JP2008044466A - Vehicular steering device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular steering device capable of effectively suppressing unstability of behavior of the vehicle accompanying with defect of the power steering device. <P>SOLUTION: An integration ECU 35 sets distribution of drive force and distribution of braking force such that a yaw moment is generated in a steering direction when it receives an abnormality detection signal S_psf indicating abnormality of EPS 7 during steering operation. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle steering apparatus.

Conventionally, there is an electric power steering device (EPS) using a motor as a drive source as a power steering device for a vehicle. Usually, such EPS detects a steering torque by a torque sensor, and electrically controls an assist force applied to the steering system based on the detected steering torque (and vehicle speed, etc.). For example, when any failure is detected, such as when an abnormality is detected in the torque sensor, the motor that is the driving source is stopped, and a fail-safe operation is promptly achieved (for example, , See Patent Document 1).
JP 2003-182608 A

  In recent years, EPS has been adopted not only for small cars, but also for large cars to which a larger output is supplied due to the improved performance. However, in a large vehicle, the change in the steering reaction force due to the failure of the EPS is large, and in some cases, there is a possibility that the steering may be in the anti-steering direction. As a result, the driver may not be able to maintain the steering angle and the vehicle posture may become unstable. In this respect, there is still room for improvement.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle steering apparatus capable of effectively suppressing instability of vehicle behavior associated with a failure of a power steering apparatus. Is to provide.

  In order to solve the above problems, the invention according to claim 1 is a power steering device that applies an assist force for assisting a steering operation to a steering system, and a detection unit that detects an abnormality of the power steering device. When the abnormality is detected, the vehicle steering device stops the operation of the power steering device by varying the distribution of at least one of braking force and driving force applied to the wheels. A yaw moment control means capable of controlling a yaw moment of the vehicle, and the yaw moment control means distributes the yaw moment in the steering direction when the abnormality is detected during a steering operation. The gist is to set.

  According to the above configuration, by changing at least one of the driving force distribution and the braking force distribution and actively generating the yaw moment in the steering direction, the change in the steering reaction force accompanying the stop of the power steering device is suppressed. be able to. This makes it easy to maintain the steering angle by the driver, and can effectively prevent the vehicle behavior from becoming unstable.

  The invention according to claim 2 is characterized in that the yaw moment control means estimates a steering reaction force change caused by stopping the power steering device, and determines the distribution so as to cancel the steering reaction force change. And

According to the said structure, a steering reaction force change can be suppressed more effectively.
The invention according to claim 3 is provided with a power steering device for applying an assist force for assisting a steering operation to the steering system, and a detecting means for detecting an abnormality of the power steering device, and the abnormality is detected. In this case, the vehicle steering device stops the operation of the power steering device, and includes a brake device that applies a braking force to the wheels, and a control unit that can control the distribution of the left and right braking force generated by the brake device. And when the abnormality is detected during the steering operation, the control means applies a braking force stronger than the braking force applied to the wheel on the anti-steering direction side to the wheel on the steering direction side. The gist is to perform the control as much as possible.

  The invention described in claim 4 is characterized in that the control means estimates a steering reaction force change caused by the stop of the power steering device, and determines the left and right braking force distribution to cancel the steering reaction force change. And

  The invention according to claim 5 includes a power steering device that applies an assist force for assisting a steering operation to a steering system, and a detection unit that detects an abnormality of the power steering device, and the abnormality is detected. In this case, the vehicle steering device for stopping the operation of the power steering device, the driving force distribution device capable of distributing the driving force transmitted to the left and right driving wheels at an arbitrary ratio, and the driving force distribution device Control means for controlling operation, and when the abnormality is detected during a steering operation, the control means applies a larger driving force to the driving wheel on the side opposite to the steering direction than the driving wheel on the steering direction side. The gist is to perform the control so as to be transmitted.

