JP2006298275A - Steering controlling device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a steering controlling device for a vehicle by which a desired steering starting reaction force feeling in response to an angular steering speed can be obtained. <P>SOLUTION: This steering controlling device for the vehicle is equipped with a turning state quantity detecting means (a rudder angle sensor), and a steering controlling means (a step S12). In this case, the turning state quantity detecting means detects a turning state quantity (a steering angle θ) of the vehicle. The steering controlling means sets a variation quantity of the steering reaction force in response to the angular steering speed dθ/dt so that a specified steering starting reaction force can be obtained when the turning state quantity (the steering angle θ) is a turning judgement threshold value or higher. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention belongs to the technical field of a vehicle steering control device that applies a steering reaction force or a steering assist force according to a steering angular velocity.

In a conventional vehicle steering control device, a value obtained by multiplying a steering angular acceleration, which is a second-order differential value of a steering angle, by a predetermined gain is added to a steering reaction force control amount. The compatibility with the handle restoring property is achieved (for example, see Patent Document 1).
JP 2000-108914 A

  However, the above-described conventional technique has a problem that the desired steering rising reaction force cannot be obtained because the steering angular acceleration changes depending on the steering method of the driver. In particular, when the driver starts steering slowly, or when steering is performed at a constant steering speed, the steering angular acceleration becomes a minute value, so that a sufficient steering rising reaction force feeling cannot be obtained.

  The present invention has been made paying attention to the above problems, and an object of the present invention is to provide a vehicle steering control device capable of obtaining a desired steering rising reaction force feeling according to the steering angular velocity.

In order to achieve the above object, the present invention provides:
In a vehicle steering control device that applies a steering reaction force according to a steering angular velocity of a steering wheel,
The amount of change in the steering reaction force according to the steering angular velocity is set so that a predetermined rising steering reaction force is obtained when the turning state amount of the vehicle is equal to or greater than the turning determination threshold value.

  In the present invention, since the amount of change in the steering reaction force is set according to the steering angular velocity so that the steering rise reaction force becomes the target rise reaction force, the desired steering rise reaction force feeling according to the steering angular velocity can be obtained. can get.

  Hereinafter, the best mode for carrying out the present invention will be described based on Examples 1 to 3.

First, the configuration will be described.
FIG. 1 is an overall system diagram illustrating a vehicle steering control device according to a first embodiment. The vehicle steering control device according to the first embodiment includes (1) a steering unit, (2) a backup device, (3) a steering unit, (4) Consists of a controller.

(1) Steering unit The steering unit includes a steering angle sensor (steering angle detection means) 1, an encoder 2, torque sensors 3 and 3, and a reaction force motor 5.

  The rudder angle sensor 1 is a means for detecting an operation angle of the handle 6 and is provided on a column shaft 8a that couples a cable column 7 and a handle 6 described later. That is, the rudder angle sensor 1 is installed between the handle 6 and the torque sensors 3 and 3, and can detect the steering angle without being affected by the angle change caused by the twist of the torque sensors 3 and 3. ing. The rudder angle sensor 1 uses an absolute resolver or the like. The torque sensors 3 and 3 form a double system and are installed between the rudder angle sensor 1 and the reaction force motor 5.

  The reaction force motor 5 is an actuator that applies a steering reaction force to the handle 6, and is composed of an electric motor of one rotor and one stator having a column shaft 8a as a rotation axis, and its casing is fixed at an appropriate position on the vehicle body. Yes. As the reaction force motor 5, a brushless motor is used, and an encoder 2 and a Hall IC (not shown) are added as the brushless motor is used. In that case, motor drive that generates motor torque is possible with only the Hall IC, but fine torque fluctuations occur and the feeling of steering reaction force is poor. Therefore, in order to perform more delicate and smooth reaction force control, the encoder 2 is mounted on the column shaft 8a, and motor control is performed to reduce minute torque fluctuations and improve the feeling of steering reaction force. Yes. A resolver may be used instead of the encoder 2.

