered to be due to the previous phase lag compensation and the previous phase lead compensation. Specifically, it is considered that the situation where the current limit value Ilim and the current command value Ia* are substantially the same has occurred. For example, this situation tends to occur when the operation status switches from the state where the current command value Ia* is limited to the state where the current command value Ia* is not limited. This situation tends to occur especially when the current limit value Ilim is decreasing gradually.

If the difference between the absolute value of the difference between the current command value Ia* and the system stabilization controlled variable Tdt* and the current limit value Ilim is equal to or smaller than zero, it is considered that the current command value Ia* is fluctuating due to restriction of phase lead compensation. Specifically, it is considered that the situation has occurred where phase lead compensation is being repeatedly restricted and resumed. For example, this situation tends to occur when the operation status switches from the state where the current command value Ia* is limited to the state where the current command value Ia* is not limited.

Accordingly, if both the difference between the absolute value of the correction torque Th and the absolute value of the correction torque Th′ after phase lag compensation and the difference between the absolute value of the difference between the current command value Ia* and the system stabilization controlled variable Tdt* and the current limit value Ilim are larger than zero (YES in step S35), the phase compensation restriction flag is kept ON (step S36), and the process is terminated. Phase lag compensation and phase lead compensation therefore continue to be restricted. If both the difference between the absolute value of the correction torque Th and the absolute value of the correction torque Th′ after phase lag compensation and the difference between the absolute value of the difference between the current command value Ia* and the system stabilization controlled variable Tdt* and the current limit value Ilim are equal to or smaller than zero (NO in step S35), the phase compensation restriction flag is set to OFF (step S37), and the process is terminated. Phase lag compensation and phase lead compensation are thus carried out. This can restrain a sudden change in basic assist controlled variable Tas* and fluctuations in current command value Ia*.

The difference between the actual assist force of the motor20and the target assist force due to phase compensation will be described in detail below. For example, if the driver operates the steering wheel10so that a rack end continuously hits a housing, the current command value Ia* indicates the high load state, and the current command value Ia* is limited. If the driver turns back the steering wheel10in this state, he/she feels unsmoothness in steering operation. The driver has this feeling of unsmoothness as the actual assist force of the motor20becomes different from the target assist force due to the limitation of the current command value Ia* by the current limitation control circuit35. In the case where such a difference occurs, it is desired that the actual assist force quickly follow the target assist force. However, phase lag compensation and phase lead compensation degrades followability of the current command value Ia*. For example, if phase lag compensation is performed in the phase lag compensation control circuit51, the correction torque Th′ after phase lag compensation is behind the correction torque Th in phase. Accordingly, even if the correction torque Th is changed, the correction torque Th′ after phase lag compensation does not quickly follow the correction torque Th. Accordingly, restricting phase lag compensation can improve followability of the correction torque Th′ after phase lag compensation, and so that the actual assist force of the motor20can be made to match the target assist force more quickly.

Restriction of phase lag compensation and phase lead compensation by the phase lag compensation control circuit51and the phase lead compensation control circuit53will be described. In the phase lag compensation control circuit51, the assist gradient gain calculation circuit51aperforms the operation shown inFIG. 7when a signal indicating that the phase compensation restriction flag is ON is applied to the phase lag compensation control circuit51. When the phase compensation restriction flag is ON, the assist gradient gain calculation circuit51asets the assist gradient gain Kag to 1 to substantially restrict phase lag compensation. In the phase lead compensation control circuit53, the torque differential value calculation circuit53aperforms the operation shown inFIG. 9when a signal indicating that the phase compensation restriction flag is ON is applied to the phase lead compensation control circuit53. When the phase compensation restriction flag is ON, the torque differential value calculation circuit53aoutputs the correction torque differential value dTh of zero to substantially limit phase lead compensation.

Effects of the present embodiment will be described.

(1) When the difference between the absolute value of the current command value Ia* and the current limit value Ilim is larger than zero and the previous phase compensation restriction flag was OFF, the phase compensation restriction flag is set to ON to restrict phase lag compensation and phase lead compensation. This restriction of phase lag compensation and phase lead compensation improves followability of the correction torque Th, the correction torque Th′ after phase lag compensation, and the system stabilization controlled variable Tdt* and improves followability of the current command value Ia*. The actual assist force of the motor20can thus be more quickly made to match the target assist force. The restriction of phase lag compensation and phase lead compensation can therefore restrain driver's feeling of unsmoothness in steering operation.

(2) Moreover, when the difference between the absolute value of the basic assist controlled variable Tas* and the current limit value Ilim is larger than zero and the previous phase compensation restriction flag was OFF, the phase compensation restriction flag is set to ON. This can restrain the phase compensation restriction flag from repeatedly switching between ON and OFF.

(3) It is determined whether the difference between the absolute value of the correction torque Th and the absolute value of the correction torque Th′ after phase lag compensation is larger than zero or not and whether the difference between the absolute value of the difference between the current command value Ia* and the stabilization controlled variable Tdt* and the current limit value Ilim is larger than zero or not, and the phase compensation restriction flag is output. This can restrain a sudden change in basic assist controlled variable Tas* and fluctuations in current command value Ia* which are caused by carrying out phase compensation again when not desired in view of control stability.