  The invention according to claim 6 is characterized in that the control means estimates a steering reaction force change caused by the stop of the power steering device and determines left and right driving force distribution to cancel the steering reaction force change. And

  According to each of the above configurations, using an existing braking device such as ABS (anti-lock brake system) or an existing left and right driving force distribution device without having a complicated configuration such as a yaw moment control means, It is possible to suppress the change in the steering reaction force that accompanies the stop of the power steering apparatus and to prevent the vehicle behavior from becoming unstable. Further, by applying the configurations of claims 4 and 6, the steering reaction force change can be more effectively suppressed.

  The invention according to claim 7 includes a power steering device that applies an assist force for assisting a steering operation to the steering system, and a detection unit that detects an abnormality of the power steering device, and the abnormality is detected. In this case, the vehicle steering device stops the operation of the power steering device, and the yaw of the vehicle is changed by varying the distribution of at least one of the braking force and the driving force applied to the wheels based on the steering operation. A yaw moment control means capable of controlling the moment, and when the abnormality is detected, the yaw moment control means corrects the distribution so that a larger yaw moment is generated in the steering direction; Is the gist.

According to the above configuration, the steering operation can be easily performed even after the power steering device is stopped.
The invention according to claim 8 is provided with a power steering device for applying an assist force for assisting a steering operation to the steering system, and a detecting means for detecting an abnormality of the power steering device, and the abnormality of the power steering device. Is detected, the vehicle steering device stops the operation of the power steering device, and the yaw moment of the vehicle is changed by varying the distribution of at least one of the braking force and the driving force applied to the wheels. A controllable yaw moment control means, wherein when an abnormality of the power steering apparatus is detected, the yaw moment control means generates a yaw moment generated by the operation of the power steering apparatus from the occurrence until the abnormality is determined; Estimating the change and changing the distribution to cancel the yaw moment; The gist.

  That is, for example, there is a time lag in the abnormality determination for the torque sensor, although it is a very short time from the occurrence of the abnormality to the determination of the abnormality. During this period, the operation of the power steering apparatus is controlled based on the steering torque detected by the failed torque sensor. In other words, when the power steering device is operated based on an incorrect steering torque, a steering angle change (so-called self-steer) unintended by the driver occurs, which may disturb the vehicle behavior. This phenomenon becomes more prominent in a power steering device for large vehicles having a large output.

  In this regard, according to the above configuration, the yaw moment generated by the operation of the power steering device until the abnormality determination is determined, that is, so-called self-steering can be corrected quickly, and as a result, the vehicle behavior becomes unstable. Can be effectively prevented.

  According to the present invention, it is an object of the present invention to provide a vehicle steering apparatus that can effectively suppress instability of vehicle behavior due to a failure of a power steering apparatus.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a schematic configuration diagram of a vehicle steering apparatus 1 according to the present embodiment. As shown in the figure, a steering shaft 3 to which a steering (handle) 2 is fixed is connected to a rack 5 via a rack and pinion mechanism 4, and the rotation of the steering shaft 3 in response to a steering operation is The pinion mechanism 4 converts the rack 5 into a reciprocating linear motion. Then, by changing the rudder angle of the steered wheels 6, that is, the steered angle, by the reciprocating linear motion of the rack 5, the traveling direction of the vehicle is changed.

  The vehicle steering apparatus 1 of the present embodiment is provided with an electric power steering apparatus (EPS) 7 that applies an assist force for assisting a steering operation to the steering system. The EPS 7 of the present embodiment is a so-called rack assist type EPS actuator in which a motor 8 as a drive source is provided coaxially with the rack 5, and the motor 8 rotates based on drive power supplied from the EPS ECU 9. The EPS 7 is configured to apply an assist force to the steering system by converting the rotation of the motor 8 into an axial movement of the rack 5 by a ball screw mechanism (not shown).

  In the present embodiment, the EPS ECU 9 is connected to the torque sensor 12 and the vehicle speed sensor 13 via the in-vehicle network 11, and the EPS ECU 9 is optimized based on the steering torque τ and the vehicle speed V detected by these sensors. The assist power is determined. The EPS ECU 9 controls the operation of the EPS 7 through the supply of driving power to the motor 8, that is, the assist force applied to the steering system.