(2) Backup device The backup device includes a cable column 7 and a clutch 9.
The clutch 9 is interposed between the column shaft 8a and the pulley shaft 8b. In the first embodiment, an electromagnetic clutch is used. When the clutch 9 is engaged, a column shaft 8a as an input shaft and a pulley shaft 8b as an output shaft are connected, and the steering torque applied to the handle 6 is mechanically transmitted to the steering mechanism 15. .

  The cable column 7 is a machine that exhibits a column shaft function for transmitting torque while avoiding interference with a member interposed between the steering portion and the steered portion in the backup mode in which the clutch 9 is engaged. Type backup mechanism. The cable column 7 winds two inner cables whose ends are fixed to the two reels in opposite directions, and fixes both ends of the outer tube in which the two inner cables are inserted into the two reel cases. It is constituted by.

(3) Steering unit The steering unit includes an encoder 10, a steering angle sensor 11, torque sensors (road surface reaction force detection means) 12 and 12, steering motors 14 and 14, a steering mechanism 15, and steered wheels 16 and 16. It is comprised.

  The rudder angle sensor 11 and the torque sensors 12, 12 are provided on an axis of a pinion shaft 17 in which a pulley of the cable column 7 is attached to one end and a pinion gear is formed at the other end. As the rudder angle sensor 11, an absolute resolver or the like that detects the rotational speed of the shaft is used. Further, as the torque sensors 12, 12, a sensor that forms a double system like the torque sensors 3, 3 and detects torque by a change in inductance is used. The steering angle sensor 11 is arranged on the cable column 7 side, and the torque sensors 12 and 12 are arranged on the steering mechanism 15 side, so that the angle due to the torsion of the torque sensors 12 and 12 when the steering angle is detected by the steering angle sensor 11. We are not affected by changes.

  The steered motors 14 and 14 are provided on the pinion shaft 17 when the motor is driven by providing a pinion gear on the motor shaft that meshes with a worm gear provided at an intermediate position between the rudder angle sensor 11 and the torque sensors 12 and 12 of the pinion shaft 17. It is comprised so that turning torque may be provided. The steered motors 14 and 14 have a one-rotor / two-stator structure to form a dual system, and are brushless motors that constitute the first steered motor 14 and the second steered motor 14. Similarly to the reaction force motor 5, an encoder 10 and a Hall IC (not shown) are added as the brushless motor is used.

  The steering mechanism 15 is a steering mechanism that steers the left and right steered wheels 16 and 16 by rotation of the pinion shaft 17. The steering mechanism 15 is inserted into the rack tube 15 a and forms a rack gear that meshes with the pinion gear of the pinion shaft 17. The rack shaft 15b, tie rods 15c, 15c coupled to both ends of the rack shaft 15b extending in the left-right direction of the vehicle, one end coupled to the tie rods 15c, 15c, and the other end coupled to the steered wheels 16, 16 And knuckle arms 15d and 15d.

(4) Control Controller In the control controller, a duplex system is configured by two control controllers 19 and 19 that perform processing operations and the like by two power sources 18 and 18, and bidirectional communication is performed by communication lines 20 and 20.
The controller 19 includes a steering angle sensor 1, an encoder 2, torque sensors 3 and 3, a Hall IC, a steering section encoder 10, a steering angle sensor 11, torque sensors 12 and 12, a Hall IC and a vehicle speed sensor 21. The sensor signal from the yaw rate sensor (yaw rate detecting means) 22 is input.

  The control controller 19 sets control amounts of the reaction force motor 5 and the steered motor 14 based on each sensor signal, and drives and controls the motors 4 and 14. In addition, the controller 19 releases the clutch 9 while the system is operating normally, and if an abnormality occurs in the system, the controller 9 is engaged, and the handle 6 and the steering wheels 16 and 16 are engaged. Connect mechanically.

Next, the operation will be described.
[Steering control processing]
FIG. 2 is a flowchart showing the flow of the steering control process executed by the controller 19 of the first embodiment, and each step will be described below.

  In step S1, each sensor signal is read, and the process proceeds to step S2.

  In step S2, the control amount of the steered motor 14 is calculated from each sensor signal read in step S1, and the process proceeds to step S3.

