JP2015174577A - Vehicular steering device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular steering device capable of setting a more proper steering ratio.SOLUTION: A controller calculates (step S102) a mismatching degree of a steering ratio which indicates a degree of deviation between a proper steering ratio (a ratio of a steering angle of a steering wheel to a steering amount (steering angle)) to a driver, and an actual steering ratio (G), based on at least one of the steering amount (steering angle) of a steering operation piece (steering wheel) to which the driver can perform steering operation, and the steering angle of the steering wheel. Then the controller modifies the steering ratio (steps S103-S106) in a direction that the calculated degree of deviation becomes smaller, based on the calculated degree of deviation.

Description

  The present invention relates to a vehicle steering apparatus.

Conventionally, as a technique of a vehicle steering apparatus, for example, there is a technique described in Patent Document 1.
In the prior art described in Patent Document 1, it is determined whether or not the driving operation is unstable based on the steering amount of the steered wheels. When it is determined that the driving operation is in an unstable state, the ratio of the steering amount to the steering amount (hereinafter also referred to as “steering ratio”) is reduced. Thereby, in the technique of patent document 1, it is set as an appropriate steering ratio with respect to a driver | operator.

JP 2001-301638 A

However, in the technique described in Patent Literature 1, when it is determined that the driving operation is in an unstable state, the steering ratio is reduced. Therefore, when the steering ratio is originally small, it may be difficult to obtain an appropriate steering ratio for the driver.
This invention pays attention to the above points, and makes it a subject to provide the steering device for vehicles which can set a more suitable steering ratio.

  In order to solve the above-described problem, according to one aspect of the present invention, an appropriate amount for a driver is determined based on at least one of a steering amount of a steering operator and a steering angle of a steered wheel that the driver can perform a steering operation. The degree of non-conformity of the steering ratio that represents the degree of deviation between the steering ratio (the ratio of the steering angle of the steered wheels to the steering amount) and the actual steering ratio is calculated. Then, the steering ratio is corrected so that the calculated degree of nonconformity is reduced.

  In one aspect of the present invention, for example, when the actual steering ratio is smaller than the appropriate steering ratio for the driver and the degree of nonconformity of the steering ratio is large, the steering ratio can be reduced. Further, the steering ratio can be increased when the actual steering ratio is larger than the appropriate steering ratio for the driver and the degree of nonconformity of the steering ratio is large. Therefore, a more appropriate steering ratio can be set.

1 is a conceptual diagram illustrating a schematic configuration of a vehicle steering apparatus 1 according to a first embodiment. 2 is a conceptual diagram illustrating a schematic configuration of a controller 12. FIG. It is a figure showing the special symbol used for calculation of turning angle entropy Hpdelta, and the name of this special symbol. It is a graph showing the relationship between the reciprocal number (1 / G) of the turning ratio G and the turning angle entropy Hpδ, and the reciprocal number (1 / G) of the turning ratio G and the steering amount entropy Hpθ. It is a figure showing the special symbol used for calculation of steering amount entropy Hptheta, and the name of this special symbol. It is a flowchart showing a nonconformity degree calculation process. It is a conceptual diagram showing schematic structure of the controller 12 which concerns on 2nd Embodiment. It is a flowchart showing a nonconformity degree calculation process. It is a conceptual diagram showing schematic structure of the controller 12 which concerns on 3rd Embodiment. It is explanatory drawing for demonstrating operation | movement of the steered-wheel switchback frequency detection part 12ag and the steering element switchback frequency detection part 12ai. It is a conceptual diagram showing schematic structure of the controller 12 which concerns on 4th Embodiment. It is explanatory drawing for demonstrating operation | movement of the turning angle high frequency amplitude detection part 12ak and the steering amount high frequency amplitude detection part 12am.

Hereinafter, an embodiment according to a vehicle steering apparatus of the present invention will be described with reference to the drawings.
(Constitution)
As shown in FIG. 1, a vehicle steering apparatus 1 includes a steering wheel 2 (hereinafter also referred to as a “steering operator”), a steering shaft 3, steered wheels 4L and 4R, a knuckle arm 5, a tie rod 6, a rack and pinion. 7, a pinion shaft 8 and a steering motor 9 are provided.
The steering wheel 2 (steering operator) is connected to the steering shaft 3. The steered wheels 4L and 4R are connected to the pinion shaft 8 through the knuckle arm 5, the tie rod 6, and the rack and pinion 7 in this order. The steered motor 9 rotationally drives the pinion shaft 8 in accordance with a steered command from the controller 12 described later. Thereby, the steered motor 9 steers the steered wheels 4L and 4R to the steered angle δ according to the steered command via the pinion shaft 8, the rack and pinion 7, the tie rod 6, and the knuckle arm 5. .