  As shown in FIG. 2, the vehicle 20 of the present embodiment has a yaw moment that can control the yaw moment of the vehicle 20 by varying the distribution of the driving force and the braking force applied to each wheel 21. A control device 22 is provided.

  More specifically, the vehicle 20 is a four-wheel drive vehicle capable of transmitting the driving force of the engine 23 to each wheel 21 thereof. The transaxle 24 assembled on one side of the engine 23 includes a pair of front axles 25, and A propeller shaft 26 is connected. The propeller shaft 26 is connected to a rear differential 27, and a pair of rear axles 28 are connected to the rear differential 27. The driving force of the engine 23 is transmitted to the wheels 21 via the front axles 25, the propeller shafts 26, and the rear axles 28.

  In the present embodiment, each front axle 25 is provided with torque couplings 30a to 30d that can change the driving force transmitted to the corresponding wheel 21 by changing the engaging force of an electromagnetic clutch (not shown). The operation of each of the torque couplings 30a to 30d is controlled by the drive ECU 31. Each wheel 21 is provided with hydraulic brake devices 32a to 32d, and the braking force generated by each of the brake devices 32a to 32d is controlled by a brake ECU 33. In the present embodiment, the hydraulic pressure transmission system of each brake device 32a to 32d is provided with an electromagnetic valve (not shown) that can control the fluid flow rate supplied to each brake device 32a to 32d. The ECU 33 can control the braking force generated by each of the brake devices 32 a to 32 d for each wheel 21 by controlling the operation of each electromagnetic wave.

  In the present embodiment, the drive ECU 31 and the brake ECU 33 are connected to the integrated ECU 35 via the in-vehicle network 11 (see FIG. 1), and the integrated ECU 35 responds to the steering operation input to the steering 2. A driving force distribution and a braking force distribution for generating a yaw moment are calculated. That is, for example, by making the driving force applied to the right wheel larger than that of the left wheel, a yaw moment on the left side in the vehicle traveling direction is generated. Similarly, by making the braking force applied to the right wheel larger than that of the left wheel, a yaw moment on the right side in the vehicle traveling direction is generated. Then, the drive ECU 31 and the brake ECU 33 vary the drive force distribution and the brake force distribution to be applied to the wheels 21 based on the drive force control command Sdrc and the brake force control command Sbkc output from the integrated ECU 35, respectively. Driving force and braking force distribution control).

  As described above, the yaw moment control device 22 according to the present embodiment includes the torque couplings 30a to 30d, the brake devices 32a to 32d, the drive ECU 31, the brake ECU 33, and the integrated ECU 35. In the present embodiment, the normal drive / brake function is individually controlled by the drive ECU 31 and the brake ECU 33, respectively. The drive ECU 31 and the brake ECU 33 distribute the drive force and the brake force by superimposing the steering control component based on the drive force control command Sdrc and the brake force control command Sbkc output from the integrated ECU 35 on the drive / brake control component. Execute control.

  More specifically, in the present embodiment, a plurality of sensors are connected to the integrated ECU 35 via the in-vehicle network 11, and the integrated ECU 35 is based on various vehicle state quantities detected by these sensors. A driving force distribution and a braking force distribution for generating a yaw moment according to the steering operation are calculated.