  In step S3, a control command based on the control amount of the steered motor 14 calculated in step S2 is output to a steered motor drive circuit (not shown), and the process proceeds to return. The steered motor drive circuit outputs a command current corresponding to the control command to the steered motor 14 to drive the steered motor 14.

[Steering reaction force control processing]
FIG. 3 is a flowchart showing the flow of the steering reaction force control process executed by the controller 19 of the first embodiment, and each step will be described below.

  In step S11, each sensor signal is read, and the process proceeds to step S12.

  In step S12, the control amount of the reaction force motor 5 is calculated from each sensor signal read in step S11, and the process proceeds to step S13 (corresponding to steering control means).

  In step S13, a control command based on the control amount calculated in step S12 is output to a reaction force motor drive circuit (not shown), and the process proceeds to return. The reaction force motor drive circuit outputs a command current corresponding to the control command to the reaction force motor 5 to drive the reaction force motor 5.

[Reaction force motor control amount setting method]
In the controller 19, the control amount Th of the reaction force motor 5 is set based on the following equation (1).
Th = Kp × θ + Kd × dθ / dt + Kdd × d ² θ / dt ² + Ky × y + Gf × F (1)
Here, θ is a steering angle, Kp is a steering angle gain, Kd is a steering angular velocity gain, Kdd is a steering angular acceleration gain, Ky is a yaw rate gain, and Gf is a road surface reaction force gain.

In Equation (1), the steering reaction force based on the steering angle θ is expressed by the first term (Kp × θ), the second term (Kd × dθ / dt), and the third term (Kdd × d ² θ / dt ² ) on the right side. In the fourth term (Ky × y) on the right side, the control amount based on the yaw rate y indicating the vehicle behavior is set, and therefore the influence of the external force acting on the tire due to the change in the vehicle behavior is determined by the steering reaction force. It can be reflected in the torque. Further, in the fifth term on the right side (Gf × F), since the control amount based on F indicating the road surface reaction force is set, the influence of the force acting on the tire from the road surface can be reflected in the steering reaction force.

Next, a method for setting each gain and its operation will be described.
[Setting of steering angular velocity gain Kd according to steering angular velocity]
FIG. 4 is a setting map of the steering angular velocity gain Kd according to the steering angular velocity dθ / dt of the first embodiment. As shown in FIG. 4, the steering angular velocity gain Kd has a high steering angular velocity (turning state quantity) dθ / dt. It is set to be a large value. Further, the steering angular velocity gain Kd becomes a minimum value at a small steering angle (for example, ± 0.5 ° or less), and a maximum value at a turning judgment threshold value (for example, ± 1.0 °) or more, and the steering angle θ turns with a small steering angle. When the value is between the determination threshold value, the value is set to be larger as the steering angle θ is larger. Here, the turning determination threshold refers to the minimum steering angle at which it can be determined that the vehicle is in a turning state.

  As described above, the higher the steering angular velocity dθ / dt, the larger the steering angular velocity gain Kd, and the second term (Kd × dθ / dt) on the right side of the equation (1) is increased. Since the steering reaction force at the start-up increases, the steering feeling at the time of increase is improved. That is, in the steering angle range other than the minute steering angle, the steering angle gain Kd rises at the same time as the steering angular velocity dθ / dt is generated, so that the steering feeling increases at the time of turning back and returning. Further, when steering is performed at a constant steering angular velocity, a constant steering reaction force is always obtained according to the steering angular velocity.

  Further, when the steering angle gain Kd near the steering angle zero is increased, the handle 6 behaves in a vibrational manner when traveling straight ahead. However, in the first embodiment, the steering angle gain Kd at a small steering angle is decreased to reduce the steering wheel 6 The vibration of is eliminated. In addition, when the steering angle is small, the gain Kd can be reduced when the steering angular velocity is small, compared with the case where the inclination is reduced by providing a little dead zone by providing a slight dead zone (FIG. 4). The gain Kd can be increased and the viscosity effect can be improved.