In the first embodiment, the example in which the steering wheel 2 is used as the steering operator that can be steered by the driver has been described. However, other configurations may be employed. For example, it is possible to employ a steering lever that performs a steering operation when the driver tilts the hand.
In addition, the vehicle steering apparatus 1 includes a steering amount detection unit 10 and a turning angle detection unit 11.
The steering amount detection unit 10 detects the steering amount (steering angle θ) of the steering wheel 2. Then, the steering amount detection unit 10 outputs the detection result to the controller 12. As the steering amount detector 10, for example, a sensor that detects the rotation angle of the steering shaft 3 can be employed.
The turning angle detector 11 detects the turning angle δ of the steered wheels 4R, 4L. Then, the turning angle detection unit 11 outputs the detection result to the controller 12.

Further, the vehicle steering apparatus 1 includes a controller 12.
The controller 12 includes an A / D (Analog to Digital) conversion circuit, a D / A (Digital to Analog) conversion circuit, a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like. Integrated circuit. The ROM stores one or more programs that realize various processes. The CPU executes various types of processing (for example, nonconformity degree calculation processing) according to one or more programs stored in the ROM. Then, as shown in FIG. 2, the CPU realizes a nonconformity degree calculation unit 12a, a steering ratio setting unit 12b, and a steered wheel steering unit 12c. Details of the nonconformity degree calculation process will be described later.

The nonconformity degree calculation unit 12a is appropriate for the driver based on at least one of the steering amount (steering angle θ) output by the steering amount detection unit 10 and the turning angle δ output by the turning angle detection unit 11. The degree of nonconformity of the steering ratio G that represents the degree of deviation between the actual steering ratio G and the actual steering ratio G is calculated. The degree of nonconformity of the steering ratio G increases, for example, as the difference between the steering ratio G appropriate for the driver and the actual steering ratio G increases. As the steering ratio G, for example, there is a ratio of the steering angle δ of the steered wheels 4L, 4R to the steering amount (steering angle θ).
Specifically, the nonconformity degree calculation unit 12a includes a turning angle estimation unit 12aa, a turning angle difference frequency distribution calculation unit 12ab, a turning angle nonconformity degree calculation unit 12ac, a steering amount estimation unit 12ad, and a steering amount difference frequency distribution calculation. Unit 12ae and steering amount nonconformity degree calculation unit 12af.

  The steered angle estimating unit 12aa uses the past steered angle δ output by the steered angle detecting unit 11 to assume the current steered angle (hereinafter referred to as “turned wheel” when the steering wheel 2 is smoothly steered). Estimated δn-hat, also called “steering angle estimate”. Here, FIG. 3 shows special symbols used for calculating the turning angle entropy Hpδ and names of the special symbols. The turning angle smooth value δn-tilde is the turning angle δ in which the influence of quantization noise is reduced. The steered angle estimated value δn-hat is obtained by performing a second-order Taylor expansion on the steered angle smooth value δn-tilde as shown in (Equation 1) below.

In (Expression 1), tn is a sampling time of the turning angle δn.
The turning angle smooth value δn-tilde is calculated from the following (Equation 2) as an average value of three adjacent turning angles δn in order to reduce the influence of quantization noise.

In (Expression 2), l is 150 milliseconds when the calculation time interval of the turning angle smooth value δn-tilde is 150 milliseconds, that is, the minimum time interval that can be intermittently operated by humans in manual operation. This represents the number of samples of the steering angle δn contained within. If the sampling interval of the turning angle δn is Ts, the number of samples 1 can be expressed by the following (Equation 3).
l = round (0.15 / Ts) (Expression 3)
The turning angle difference frequency distribution calculation unit 12ab includes a turning angle δ detected by the turning angle detection unit 11 (hereinafter also referred to as “steering angle δn”) and a turning angle estimated by the turning angle estimation unit 12aa ( The frequency distribution of the difference (hereinafter also referred to as “steering angle prediction error”) δe (hereinafter also referred to as “steering angle difference frequency distribution”) with respect to the estimated steering angle value Δn−hat is calculated. Specifically, the turning angle difference frequency distribution calculation unit 12ab calculates a turning angle prediction error δe according to the following (Equation 4) based on the actual turning angle δn and the turning angle estimated value δn-hat. To do. Then, the turning angle difference frequency distribution calculation unit 12ab stores the calculated turning angle prediction error δe in a memory (for example, RAM) (not shown) of the controller 12.