  Specifically, as shown in FIG. 1, in this embodiment, the vehicle interior network 11 includes a steering angle sensor 36, a wheel speed sensor 37 (vehicle speed sensor 13), an acceleration sensor 38, an accelerator opening sensor 39, and a brake sensor. 40 and a yaw rate sensor 41 are connected, and the integrated ECU 35 detects the steering angle θs, the wheel speeds Vw_a to Vw_d and the vehicle speed V, the lateral and longitudinal accelerations Gx and Gy, and the accelerator opening detected by these sensors. A degree signal Sa, a brake signal Sbk, and a yaw rate Ry are input. Then, the integrated ECU 35 calculates the target yaw rate based on these various state quantities, and calculates the optimum driving force distribution and braking force distribution by executing feedback control to cause the target yaw rate to follow the actual yaw rate Ry. To do. In the present embodiment, basically, a driving force distribution and a braking force distribution that generate a yaw moment in the steering operation direction are calculated. Then, the calculated driving force distribution and braking force distribution are output to the driving ECU 31 and the braking ECU 33 as the driving force control command Sdrc and the braking force control command Sbkc, respectively, and the driving force control command Sdrc and the braking force control command Sbkc are output. The yaw moment of the vehicle 20 is controlled by executing the driving force distribution control and the braking force distribution control based on them.

[Fail-safe control when EPS is abnormal]
Next, the fail safe control at the time of EPS abnormality in this embodiment is demonstrated.
The EPS ECU 9 of the present embodiment has a function as a detection unit that detects an abnormality of the EPS 7. If any abnormality is detected by the abnormality detection determination, the operation of the EPS 7 is stopped in order to make the fail safe.

  Specifically, as shown in the flowchart of FIG. 3, when the EPS ECU 9 detects some abnormality in the EPS 7 by the abnormality determination (step 101: YES), first, the EPS 7 (the motor 8 of the EPS 7) immediately before the abnormality is detected. The current command value Iq * output as the drive power command value is stored (step 102). Then, an abnormality detection signal S_psf indicating that the abnormality has been detected is output (transmitted) (step 103), and EPS stop control is executed to stop the operation of the EPS 7 (step 104). If no abnormality is detected in step 101 (step 101: NO), the processes in steps 102 to 104 are not executed.

  In the present embodiment, the abnormality detection signal S_psf output from the EPS ECU 9 when the abnormality is detected is input to the integrated ECU 35 constituting the yaw moment control device 22 via the in-vehicle network 11 (see FIG. 1). Then, when the abnormality detection signal S_psf is received during the steering operation, the integrated ECU 35 sets the driving force distribution and the braking force distribution so that the yaw moment is generated in the steering direction. Specifically, in the present embodiment, the integrated ECU 35 estimates a steering reaction force change caused by the stop of the EPS 7 and determines a driving force distribution and a braking force distribution to cancel the steering reaction force change. As a result, the steering reaction force change accompanying the stop of the EPS is suppressed to prevent the vehicle behavior from becoming unstable.

  Specifically, in the present embodiment, the EPS ECU 9 is configured to transmit the current command value Iq * just stored at the time of abnormality detection together with the abnormality detection signal S_psf (see FIG. 3, steps 102 and 103). . Then, the integrated ECU 35 estimates the steering reaction force change based on the current command value Iq *.

  More specifically, as shown in the flowchart of FIG. 4, when the integrated ECU 35 acquires the respective vehicle state quantities detected by the various sensors in the driving force and braking force distribution control (step 201), first, these The driving force distribution and the braking force distribution are calculated based on the vehicle state quantity (step 202).

  Next, the integrated ECU 35 determines whether or not there is an input of the abnormality detection signal S_psf (step 203). If there is an input of the abnormality detection signal S_psf (step 203: YES), the steering operation is subsequently being performed. It is determined whether or not there is (step 204). If it is determined that the steering operation is being performed (step 204: YES), the steering reaction force change is estimated based on the received current command value Iq * (step 205), and the above-mentioned steering reaction force change is canceled out. The driving force distribution and braking force distribution control calculated in step 202 is corrected (step 206). Then, the corrected driving force distribution and braking force distribution are output to the driving ECU 31 and the braking ECU 33 as a driving force control command Sdrc and a braking force control command Sbkc (step 207).