  Furthermore, by increasing the steering angular velocity gain Kd as the steering angular velocity dθ / dt increases, the difference between the steering force at the time of increase and the steering force during turning can be set larger, so the steering reaction force at the time of increase When the steering angular velocity gain Kd component in the control amount Th is increased so that a desired steering force can be obtained, the other gain components can be set low. Since the steering angle gain Kp component can be reduced, the steering load during turning is reduced.

[Setting each gain according to vehicle speed]
(Steering angle gain Kp)
FIG. 6 is a setting map of the steering angle gain Kp according to the vehicle speed of the first embodiment. The steering angle gain Kp decreases from the vehicle speed zero to a predetermined speed range as the vehicle speed increases. In the predetermined speed range, FIG. The constant value is set so as to gradually increase when a predetermined speed range is exceeded. By setting the steering angle gain Kp in this way, it is possible to reflect in the steering reaction force the vehicle steering characteristics that the self-aligning torque increases at low speed, decreases at medium speed, and increases at higher speed.

(Steering angular acceleration gain Kdd)
FIG. 7 is a setting map of the steering angular acceleration gain Kdd according to the vehicle speed of the first embodiment. The steering angular acceleration gain Kdd has a linear characteristic in which the value increases as the vehicle speed increases as a predetermined value when the vehicle speed is zero. Is set to By setting the steering angular acceleration gain Kdd in this manner, the influence of the change in the steering angular acceleration that increases as the vehicle speed increases can be reflected in the steering reaction force.

(Yaw rate gain Ky)
FIG. 8 is a setting map of the yaw rate gain Ky according to the vehicle speed of the first embodiment. The yaw rate gain Ky is a predetermined value when the vehicle speed is zero, and the downwardly convex quadratic curve characteristic increases as the vehicle speed increases. It is set to be. By setting the yaw rate gain Ky in this way, the influence of the change in the yaw rate of the vehicle that increases as the vehicle speed increases can be reflected in the steering reaction force.

(Road reaction force gain Gf)
FIG. 9 is a map for setting the road surface reaction force gain Gf according to the vehicle speed of the first embodiment. The road surface reaction force gain Gf is a secondary value that converges to a predetermined value when the vehicle speed is zero and to a predetermined value as the vehicle speed increases. It is set to have a curve characteristic. By setting the road surface reaction force gain Gf in this way, the influence of the road surface reaction force that increases as the vehicle speed increases can be reflected in the steering reaction force.

[Conventional steering reaction force control]
In the vehicle steering control device described in Japanese Patent Laid-Open No. 2000-108914, the control amount Th of the reaction force motor is set using the following equation (2) based on the steering angle θ and the yaw rate y.
Th = Kp × θ + Kd × dθ / dt + Kdd × d ² θ / dt ² + Ky × y (2)
In the formula (2), based on the steering angle θ by the calculation on the first term (Kp × θ), the second term (Kd × dθ / dt) and the third term (Kdd × d ² θ / dt ² ) on the right side. A control amount of the steering reaction force is set. The first term acts as a term that gives a steering reaction force according to the steering angle θ, the second term acts as a viscosity term that suppresses the vibration of the steering wheel, and the third term influences the moment of inertia of the reaction force motor. It acts as an inertial term that suppresses and adjusts the steering feeling at the start of turning the steering wheel.

  The fourth term on the right side is a term based on the yaw rate y detected by the yaw rate sensor. The control amount set in the first to third terms based on the steering angle θ is a vehicle behavior state. The control amount Th for the reaction force motor is set by adding the control amount defined in the fourth term based on the yaw rate y.

However, in the above prior art, the steering feeling at the start of turning the steering wheel is adjusted by the third term (Kdd × d ² θ / dt ² ) of Equation (2), but the steering angular acceleration d ² θ / Since dt ² changes and the response changes, the desired steering rising reaction force feeling cannot be obtained. In addition, when the driver starts steering slowly or when steering is performed at a constant steering speed, the steering angular speed becomes very small, so that a sufficient steering rising reaction force feeling cannot be obtained. Further, in the prior art, the difference between the steering force when the steering wheel is increased and the steering force during the steering is small, and the steering burden on the driver when the steering is held is not reduced.

