JP3734440B2 - Vehicle steering system - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle steering apparatus for steering a vehicle in accordance with an operation of a steering means such as a steering wheel performed by a driver.
[0002]
[Prior art]
Steering of a vehicle is performed by operating a steering means (generally a rotating operation of a steering wheel) performed by a driver inside a passenger compartment to steer a steering wheel (generally a front wheel). This is done by telling the steering mechanism located outside the room.
[0003]
In recent years, as a steering device for performing such steering, the steering means inside the vehicle compartment is mechanically separated from the steering mechanism outside the vehicle compartment, and the steering mechanism is part of the steering mechanism. An example of the separation type steering device that includes an actuator, controls the operation of the steering actuator in accordance with the operation of the steering means, and applies steering force to the steering mechanism to perform steering is provided, for example. In Japanese Patent Laid-Open No. 10-218000.
[0004]
This steering device can set the correspondence relationship between the operation amount of the steering means and the operation amount of the steering actuator without being subjected to mechanical restrictions, such as the vehicle speed level, turning speed, presence / absence of acceleration / deceleration, etc. There is an advantage that it is possible to flexibly cope with the change control of the steering characteristics according to the above, and there is no need for a connecting member for connecting the steering means and the steering mechanism, and there is no restriction on the configuration and arrangement of the steering means, It has many advantages that are difficult to obtain with a general steering device, such as the advantage of increasing the degree of freedom in the layout of the interior of the vehicle interior, and has attracted attention as being useful for the development of automobile technology.
[0005]
Note that an electric motor (steering motor) is used as the steering actuator in consideration of the ease of change control of steering characteristics, and the steering motor detects a steering angle sensor that detects the operation position of the steering means. Feedback control is performed based on the deviation between the angle and the detected angle of the actual steering angle sensor that detects the operating position of the steering mechanism. In addition, a reaction force motor is attached to the steering means, and the reaction force motor is driven and controlled based on a detection result of a reaction force sensor that detects a steering reaction force applied to the steering mechanism with steering, A pseudo reaction force is applied to the steering means so that a steering feeling equivalent to that of the non-separable steering device can be obtained.
[0006]
[Problems to be solved by the invention]
In the separation type steering apparatus configured as described above, the steering angle sensor attached to the steering means is an important sensor used for controlling the steering motor, and the steering angle sensor falls into a failure state. There is a risk that the steering will be different from the will of the driver.
[0007]
Therefore, conventionally, as disclosed in Japanese Patent Laid-Open No. 10-218000, two steering angle sensors are provided, and the presence or absence of these failures is sequentially determined, and one of them is determined to be in a failed state. In this case, the control of the steering motor is continued based on the detection result of the other so as not to hinder the steering, but the structure of the steering means becomes complicated due to the arrangement of the two steering angle sensors, In addition, there is a problem that the cost of the apparatus is increased.
[0010]
The present invention has been made in view of such circumstances, without the duplex system a steering angle sensor for detecting the operating position of the steering means may allow definitive steering when failure occurs in the steering angle sensor An object of the present invention is to provide a vehicle steering apparatus.
[0011]
[Means for Solving the Problems]
Vehicle steering apparatus according to the present onset Ming, a steering angle sensor for detecting an operation position of the steering means, a reaction force sensor for detecting a steering reaction force applied to the mechanically separated steering mechanism from the steering means And controlling a steering actuator attached to the steering mechanism based on the detection result of the steering angle sensor to perform steering corresponding to the operation of the steering means, and steering means based on the detection result of the reaction force sensor controls a reaction force motor that attached to the a vehicle steering apparatus which apply a pseudo reaction force to the steering means, the use of a brushless motor as a reaction motor, the rotation angle for detecting the rotation angle of the reaction motor a steering angle calculating means for calculating the operating position of the steering means by accumulating the detected value of the sensor, the sensor failure determining means determines the presence or absence of failure of the steering angle sensor, the Sensafe When the failure determination is made by Le determining means, and a controlling means for controlling the steering actuator based on the calculation result of the steering angle calculating means.