  If the abnormality detection signal S_psf is not input in step 203 (step 203: NO) or if it is determined in step 204 that the steering operation is not being performed (step 204: NO), the steps 205 and 206 are performed. Do not execute the process. In step 207, the normal driving force distribution and braking force distribution calculated in step 202 are output to the drive ECU 31 and the brake ECU 33 as the drive force control command Sdrc and the brake force control command Sbkc.

As described above, according to the present embodiment, the following operations and effects can be obtained.
(1) When the integrated ECU 35 receives an abnormality detection signal S_psf indicating an abnormality of the EPS 7 during the steering operation, the integrated ECU 35 sets the driving force distribution and the braking force distribution so that the yaw moment is generated in the steering direction.

  According to the above configuration, it is possible to suppress the change in the steering reaction force accompanying the stop of the EPS by actively generating the yaw moment in the steering direction by the driving force distribution and the braking force distribution. As a result, it is possible to easily maintain the steering angle θs by the driver, and to effectively prevent instability of the vehicle behavior.

  (2) The integrated ECU 35 estimates the steering reaction force change caused by the stop of the EPS 7, and determines the driving force distribution and the braking force distribution to cancel the steering reaction force change. Thereby, a change in steering reaction force can be more effectively suppressed.

(Second Embodiment)
Hereinafter, a second embodiment of the present invention will be described with reference to the drawings. Note that this embodiment is different from the first embodiment only in the control in the EPS ECU 9 and the integrated ECU 35. Therefore, the description of the mechanical configuration is omitted.

  The EPS ECU 9 according to the present embodiment has a function as a detecting unit that detects an abnormality (failure) of the torque sensor 12. In the present embodiment, the EPS ECU 9 determines that an abnormality has occurred in the torque sensor 12 when the detected steering torque τ continues for a predetermined time or more and exceeds a predetermined threshold. And even if abnormality of torque sensor 12 is detected by this abnormality detection judgment, operation of EPS7 is stopped and fail safe is aimed at.

  In the present embodiment, the abnormality detection signal S_psf output from the EPS ECU 9 includes a signal indicating whether or not the abnormality is caused by a failure of the torque sensor 12. When the received abnormality detection signal S_psf indicates a failure of the torque sensor 12, the integrated ECU 35 calculates the yaw moment generated by the operation of the power steering device from the occurrence of the abnormality until the abnormality is determined. Then, the driving force distribution and the braking force distribution are changed to cancel the yaw moment.

  Specifically, in the present embodiment, the EPS ECU 9 stores and holds the output current command value Iq * for a time corresponding to a predetermined time in the abnormality determination of the torque sensor 12 (a slightly longer time). When the abnormality of the torque sensor 12 is detected, the total value of the current command values Iq * stored and held is output together with the abnormality detection signal S_psf. Then, based on the total value of the current command value Iq * received together with the abnormality detection signal S_psf indicating the failure of the torque sensor 12, the integrated ECU 35 is a power steering device between the occurrence of the abnormality and the determination of the abnormality. The steering angle change amount caused by the operation (self-steering) and the yaw moment change resulting from this are estimated.

  More specifically, as shown in the flowchart of FIG. 5, when the abnormality detection signal S_psf is input (step 301: YES), the integrated ECU 35 indicates that the abnormality detection signal S_psf indicates abnormality of the torque sensor 12. It is determined whether or not there is (step 302). If the torque sensor 12 is abnormal (step 302: YES), the steering angle change amount due to the self-steering based on the total value of the received current command value Iq *, and the yaw moment resulting therefrom The change is estimated (step 303), and the driving force distribution and braking force distribution for canceling the yaw moment are determined (step 304).

  If the abnormality detection signal S_psf does not indicate an abnormality of the torque sensor 12 in step 302 (step 302: NO), the integrated ECU 35 does not execute the processing of steps 303 and 304, and does not execute the first step. By performing the same control as the control in the embodiment, the driving force distribution and the braking force distribution are determined (step 305). The “other abnormal control” in step 305 corresponds to the processing in steps 204 to 206 shown in the flowchart of FIG.