FIG. 10 is a diagram showing the steering angle and the steering force in time series when the steering wheel is turned from the neutral position to the predetermined rudder angle and then kept at the predetermined rudder angle in the above-described prior art. As shown in FIG. 10, in the prior art, a desired steering rising reaction force feeling cannot be obtained (A ₀ ). Further, since the steering force during the steering is not different from the steering force when the steering is increased, the steering burden on the driver during the turning is not reduced (B ₀ ).

  FIG. 11 is a diagram showing the steering force with respect to the steering angle when steering in a sin curve shape with the above-described prior art. Since the steering force does not substantially change between when the steering wheel is increased and when the steering wheel is turned back, the convergence of the steering wheel is improved. bad.

[Steering angular velocity gain setting action according to steering angular velocity]
In contrast, in the vehicle steering control apparatus of the first embodiment, when the steering angle θ is equal to or greater than the turning determination threshold in the equation (1) for setting the control amount Th of the reaction force motor 5, the viscosity term (Kd × The steering angular velocity gain Kd that determines (dθ / dt) is rapidly increased, and when the steering angle θ falls below the turning determination threshold, the steering angular velocity gain Kd is decreased.

As a result, even when the driver slowly starts steering, the rising of the steering force is increased at the start of steering, and the rising steering force T _{0 is} quickly reached. A _{1 in} FIG. Further, even when steering is performed at a constant steering angular velocity θ, a constant steering reaction force feeling and response can be obtained.
Further, when the steering angular velocity gain Kd is increased from zero, the steering wheel 6 behaves like a vibration. However, by reducing the steering angular velocity gain Kd at a small steering angle, vibration of the steering wheel 6 during straight traveling is suppressed. it can.
In the first embodiment, as described above, the steering angular speed gain Kd component occupying the control amount Th can be increased, and the steering angle gain Kp component can be decreased. The steering burden on the driver during turning steering can be reduced (B ₁ in FIG. 12, FIG. 13).
Further, since the difference between the steering force when the steering wheel is increased and the steering force during the steering can be set larger, the steering burden on the driver during the turning steering is reduced (FIG. 13).

Next, the effect will be described.
In the vehicle steering control device according to the first embodiment, the following effects can be obtained.

(1) A turning state amount detecting means (steering angle sensor 1) for detecting a turning state amount (steering angle θ) of the vehicle, and a predetermined rising when the turning state amount (steering angle θ) is equal to or greater than a turning determination threshold value. Steering control means (step S12) for setting a change amount (Kd / (dθ / dt)) of the steering reaction force according to the steering angular velocity dθ / dt so that the steering reaction force T ₀ can be obtained. Therefore, a desired steering rising reaction force feeling corresponding to the steering angular velocity dθ / dt can be obtained.

  (2) When the turning state amount (steering angle θ) is below the turning determination threshold value, the steering control means decreases the amount of change as the turning state amount (steering angle θ) decreases. 6 vibrations can be suppressed.

  (3) Since the turning state amount detection means is the steering angle sensor 1 that detects the steering angle θ, the turning state of the vehicle can be easily detected from the steering state.

  The vehicle steering control apparatus according to the second embodiment is an example in which a yaw rate sensor 22 is used as a turning state amount detection unit. The configuration is the same as that of the first embodiment shown in FIG.

Next, the operation will be described.
[Setting of steering angular velocity gain Kd according to yaw rate]
FIG. 14 is a setting map of the steering angular velocity gain Kd according to the yaw rate y of the second embodiment. As shown in FIG. 14, the steering angular velocity gain Kd increases as the yaw rate (turning state amount) y increases. Is set to Further, the steering angular velocity gain Kd becomes a minimum value when it is less than a minute yaw rate (for example, ± 0.1 ° / s), and becomes a maximum value when it is greater than or equal to a turning determination threshold value (for example, ± 0.25 ° / s), and the yaw rate y is a minute yaw rate. When the value is between the turning determination threshold values, the value is set so as to increase as the yaw rate y increases or the vehicle speed increases. Here, the turning determination threshold refers to the minimum yaw rate that can be determined as the turning state of the vehicle.