  Subsequently, the turning angle difference frequency distribution calculation unit 12ab calculates the turning angle for 300 seconds from the set time (for example, 300 seconds) before the present time in the turning angle prediction error δe stored in the memory of the controller 12. The steering angle prediction error δe is classified into a plurality of data ranges. In the first embodiment, nine prediction error segments bi (= b1, b2, b3, b4, b5, b6, b7, b8, b9) are employed as the data range. The prediction error classification bi (= b1 to b9) is set based on a predetermined α value. Specifically, the prediction error section b1 is less than 5α, the prediction error section b2 is −5α or more and less than −2.5α, the prediction error section b3 is −2.5α or more and less than −α, and the prediction error The segment b4 is greater than or equal to -α and less than -0.5α, and the prediction error segment b5 is greater than or equal to -0.5α and less than 0.5α. The prediction error category b6 is 0.5α or more and less than α, the prediction error category b7 is greater than or equal to α and less than 2.5α, the prediction error category b8 is greater than or equal to 2.5α and less than 5α, and the prediction error category b9 is 5α or more.

  Subsequently, the turning angle difference frequency distribution calculation unit 12ab calculates the probability pi (= p1, p2, p3, the frequency of the turning angle prediction error δe included in each prediction error category bi (= b1 to b9). p4, p5, p6, p7, p8, p9) are calculated. Thereby, the turning angle difference frequency distribution calculation unit 12ab classifies the turning angle prediction error δe into a plurality of data ranges (prediction error classification bi (= b1 to b9)) and turns the steering angle prediction error. The frequency distribution (probability pi) of δe is calculated.

The turning angle non-conformity degree calculation unit 12ac is configured such that the smaller the kurtosis of the turning angle difference frequency distribution calculated by the turning angle difference frequency distribution calculation unit 12ab is, the less the degree of non-conformity of the steering ratio G (hereinafter, “the turning angle non-conformity”). (Also called “degree”) is a large value. As the kurtosis of the turning angle difference frequency distribution, for example, there is a numerical value representing the sharpness of the turning angle difference frequency distribution. For example, the sharper the peak of the turning angle difference frequency distribution, the larger the peak. Specifically, the turning angle nonconformity degree calculation unit 12ac uses a steering entropy method (steering entropy value (probability pi)) based on the turning angle difference frequency distribution (probability pi) calculated by the turning angle difference frequency distribution calculation unit 12ab. Hereinafter, it is also referred to as “steering angle entropy”) Hpδ, and the calculated turning angle entropy Hpδ is set as the degree of non-conformity of the turning angle.
Specifically, the turning angle nonconformity degree calculation unit 12ac is based on the turning angle difference frequency distribution (probability pi) calculated by the turning angle difference frequency distribution calculation unit 12ab according to the following (Equation 5). The entropy Hpδ is calculated. Then, the turning angle nonconformity degree calculation unit 12ac sets the calculated turning angle entropy Hpδ as the turning angle nonconformity degree. As a result, the turning angle mismatch degree (turning angle entropy Hpδ) increases as the kurtosis of the turning angle difference frequency distribution decreases.

  Here, if the steering ratio G for the driver, that is, the ratio of the steering angle δ to the steering amount (steering angle θ) is large, the steering is not decided at one time when entering the curve, and a fine correction occurs. The kurtosis of the turning angle difference frequency distribution is reduced, and the turning angle nonconformity degree (turning angle entropy Hpδ) is increased. Therefore, it is understood that the steered ratio G is smaller than the appropriate value as the steered angle non-conformity degree (steering angle entropy Hpδ) is larger. Note that the appropriate value of the steering ratio G differs depending on the driver. Therefore, in the vehicle steering apparatus 1 according to the first embodiment, the steering ratio G is set based on the degree of non-conformance of the turning angle for each driver (the turning angle entropy Hpδ). Generally, as shown in FIG. 4, the beginner has a greater degree of non-conformance of the turning angle (turning angle entropy Hpδ) than the advanced person.

  The steering amount estimation unit 12ad uses the past steering amount (steering angle θ) output by the steering amount detection unit 10 to assume the current steering amount (hereinafter referred to as “steering”) when the steering wheel 2 is assumed to be smoothly steered. Estimate θn-hat) (also called “quantity estimate”). FIG. 5 shows special symbols used for calculating the steering amount entropy Hpθ and names of the special symbols. The steering amount smooth value θn-tilde is a steering amount (steering angle θ) in which the influence of quantization noise is reduced. The steering amount estimated value θn-hat is obtained by performing a second-order Taylor expansion on the steering amount smooth value θn-tilde as shown in the following (formula 6).