  Then, the integrated ECU 35 outputs the driving force distribution and the braking force distribution determined in step 304 (or step 305) to the driving ECU 31 and the braking ECU 33 as the driving force control command Sdrc and the braking force control command Sbkc (step 306). ). If there is no input of the abnormality detection signal S_psf in step 301 (step 301: NO), the processing in steps 302 to 305 is not executed.

As described above, according to the present embodiment, the following operations and effects can be obtained.
In other words, the abnormality determination of the torque sensor 12 in the EPSECU 9 has a very short time lag from the time of occurrence until the abnormality determination is confirmed. During this period, the operation of the EPS 7 is controlled based on the steering torque τ detected by the failed torque sensor 12. That is, when the EPS 7 is operated based on an erroneous steering torque τ, a steering angle change (so-called self-steering) unintended by the driver occurs, which may disturb the vehicle behavior. This phenomenon becomes more prominent in EPS for large vehicles having a large output.

  In this respect, according to the above configuration, the yaw moment generated by the operation of the EPS 7 until the abnormality determination is confirmed, that is, the so-called self-steering can be quickly corrected. As a result, vehicle behavior instability can be effectively prevented.

In addition, you may change each said embodiment as follows.
In the first embodiment, the vehicle includes the yaw moment control device 22 that can control the yaw moment of the vehicle 20 by varying the distribution of the driving force and the braking force applied to each wheel 21 according to the present invention. The present invention is embodied in 20 vehicle steering devices 1. However, the present invention is not limited to this, and the present invention may be embodied in a vehicle including a yaw moment control device that can control the yaw moment by varying either the driving force or the braking force distribution.

  ・ Although it is not intended to actively control the yaw moment, the brake device capable of controlling the distribution of the left and right braking force and its control device, or the driving force transmitted to the left and right drive wheels at an arbitrary ratio You may apply to the vehicle provided with the drive force distribution device which can be distributed, and its control apparatus. Specifically, when the abnormality is detected during the steering operation, a braking force stronger than the braking force applied to the wheel on the anti-steering direction side is applied to the wheel on the steering direction side. Alternatively, it can be easily realized by controlling so that a larger driving force is transmitted to the driving wheel on the side opposite to the steering direction than the driving wheel on the steering direction side.

  With such a configuration, an existing braking system such as ABS (anti-lock brake system) or an existing left / right driving force distribution device (for example, By using a technique disclosed in Japanese Patent Application Laid-Open No. 2006-112474, etc., it is possible to suppress a change in the steering reaction force accompanying the stop of the EPS and to prevent the vehicle behavior from becoming unstable.

  Furthermore, as described above, when using an existing brake device or driving force distribution device, the steering reaction force change caused by the stop of the EPS is estimated, and left and right braking force distribution or It is preferable to determine the driving force distribution. Thereby, a change in steering reaction force can be more effectively suppressed.

  In the first embodiment, when the EPS stops during the steering operation, the driving force distribution and the braking force distribution are set so that the yaw moment is generated in the steering direction. However, the present invention is not limited to this, and when the EPS stops, the driving force distribution and the braking force distribution may be corrected so that a larger yaw moment is generated in the steering direction. With such a configuration, the steering operation can be easily performed even after the EPS is stopped.

The second embodiment is not limited to the torque sensor abnormality, but may be applied when self-steering occurs due to abnormality of the power steering device.
-Each above-mentioned embodiment may be applied not only to EPS but to a thing provided with a hydraulic power steering device, if the operation is stopped by fail safe.