[Steering angular velocity gain setting function according to yaw rate]
When the vehicle is traveling straight ahead, the steering angle θ is not necessarily a very small steering angle (± 0.5 ° or less) due to a difference in vehicle alignment, a road surface cant, or the like. In such a case, if the steering angular velocity gain Kd is set to a large value in accordance with the steering angle θ, the steering angular velocity gain Kd during straight travel increases, and the handle 6 may behave in a vibrating manner.

  On the other hand, in the vehicle steering control device of the second embodiment, the turning state is detected by the yaw rate sensor 22, and therefore, the vehicle advances straight in a state where the steering angle θ exceeds the minute steering angle due to the left / right difference of the vehicle alignment or the road surface cant. Even when the vehicle is traveling, the vibration of the handle 6 can be prevented and the convergence can be improved.

Next, the effect will be described.
In the vehicle steering control device of the second embodiment, the following effects can be obtained in addition to the effects (1) and (2) of the first embodiment.

  (4) Since the turning state amount detecting means is a yaw rate sensor 22 for detecting the yaw rate y of the vehicle, the turning state of the vehicle can be accurately detected even when a neutral deviation of the steering angle θ occurs, and the vehicle is traveling straight ahead. The vibration of the handle 6 can be prevented.

  The vehicle steering control apparatus according to the third embodiment is an example in which an upper limit value is provided for the steering angular velocity gain Kd. The configuration is the same as that of the first embodiment shown in FIG.

Next, the operation will be described.
[Setting of steering angular velocity gain Kd according to steering angular velocity]
FIG. 15 is a setting map of the steering angular velocity gain Kd according to the steering angular velocity dθ / dt of the third embodiment. As shown in FIG. 15, the setting map of the third embodiment sets the upper limit value Kg to the steering angular velocity gain Kd. This is different from the setting map of the first embodiment shown in FIG. 4 in that it is set so as to increase as the vehicle speed increases.

[Operation of setting upper limit value of steering angular velocity gain]
In the equation (1) for setting the control amount Th of the reaction force motor 5, if the steering angular velocity gain Kd for determining the viscosity term (Kd × dθ / dt) is set to a large value, the steering angle θ is increased. Regardless, the steering force may become lighter due to the change in the steering angular velocity dθ / dt. However, since the upper limit value is set for the steering angular velocity gain Kd, the viscosity term does not change due to the change in the steering angular velocity dθ / dt. It is possible to prevent the steering force from becoming light during steering.

Therefore, in the vehicle steering control apparatus according to the third embodiment, since the rising of the steering force increases at the start of steering, a good steering feeling can be obtained when the steering is increased (A _{3 in} FIG. 16). Further, since the steering force during steering can be set to be smaller than the steering force during turning, the driver's steering burden during turning steering is reduced (B ₃ in FIG. 16, FIG. 17).

Next, the effect will be described.
In the vehicle steering control device of the third embodiment, in addition to the effects (1) to (3) of the first embodiment, the following effects can be obtained.

  (5) When the steering reaction force according to the amount of change (Kd / (dθ / dt)) and the steering angular velocity dθ / dt exceeds a certain value Kg, the steering control means responds to the steering angular velocity dθ / dt. Since the steering reaction force is limited to a constant value Kg, it is possible to prevent the steering force from fluctuating due to a change in the steering angle during the steering and deteriorating the steering feeling.

(Other examples)
As mentioned above, although the best form for implementing this invention was demonstrated based on Examples 1-3, the concrete structure of this invention is not limited to each Example, The summary of invention is shown. Design changes and the like within a range that does not deviate are also included in the present invention.

  For example, in the first to third embodiments, an example is shown in which the present invention is applied to a steer-by-wire system in which a steering wheel and a steered wheel are mechanically separated. However, the present invention is directed to steering assist force control of an electric power steering system. The same effects as in Examples 1 to 3 can be obtained.