In (Expression 6), tn is the sampling time of the steering amount (steering angle θn).
The steering amount smooth value θn-tilde is calculated from the following (Expression 7) as an average value of three adjacent steering amounts (steering angle θn) in order to reduce the influence of quantization noise.

In (Expression 7), l is within 150 milliseconds when the calculation time interval of the steering amount smooth value θn-tilde is 150 milliseconds, that is, the minimum time interval that can be intermittently operated by humans in manual operation. Represents the number of samples of the steering amount (steering angle θn) included in. If the sampling interval of the steering amount (steering angle θn) is Ts, the number of samples 1 can be expressed by the following (Equation 8).
l = round (0.15 / Ts) (Expression 8)
The steering amount difference frequency distribution calculation unit 12ae is a steering amount (steering angle θ (hereinafter also referred to as “steering angle θn”) detected by the steering amount detection unit 10 and a steering amount (steering amount) estimated by the steering amount estimation unit 12ad. A frequency distribution (hereinafter also referred to as “steering amount difference frequency distribution”) of θe (hereinafter also referred to as “steering amount prediction error”) with respect to the estimated value θn-hat) is calculated. Specifically, the steering amount difference frequency distribution calculation unit 12ae calculates the steering amount prediction error θe according to the following (Equation 9) based on the actual steering amount (steering angle θn) and the steering amount estimated value θn-hat. To do. Then, the steering amount difference frequency distribution calculation unit 12ae stores the calculated steering amount prediction error θe in the memory of the controller 12.

  Subsequently, the steering amount difference frequency distribution calculation unit 12ae predicts the steering amount for 300 seconds from the set time (for example, 300 seconds) to the present among the steering amount prediction errors θe stored in the memory of the controller 12. The error θe is classified into each data range divided into a plurality. In the first embodiment, nine prediction error segments bi (= b1, b2, b3, b4, b5, b6, b7, b8, b9) are employed as the data range. The class width of the prediction error classification bi (= b1 to b9) is set based on a predetermined α value. Specifically, the prediction error section b1 is less than 5α, the prediction error section b2 is −5α or more and less than −2.5α, the prediction error section b3 is −2.5α or more and less than −α, and the prediction error The segment b4 is greater than or equal to -α and less than -0.5α, and the prediction error segment b5 is greater than or equal to -0.5α and less than 0.5α. The prediction error category b6 is 0.5α or more and less than α, the prediction error category b7 is greater than or equal to α and less than 2.5α, the prediction error category b8 is greater than or equal to 2.5α and less than 5α, and the prediction error category b9 is 5α or more.

  Subsequently, the steering amount difference frequency distribution calculation unit 12ae calculates the probability qi (= q1, q2, q3, q4) of the frequencies of the steering amount prediction error θe included in each prediction error category bi (= b1 to b9). q5, q6, q7, q8, q9) are calculated. As a result, the steering amount difference frequency distribution calculation unit 12ae classifies the steering amount prediction error θe into a plurality of data ranges (prediction error categories bi (= b1 to b9)), and counts the steering amount prediction error θe. Distribution (probability qi) is calculated.

The steering amount non-conformity degree calculation unit 12af is also referred to as a degree of non-conformity of the steering ratio G (hereinafter referred to as a “steering amount non-conformity degree”) as the kurtosis of the steering amount difference frequency distribution calculated by the steering amount difference frequency distribution calculation unit 12ae decreases. ) Is a large value. As the kurtosis of the steering amount difference frequency distribution, for example, there is a numerical value representing the sharpness of the steering amount frequency distribution. For example, the sharper the peak of the steering amount difference frequency distribution, the larger the peak. Specifically, the steering amount non-conformity degree calculation unit 12af uses a steering entropy method (hereinafter referred to as “the steering amount difference frequency distribution (probability qi)”) output from the steering amount difference frequency distribution calculation unit 12ae. Also referred to as “steering amount entropy”) Hpθ is calculated, and the calculated steering amount entropy Hpθ is set as the steering amount non-conformity degree.
Specifically, the steering amount nonconformity degree calculation unit 12af calculates the steering amount entropy Hpθ according to the following (Equation 10) based on the steering amount difference frequency distribution (probability qi) calculated by the steering amount difference frequency distribution calculation unit 12ae. To do. Then, the steering amount nonconformity degree calculation unit 12af sets the calculated steering amount entropy Hpθ as the turning angle nonconformity degree. Accordingly, the steering amount nonconformity degree (steering amount entropy Hpθ) increases as the kurtosis of the steering amount difference frequency distribution decreases.