The schematic block diagram of the steering apparatus for vehicles. The schematic block diagram of a yaw moment control apparatus. The flowchart which shows the process sequence of the fail safe control at the time of EPS abnormality. The flowchart which shows the process sequence of the driving force distribution at the time of EPS abnormality in 1st Embodiment, and braking force distribution. The flowchart which shows the process sequence of the driving force distribution at the time of EPS abnormality in 2nd Embodiment, and braking force distribution.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Vehicle steering device, 2 ... Steering, 7 ... Electric power steering device (EPS), 9 ... EPSECU, 12 ... Torque sensor, 21 ... Wheel, 22 ... Yaw moment control device, 30a-30d ... Torque coupling, 31 ... Drive ECU, 32a to 32d ... Brake device, 33 ... Brake ECU, 35 ... Integrated ECU, S_psf ... Abnormality detection signal, τ ... Steering torque, Iq * ... Current command value.

Claims (8)

A power steering device that applies an assisting force for assisting a steering operation to the steering system; and a detection unit that detects an abnormality of the power steering device. When the abnormality is detected, the power steering device A vehicle steering device that stops operation,
Yaw moment control means capable of controlling the yaw moment of the vehicle by varying the distribution of at least one of braking force and driving force applied to the wheels,
The yaw moment control means sets the distribution so that a yaw moment is generated in the steering direction when the abnormality is detected during steering operation;
A vehicle steering apparatus characterized by the above. The yaw moment control means according to claim 1,
The yaw moment control means estimates a steering reaction force change caused by stopping the power steering device, and determines the distribution so as to cancel the steering reaction force change;
A vehicle steering apparatus characterized by the above. A power steering device that applies an assisting force for assisting a steering operation to the steering system; and a detection unit that detects an abnormality of the power steering device. When the abnormality is detected, the power steering device A vehicle steering device that stops operation,
A brake device for applying braking force to the wheels;
Control means capable of controlling the distribution of the left and right braking force generated by the brake device,
When the abnormality is detected during the steering operation, the control means controls the wheel to apply a braking force stronger than the braking force applied to the wheel on the anti-steering direction side to the wheel on the steering direction side. A vehicle steering apparatus characterized by that. The vehicle steering apparatus according to claim 3,
The control means estimates a steering reaction force change caused by the stop of the power steering device, and determines left and right braking force distribution to cancel the steering reaction force change;
A vehicle steering apparatus characterized by the above. A power steering device that applies an assisting force for assisting a steering operation to the steering system; and a detection unit that detects an abnormality of the power steering device. When the abnormality is detected, the power steering device A vehicle steering device that stops operation,
A driving force distribution device capable of distributing the driving force transmitted to the left and right driving wheels at an arbitrary ratio;
Control means for controlling the operation of the driving force distribution device,
The control means, when the abnormality is detected during the steering operation, the control so that a larger driving force is transmitted to the driving wheel on the side opposite to the steering direction than the driving wheel on the steering direction side; A vehicle steering apparatus characterized by the above. The vehicle steering apparatus according to claim 5, wherein
The control means estimates a steering reaction force change caused by the stop of the power steering device, and determines left and right driving force distribution to cancel the steering reaction force change;
A vehicle steering apparatus characterized by the above. A power steering device that applies an assisting force for assisting a steering operation to the steering system; and a detection unit that detects an abnormality of the power steering device. When the abnormality is detected, the power steering device A vehicle steering device that stops operation,
Yaw moment control means capable of controlling the yaw moment of the vehicle by varying the distribution of at least one of the braking force and the driving force applied to the wheels based on the steering operation,
The yaw moment control means corrects the distribution so that a larger yaw moment is generated in the steering direction when the abnormality is detected;
A vehicle steering apparatus characterized by the above. A power steering device that applies an assisting force for assisting a steering operation to the steering system; and a detection unit that detects an abnormality of the power steering device, and when an abnormality of the power steering device is detected, A vehicle steering device for stopping the operation of a power steering device,
Yaw moment control means capable of controlling the yaw moment of the vehicle by varying the distribution of at least one of braking force and driving force applied to the wheels,
When an abnormality of the power steering device is detected, the yaw moment control means estimates a yaw moment change caused by the operation of the power steering device from the occurrence until the abnormality is determined, and cancels the yaw moment. The vehicle steering apparatus characterized by changing the distribution as much as possible.

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