[0012]
In the present invention, by utilizing the fact that a reaction force motor that applies a pseudo reaction force to the steering means rotates according to the operation of the steering means, the detected value of the rotation angle by the rotation angle sensor provided in the reaction force motor is obtained. The operation position of the steering means is calculated sequentially and the steering actuator is controlled using the operation position of the steering means calculated from the detected value of the rotation angle sensor when the steering angle sensor fails. Steer according to will. In the brushless motor used as the reaction motor, it is essential the rotation angle sensor for control of the motor, it is not necessary to provide a dedicated sensor for fail countermeasure. When a steering wheel is used as the steering means, the steering wheel operation angle calculated by accumulating the detection values of the rotation angle sensor is different from the operation angle detected by the steering angle sensor at a position different from this. deviation by utilizing a can also be used for calculation of the steering torque applied to the steering wheel required for the control of the reaction force motor.
[0017]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, the present invention will be described in detail with reference to the drawings showing embodiments thereof. FIG. 1 is a block diagram showing the overall configuration of a vehicle steering apparatus according to the present invention.
[0018]
This steering device includes a steering mechanism 1 for causing a pair of steering wheels 10, 10 arranged on the left and right sides of the vehicle body to perform a steering operation, and mechanically separated from the steering mechanism 1. Steering wheel 2 (steering means) 2 and steering for performing a control operation to be described later in order to operate the steering mechanism 1 according to the operation of the steering wheel 2 and to apply a steering reaction force to the steering wheel 2 And a control unit 3.
[0019]
The steering mechanism 1 is a well-known rack and pinion type steering mechanism, and extends both in the left-right direction of the vehicle body and moves both ends of the rack shaft 11 in the axial length direction. 10 knuckle arms 12 and 12 are connected to each other via separate tie rods 13 and 13, and the knuckle arms 12 and 12 are pushed and pulled through the tie rods 13 and 13 by movement of the rack shaft 11 in both directions. , 10 is steered left and right.
[0020]
In order to perform this steering, a steering motor M ₁ (brushless motor) is obliquely crossed on the outer side of the middle portion of the rack housing H ₁ that has a cylindrical shape that supports the rack shaft 11 so as to be movable in the axial direction. Is attached. The output shaft of the steering motor M ₁ extends inside the rack housing H ₁ and is configured to be transmitted in the middle of the rack shaft 11 via a motion conversion mechanism such as a ball screw mechanism. Thus, the rotation of the steering motor M ₁ is converted into movement in the axial direction of the rack shaft 11 by the motion conversion mechanism, and the above-described steering is performed in accordance with this movement.
[0021]
Further, an auxiliary steering motor M ₂ that is driven when the steering motor M ₁ fails is attached to the outside of the pinion housing H ₂ that is connected to a part of the rack housing H ₁ . A pinion shaft 14 is supported in the pinion housing H ₂ so as to be rotatable around an axis. A pinion (not shown) is integrally formed in the lower half of the pinion shaft 14 in which only the projecting end to the upper portion of the pinion housing H ₂ is shown, and a corresponding portion of the rack shaft 11 is intersected with the rack housing H _1. Are engaged with rack teeth formed on the rack.
[0022]
An output shaft of the auxiliary steering motor M ₂ extends inside the pinion housing H ₂ at a position away from the axis of the pinion shaft 14 and in a direction substantially perpendicular to the axis, such as a worm gear mechanism. A transmission is configured in the middle of the pinion shaft 14 via a speed reduction mechanism. And Thus, rotation of the steering assist motor M ₂ is transmitted to the pinion shaft 14 under deceleration by the reduction mechanism, the rotation of the pinion shaft 14, the rack shaft 11 in the meshing portion of the pinion and the rack teeth It is converted into a movement in the axial direction, and the above-described steering is performed in accordance with this movement.
[0023]
The steering motor M ₁ and the auxiliary steering motor M ₂ are provided with operation commands from the steering control unit 3 via separate drive circuits (not shown), and both the steering motors M ₁ , M are supplied according to the operation commands. ₂ is driven and controlled separately.
[0024]
The actual steering angle θ ₀ of the steering wheels 10 and 10 steered as described above in response to this drive is configured to detect, for example, the displacement of the connecting portion between the rack shaft 11 and the tie rod 13 on one side. It is detected by the actual steering angle sensor 15 and given to the steering control unit 3. Actual steering angle sensor 15, as schematically illustrated in FIG. 1, interposed detection cylinder between the outer of the connecting portion and the rack housing H _1, detects the displacement of the reciprocating amount of the detection cylinder as a medium It can be set as the structure to do.