(4) When the phase compensation restriction flag is input to the phase lag compensation control circuit51and the phase lead compensation control circuit53, phase lag compensation and phase lead compensation are restricted by a simple process as shown inFIGS. 7 and 9. Phase lag compensation and phase lead compensation can be restricted by using such a simple process.

The present embodiment may be modified as follows.

In the present embodiment, the phase lag compensation control circuit51and the phase lead compensation control circuit53are provided in order to perform compensation control of the basic assist controlled variable Tas*. However, only one of the phase lag compensation control circuit51and the phase lead compensation control circuit53may be provided. The present invention is not limited to the phase lag compensation control circuit51and the phase lead compensation control circuit53, and other compensation control circuits such as a damping control circuit may be provided.

In the present embodiment, the correction torque Th is output from the torque shift control circuit50to the phase lag compensation control circuit51and the phase lead compensation control circuit53. However, the present invention is not limited to this. For example, the steering torque Th0may be input to the phase lead compensation control circuit53, and the phase lead compensation control circuit53may calculate the system stabilization controlled variable Tdt* based on the steering torque Th0. The torque shift control circuit50may not be provided, and phase lag compensation and phase lead compensation may be carried out by using the steering torque Th0.

In the present embodiment, the phase lead compensation control circuit53includes the torque differential value calculation circuit53ato carry out phase lead compensation by using the correction torque differential value. However, the present invention is not limited to this. For example, phase lead compensation may be carried out by using the difference value of the correction torque.

In the present embodiment, the phase lead compensation control circuit53includes the low pass filter53b.However, the present invention is not limited to this. For example, the phase lead compensation control circuit53may include, as necessary, a high pass filter that removes low frequency components of the correction torque differential value dTh.

In the present embodiment, the current limit value output circuit39outputs the current limit value Ilim stored therein to the current command value calculation circuit34and the determination circuit38. However, the present invention is not limited to this. For example, the current limit value Ilim may vary according to the steering torque Th0etc. In the case where the current limit value Ilim varies, the situation where phase lead compensation is being repeatedly restricted and resumed tends to occur when the current limit value Ilim is decreasing gradually.

In the present embodiment, the rotation angle sensor41detects the rotation angle θm of the rotary shaft21of the motor20. However, the present invention is not limited to this. For example, the rotation angle sensor41may detect a pinion angle. In the present embodiment, the phase compensation restriction flag is input to the phase lag compensation control circuit51and the phase lead compensation control circuit53so that the phase compensation is not carried out substantially according to the procedure ofFIGS. 7 and 9. However, the present invention is not limited to this. For example, when the phase compensation restriction flag is ON, electric power may not be supplied to the phase lead compensation control circuit53so as not to drive the phase lead compensation control circuit53. Alternatively, for example, the system stabilization controlled variable Tdt* that is output from the phase lead compensation control circuit53may be reduced so that the phase compensation is not carried out substantially.

In the present embodiment, it is determined whether the difference between the absolute value of the current command value Ia* and the current limit value Ilim is larger than zero or not and whether the difference between the absolute value of the basic assist controlled variable Tas* and the current limit value Ilim is larger than zero or not. However, the present invention is not limited to this. For example, it may be determined whether the difference between the absolute value of the current command value Ia* and the current limit value Ilim is larger than a threshold or not and whether the difference between the absolute value of the basic assist controlled variable Tas* and the current limit value Ilim is larger than a threshold or not. In the case of using the threshold, for example, a change in current command value Ia* etc. can be permitted to some extent. The same applies to the determination of whether the difference between the absolute value of the correction torque Th and the absolute value of the correction torque Th′ after phase lag compensation is larger than zero or not, and whether the difference between the absolute value of the difference between the current command value Ia* and the system stabilization controlled variable Tdt* and the current limit value Ilim is larger than zero or not.

In the present embodiment, whether the difference between the absolute value of the basic assist controlled variable Tas* and the current limit value Ilim is larger than zero or not is determined to determine whether to set the phase compensation restriction flag to ON. However, this determination (the second condition in step S31ofFIG. 10) is not necessarily required. In this case as well, followability of the current command value I* can be improved by restricting phase lag compensation and phase lead compensation when the current command value I* indicates high load. In the present embodiment, it is determined whether the difference between the absolute value of the correction torque Th and the absolute value of the correction torque Th′ after phase lag compensation is larger than zero or not, and whether the difference between the absolute value of the difference between the current command value Ia* and the system stabilization controlled variable Tdt* and the current limit value Ilim is larger than zero or not. However, this determination (the second condition in step S35ofFIG. 10) is not necessarily required. In this case as well, followability of the current command value I* can be improved by restricting phase lag compensation and phase lead compensation when the current command value I* indicates high load.

In the present embodiment, a brushless motor is used as the motor20. However, a motor with a brush may be used as the motor20. Although a column assist electric power steering system is embodied in the present embodiment, the present invention is not limited to this. For example, a rack parallel electric power steering system may be embodied.