1 is an overall system diagram illustrating a vehicle steering control apparatus according to a first embodiment. It is a flowchart which shows the flow of the steering control process performed with the controller 19 of Example 1. FIG. 3 is a flowchart illustrating a flow of a steering reaction force control process executed by a controller 19 according to the first embodiment. 3 is a setting map of a steering angular velocity gain Kd according to the steering angular velocity dθ / dt according to the first embodiment. It is a setting map of the steering angular velocity gain Kd according to the conventional steering angular velocity dθ / dt. 4 is a setting map of a steering angle gain Kp according to the vehicle speed of the first embodiment. 4 is a setting map of a steering angular acceleration gain Kdd according to the vehicle speed of the first embodiment. 3 is a setting map of a yaw rate gain Ky according to the vehicle speed of the first embodiment. 3 is a setting map of a road surface reaction force gain Gf according to the vehicle speed of the first embodiment. It is the figure which expressed the steering angle and the steering force in time series when the steering wheel is turned from the neutral position to the predetermined steering angle and kept at the predetermined steering angle in the prior art. It is a figure which shows the steering force with respect to a steering angle at the time of steering to a sin curve shape by a prior art. In the vehicle steering control apparatus according to the first embodiment, the steering angle and the steering force are shown in time series when the steering wheel is turned from a neutral position to a predetermined steering angle and then held at a predetermined steering angle. In the vehicle steering control apparatus of Example 1, it is a figure which shows the steering force with respect to a steering angle at the time of steering to sin curve shape. FIG. 10 is a setting map of a steering angular velocity gain Kd according to the yaw rate y of Embodiment 2. FIG. FIG. 10 is a setting map of a steering angular velocity gain Kd according to the steering angular velocity dθ / dt of Embodiment 3. FIG. In the vehicle steering control apparatus according to the third embodiment, the steering angle and the steering force are expressed in time series when the steering wheel is turned from a neutral position to a predetermined steering angle and then held at a predetermined steering angle. In the vehicle steering control apparatus of Example 3, it is a figure which shows the steering force with respect to a steering angle at the time of steering to sin curve shape.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Steering angle sensor 2 Encoder 3 Torque sensor 5 Reaction force motor 6 Handle 7 Cable column 8a Column shaft 8b Pulley shaft 9 Clutch 10 Encoder 11 Steering angle sensor 12 Torque sensor 14 Steering motor 15 Steering mechanism 16 Steering wheel 17 Pinion shaft 18 Power supply 19 Control controller 21 Vehicle speed sensor 22 Yaw rate sensor

Claims (6)

In a vehicle steering control device that applies a steering reaction force according to a steering angular velocity of a steering wheel,
A turning state amount detecting means for detecting a turning state amount of the vehicle;
Steering control means for setting a change amount of the steering reaction force according to the steering angular velocity so that a predetermined rising steering reaction force is obtained when the turning state amount is equal to or greater than a turning determination threshold;
A vehicle steering control device comprising: The vehicle steering control device according to claim 1,
The steering control device for a vehicle, wherein when the turning state amount falls below the turning determination threshold, the change amount decreases as the turning state amount decreases. The vehicle steering control device according to claim 1 or 2,
The steering control means limits the steering reaction force according to the steering angular velocity to a constant value when the steering reaction force according to the amount of change and the steering angular velocity is equal to or greater than a certain value. A vehicle steering control device. The vehicle steering control device according to any one of claims 1 to 3,
The vehicle steering control device, wherein the turning state quantity detecting means is a steering angle detecting means for detecting a steering angle. The vehicle steering control device according to any one of claims 1 to 4,
The vehicle steering control device, wherein the turning state amount detecting means is a yaw rate detecting means for detecting a yaw rate of the vehicle. In a vehicle steering control device that applies a steering reaction force according to a steering angular velocity of a steering wheel,
The vehicle steering characterized in that the amount of change in the steering reaction force according to the steering angular velocity is set so that a predetermined rising steering reaction force is obtained when the amount of turning state of the vehicle is equal to or greater than a turning determination threshold value. Control device.

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