[0025]
The steering motor M ₁ is provided with a rotation angle sensor 16 for detecting the rotation angle thereof. The output of the rotation angle sensor 16 is given to the steering control unit 3, along with used to perform the phase adjustment of the driving current of the steering motor M _1, as described below, alternate during failure of the actual steering angle sensor 15 Used to calculate the actual rudder angle to be used. Such a rotation angle sensor 16 can be constituted by, for example, a known resolver.
[0026]
Further, tie rod axial force sensors (reaction force sensors) 17 and 17 for detecting axial force (tensile force or compressive force) acting in the axial direction are attached to the tie rods 13 and 13 on both sides. The detection result is given to the steering control unit 3 as a signal indicating the steering reaction force actually applied to the steering wheels 10 and 10 in accordance with the steering. The tie rod axial force sensors 17 and 17 are configured such that, for example, a strain gauge is attached to the surface of the tie rods 13 and 13, and the steering reaction force is detected through the distortion generated in the tie rods 13 and 13 as a medium. It can be.
[0027]
A steering wheel 2 that is mechanically separated from the steering mechanism 1 configured as described above is a column that rotatably holds a column shaft 20 that serves as a rotating shaft, as schematically shown in FIG. It is supported by an appropriate part of the vehicle body (not shown) via the housing H ₃ , and a reaction force motor M ₃ (brushless motor) is attached to the other side of the column housing H ₃ . An output shaft of the reaction force motor M ₃ extends coaxially inside the column housing H ₃ and is connected to the column shaft 20 via a speed reducer 21 and an electromagnetic clutch 22. With this configuration, the rotational force of the reaction force motor M ₃ is transmitted to the column shaft 20 under deceleration by the speed reducer 21 when the electromagnetic clutch 22 is engaged, and the steering wheel attached to the upper end of the column shaft 20 2, a reaction force opposite to the operation direction is applied.
[0028]
The reaction force applied to the steering wheel 2 by the reaction force motor M ₃ adds a steering reaction force that is actually applied to the steering wheels 10 and 10 along with steering to the steering wheel 2 so that the driver can experience it. is intended to be performed in order, the reaction force motor M ₃ are, the operation command from the steering control unit 3 are given via the drive circuit (not shown) is driven in accordance with this operation command. The operation command of the steering control unit 3 is also given to the electromagnetic clutch 22, and the electromagnetic clutch 22 is disconnected according to the operation command from the steering control unit 3, and the reaction force motor M ₃ is turned off from the steering wheel 2. Detachment is performed.
[0029]
The steering angle θ ₁ of the steering wheel 2 operated against such a pseudo reaction force is detected by a steering angle sensor 23 formed in the middle of the column shaft 20 and is given to the steering control unit 3. The steering angle sensor 23 can be constituted by, for example, a potentiometer that changes its output in accordance with the displacement from the steering angle midpoint position.
[0030]
Also the reaction force motor M ₃ are, the rotation angle sensor 24 is attached for detecting the rotation angle of this. The output of the rotation angle sensor 24 is given to the steering control unit 3 and is used for phase adjustment of the drive current of the reaction force motor M ₃ and, as will be described later, steering used as an alternative when the steering angle sensor 23 fails. Used to calculate the angle θ ₂ . Further, the steering angle θ ₂ calculated as described above is used to calculate the steering torque applied to the steering wheel 2 based on the deviation from the steering angle θ ₁ detected by the steering angle sensor 23. Steering torque thus calculated, the reaction motor M ₃ is as a feedback signal of the reaction force generated is utilized to the fail determination of the reaction force motor M _3. Such rotation angle sensor 24, like the rotation angle sensor 16 that is attached to the steering motor M _1, can be constructed by known resolver.
[0031]
As described above, the steering control unit 3 receives the actual steering angle sensor 15, rotation angle sensor 16, and tie rod axial force sensors 17, 17 as the steering state actually generated on the steering mechanism 1 side. The operation state of the steering wheel 2 as a steering means is given as an input from the steering angle sensor 23 and the rotation angle sensor 24. Further, on the input side of the steering control unit 3, various signals indicating the traveling state of the vehicle detected by the traveling state sensor 4 such as the vehicle speed, the yaw rate, and the lateral acceleration are given.
[0032]
On the other hand, as described above, the output of the steering control unit 3 is a reaction force that applies a reaction force to the steering motor M ₁ or the auxiliary steering motor M ₂ for causing the steering mechanism 1 to perform the steering operation and the steering wheel 2. It is given to the motor M ₃ and further to the electromagnetic clutch 22 arranged in the transmission system from the reaction force motor M ₃ to the steering wheel 2.
[0033]
FIG. 2 is a flowchart showing the control content of the steering motor M ₁ by the steering control unit 3. Note steering assist motor M _2, when the steering motor M ₁ is determined to have fallen into the fail state, such as motor lock, driven switched the steering motor M _1, is provided with in order to prevent steering inability occurs, the The control operation for the auxiliary steering motor M ₂ is performed in the same manner as the following control operation for the steering motor M ₁ . Note that the determination of the failure of the steering motor M ₁ may be performed using a fail determination method that is normally performed in various motors, such as monitoring a temporal change in the drive current of the steering motor M ₁ .
[0034]
The steering control unit 3 starts its operation in response to an ON operation of a key switch for starting the engine, and takes in outputs of the steering angle sensor 23 and the rotation angle sensor 24 connected to the input side at a predetermined sampling period. (Step 1), similarly, the output of the running state sensor 4 is captured (Step 2).
[0035]
Next, the steering control unit 3 calculates the steering angle θ ₁ of the steering wheel 2 using the output of the steering angle sensor 23 (step 3), and similarly calculates the steering angle θ ₂ using the output of the rotation angle sensor 24 (step 3). Step 4).
[0036]
As described above, the output of the steering angle sensor 23 corresponds to the displacement from the steering angle midpoint position, and the calculation of the steering angle θ ₁ is performed by multiplying this output by a predetermined gain. The output of the rotation angle sensor 24 indicates the rotation angle of the reaction force motor M _{3 at} the time of sampling, and the calculation of the steering angle θ ₂ is performed by sequentially calculating the output of the rotation angle sensor 24 that is sequentially taken in every sampling period. The result is accumulated and multiplied by a predetermined gain corresponding to the reduction ratio of the reduction gear 21.
[0037]
Next, the steering control unit 3 determines whether or not the steering angle sensor 23 is in a fail state (step 5). When it is determined that the steering angle sensor 23 is normal, the steering angle θ ₁ is used. Then, the target steering angle θ that becomes the steering target value is calculated (step 6), and when it is determined that the steering angle sensor 23 is in the fail state, the target steering angle θ is calculated using the steering angle θ _2. At the same time as the calculation (step 7), an operation command is issued to an alarm means (not shown) connected to the output side to output an alarm (step 8).
[0038]
By such an operation of the steering control unit 3, it is always determined whether or not the steering angle sensor 23 is in a fail state. When it is determined that the steering angle sensor 23 is in a fail state, the calculation is performed using the output of the steering angle sensor 23. The use of the steering angle θ ₁ is stopped, and the target steering angle θ is obtained using the steering angle θ ₂ calculated using the output of the rotation angle sensor 24. Therefore, when the steering angle sensor 23 fails, the target rudder angle θ is calculated based on the erroneous detection value, and it is possible to prevent steering that does not follow the will of the driver who operates the steering wheel 2. The rotation angle sensor 24 is a sensor that is originally necessary for controlling the reaction force motor M ₃ , and does not require a dedicated sensor for fail-safe, thereby preventing the complexity of the configuration and contributing to the reduction of the device cost. it can.
[0039]
However, the calculation of the target rudder angle θ using the steering angle θ ₂ is intended to prevent the occurrence of inability to steer when the steering angle sensor 23, which is the original detection means, fails. The warning output in step 8 informs the driver that the steering angle sensor 23 is in a fail state and there is a possibility that normal steering cannot be performed, and for example, the running vehicle is brought close to the road shoulder and stopped. It is done to encourage emergency treatment such as.
[0040]
Note that the failure determination of the steering angle sensor 23 in step 5 refers to the output history of the steering angle sensor 23. For example, the difference in output at each sampling point is out of the preset normal range, or the rotation It can be performed on the condition that the difference from the output history of the angle sensor 24 is excessively large.
[0041]
In addition, the calculation of the target steering angle θ in step 6 or step 7 is performed by using the correction coefficient determined for each of the driving conditions that affect the steering detected by the driving condition sensor 4 such as the vehicle speed, the yaw rate, and the longitudinal acceleration. This is done by multiplying the steering angle θ ₁ or θ ₂ . For example, the correction coefficient for the vehicle speed is small during high-speed traveling when the vehicle speed exceeds a predetermined speed, and increases proportionally as the vehicle speed decreases during low-speed traveling where the vehicle speed is equal to or less than the predetermined speed. The correction coefficient for the yaw rate indicating the turning state of the vehicle is set so as to decrease as the yaw rate increases. By performing these corrections, the target rudder angle θ calculated in step 6 or step 7 is smaller during high speed traveling than the steering angle θ ₁ or θ ₂ indicating the operation position of the steering wheel 2 and is low speed traveling. The steering characteristic becomes large during the turn and becomes smaller during the turn as the vehicle turns sharply, so that a steering characteristic adapted to the continuously changing traveling state of the vehicle can be obtained.
[0042]
After calculating the target rudder angle θ as described above, the steering control unit 3 takes in the output of the actual rudder angle sensor 15 connected to the input side (step 9), and is realized in the steering mechanism 1 using this output. The actual steering angle θ ₀ is obtained (step 10), a deviation from the target steering angle θ (steering angle deviation Δθ = θ−θ ₀ ) is calculated (step 11), and driving according to the steering angle deviation Δθ is calculated. current steering motor M ₁ drives and controls to flow (step 12). The above control operation is repeated until the key switch is turned off.
[0043]
During this time, the output of the rotation angle sensor 16 attached to the steering motor M ₁ is used to calculate the actual steering angle θ ₀ that is used as an alternative when the actual steering angle sensor 15 fails. The rotation angle sensor 16 is also a originally required sensors to the control of the steering motor M _1, it can perform a fail-safe operation without the actual steering angle sensor 15 and the duplex system. Further, the drive current of the steering motor M ₁ is determined as a value corresponding to the steering angle deviation Δθ on a drive current map prepared for each vehicle speed, for example.
[0044]
The steering control unit 3 controls the reaction force motor M ₃ and the electromagnetic clutch 22 attached to the steering means 2 in parallel with the control of the steering motor M ₁ as described above. FIG. 3 is a flowchart showing the control contents of the reaction force motor M ₃ and the electromagnetic clutch 22 by the steering control unit 3.
[0045]
As described above, the steering control unit 3 that starts the operation in response to the ON operation of the key switch first takes the outputs of the tie rod axial force sensors 17 and 17 connected to the input side (step 21), and uses this output. An actual steering reaction force F ₀ actually applied to the steering mechanism 1 is calculated (step 22).
[0046]
Next, the steering control unit 3 determines whether or not the reaction force motor M ₃ to be controlled is in a fail state (step 23), and it is determined that the reaction force motor M ₃ is normal and can be controlled. In this case, a steering reaction force F to be applied to the steering wheel 2 is calculated using the actual steering reaction force F ₀ (step 24), and a reaction force motor M ₃ is generated to generate a drive torque corresponding to the steering reaction force F. Is controlled (step 25).
[0047]
The steering reaction force F is calculated by multiplying the actual steering reaction force F ₀ detected by the tie rod axial force sensors 17 and 17 by a predetermined coefficient. This coefficient can be changed according to the running state detected by the running state sensor 4 such as the vehicle speed, the yaw rate, and the longitudinal acceleration. For example, the detected values of the vehicle speed and the yaw rate are used to correct the coefficient according to the increase thereof, and the detected values of the longitudinal acceleration are corrected to increase the coefficient according to the degree when the deceleration state is detected. Used as needed.
[0048]
As a result of such correction, the steering wheel 2 becomes heavier as the vehicle speed increases and becomes lighter as the vehicle speed decreases, improving the straight-line stability during high-speed driving and operating during low-speed driving or stopping. Together with the reduction of power is achieved. Further, the steering wheel 2 becomes heavier as the turning degree becomes larger, and the weight suitable for the turning state can be given. Furthermore, the steering wheel 2 becomes heavier during deceleration, and the driver can experience an increase in front wheel load accompanying deceleration.
[0049]
On the other hand, if it is determined in step 23 that the reaction force motor M ₃ is in a fail state and cannot be controlled, the steering control unit 3 issues an operation command to the electromagnetic clutch 22 on the output side and disconnects the electromagnetic clutch 22. In addition to operating (step 26), an operation command is issued to an alarm means (not shown) to output an alarm (step 27).
[0050]
The electromagnetic clutch 22 is interposed in the transmission system from the reaction motor M ₃ to the steering wheel 2, if the electromagnetic clutch 22 is cut off operation, the steering wheel 2 is disconnected from the reaction motor M _3. Therefore, by the above-described operation of the steering control unit 3, there is no risk that the reaction force motor M ₃ in the state of failure of the motor lock or the like to inhibit the operation of the steering wheel 2 can be avoided steering inability generation.
[0051]
However, since the operation of the steering wheel 2 in a state where the electromagnetic clutch 22 is disconnected is performed in a state where no steering reaction force is applied, the steering feeling equivalent to normal steering with the electromagnetic clutch 22 engaged is not I can't get it. Alarm output in step 27 is in the reaction motor M ₃ is fail state, and notifies the driver that the steering feeling is changed, for example, emergency measures such as stopping the vehicle during traveling closer to the shoulder Done to encourage.
[0052]
Failure determination of the reaction force motor M ₃ in step 23, for example, the column shaft 20 of the steering wheel 2, said detecting a steering torque applied by the rotation of a reaction motor M _3, the steering reaction force F it Can be done by comparing with Here, the steering torque is calculated based on the deviations of the steering angles θ ₁ and θ ₂ obtained at two different positions of the column shaft 20 using the outputs of the steering angle sensor 23 and the rotation angle sensor 24 as described above. It is not necessary to use a dedicated torque sensor. Also, the failure determination is equal monitors the temporal change in the drive current of the reaction force motor M _3, may be performed using techniques fail determination being performed normally at the various motors.
[0056]
In this embodiment, when the reaction force motor M ₃ is in a fail state and the steering wheel 2 is inhibited from being operated, the second steering means 5 is operated instead of the steering wheel 2. The emergency steering can be performed by the operation of the steering control unit 3 according to this operation. The operation of the second steering means 5 is a simple operation to the extent that the steering direction is designated by the lever, hand grip, switch, etc., but the driver can bring the running vehicle to the road shoulder and stop it. Emergency treatment can be performed. Note also in this embodiment, performs alarm output in response to the failure determination of the reaction force motor M _3, to the urge operation of the second steering means 5 to the driver is desired.
[0057]
【The invention's effect】
As described above in detail, in the vehicle steering system according to the present invention, the detection result of the rotation angle sensor provided in the reaction force motor that applies the steering reaction force to the steering means when the steering angle sensor attached to the steering means fails. since Ru is performed the control of the steering motor based on, it is possible to continue the steering along the intention of the driver without the need for sensors fail dedicated steering angle sensor, simplified and product costs of the configuration Can be reduced.
[Brief description of the drawings]
FIG. 1 is a block diagram showing the overall configuration of a vehicle steering apparatus according to the present invention.
FIG. 2 is a flowchart showing a control content of a steering motor by a steering control unit.
FIG. 3 is a flowchart showing details of control of a reaction force motor and an electromagnetic clutch by a steering control unit.
[Explanation of symbols]
1 Steering mechanism 2 Steering wheel (steering means)
3 Steering control unit
11 rack shaft
15 Actual steering angle sensor
16 Rotation angle sensor
17 Tie-rod axial force sensor (reaction force sensor)
22 Electromagnetic clutch
23 Steering angle sensor
24 Rotation angle sensor M ₁ Steering motor (steering actuator)
M ₂ auxiliary steering motor (steering actuator)
M ₃ reaction force motor

Claims (1)

A steering angle sensor for detecting an operation position of the steering means; and a reaction force sensor for detecting a steering reaction force applied to a steering mechanism mechanically separated from the steering means, and based on a detection result of the steering angle sensor. Controlling the steering actuator attached to the steering mechanism to perform steering corresponding to the operation of the steering means, and controlling the reaction force motor attached to the steering means based on the detection result of the reaction force sensor, In a vehicle steering apparatus in which a pseudo reaction force is applied to the steering means,
Using a brushless motor as the reaction force motor,
A steering angle calculating means for calculating the operating position of the steering means by accumulating detected value of the rotation angle sensor for detecting the rotation angle of the reaction motor,
Sensor fail determination means for determining the presence or absence of a failure of the steering angle sensor;
A vehicle steering apparatus comprising: a control unit that controls the steering actuator based on a calculation result of the steering angle calculation unit when a failure determination is made by the sensor fail determination unit.

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