  Here, when the steering ratio G for the driver, that is, the ratio of the steering angle δ to the steering amount (steering angle θ) is small, the steering angle θ increases and the steering operator (steering wheel 2) is provided. The hand becomes unstable, the steering force increases, the kurtosis of the steering angle difference frequency distribution decreases, and the degree of steering amount mismatch (steering amount entropy Hpθ) increases. Therefore, it can be understood that the steered ratio G is smaller than the appropriate value as the steering amount nonconformity degree (steering amount entropy Hpθ) is larger. In the vehicle steering apparatus 1 according to the first embodiment, the steering ratio G is set based on the degree of steering amount incompatibility (steering amount entropy Hpθ) for each driver. In general, as shown in FIG. 4, the beginner has a higher steering amount nonconformity (steering amount entropy Hpθ) than the advanced user.

  The turning ratio setting unit 12b is based on the nonconformity degree (the turning angle nonconformity degree, the steering amount nonconformity degree) output by the nonconformity degree calculating unit 12a (the turning angle nonconforming degree calculating unit 12ac, the steering amount nonconforming degree calculating unit 12af). Thus, the steering ratio G is corrected in the direction in which the degree of nonconformity is reduced. Specifically, the turning ratio setting unit 12b determines whether or not the turning angle non-conformity (steering angle entropy Hpδ) output by the turning angle non-conformity degree calculation unit 12ac is equal to or greater than a predetermined first threshold value Hpδo. Determine. As the first threshold value Hpδo, for example, based on the turning angle δ at various turning ratios G of a plurality of drivers, the degree of non-conformance of the turning angle at the optimum turning ratio G for each driver. (A turning angle entropy Hpδ) is calculated, an average value of the calculated turning angle incompatibility (the turning angle entropy Hpδ) is calculated, and a value obtained by multiplying the calculated average value by 1.5 can be adopted.

Then, the turning ratio setting unit 12b reduces the turning ratio G when the turning angle nonconformity degree (the turning angle entropy Hpδ) is equal to or greater than the first threshold value Hpδo. Further, when the turning angle non-conformity degree (steering angle entropy Hpδ) output from the turning angle non-conformity degree calculation unit 12ac is equal to or more than the first threshold value Hpδo, the turning ratio setting unit 12b The steering ratio G is gradually reduced until the steering angle entropy Hpδ) becomes smaller than the first threshold value Hpδo.
Further, the steering ratio setting unit 12b determines whether or not the steering amount nonconformity degree (steering amount entropy Hpθ) output from the steering amount nonconformity degree calculation unit 12af is equal to or greater than a predetermined second threshold value Hpθo. As the second threshold value Hpθo, for example, based on the steering amount (steering angle θ) at various steering ratios G of a plurality of drivers, the steering amount at the optimal steering ratio G for each driver for each driver. A non-conformity degree (steering amount entropy Hpθ) is calculated, an average value of the calculated steering amount non-conformity (steering amount entropy Hpθ) is calculated, and a value obtained by multiplying the calculated average value by 1.5 can be adopted.

  Then, the turning ratio setting unit 12b increases the turning ratio G when the steering amount nonconformity degree (steering amount entropy Hpθ) is equal to or greater than the second threshold value Hpθo. Further, when the steering amount non-conformity degree (steering amount entropy Hpθ) output from the steering amount non-conformity degree calculating unit 12af becomes equal to or greater than the second threshold Hpθo, the steering ratio setting unit 12b determines the steering amount non-conformity (steering amount entropy Hpθ). The steering ratio G is gradually increased until becomes smaller than the second threshold value Hpθo.

The steered wheel steered portion 12c manipulates the steered angle δ according to the steered amount (steering angle θ) output from the steered amount detecting unit 10 and the steered ratio G corrected (set) by the steered ratio setting unit 12b. The steering wheels 4L and 4R are steered. Specifically, the steered wheel steered portion 12c, based on the steering amount (steering angle θ) and the steered ratio G, according to the following (formula 11), the target value of the steered angle δ (hereinafter referred to as “steered angle”). Δ * is also calculated. Subsequently, the steered wheel turning unit 12c determines the turning angle target value δ * and the turning angle based on the calculated turning angle target value δ * and the turning angle δ detected by the turning angle detection unit 11. A command (hereinafter also referred to as a “steering command”) for turning the steered wheels 4L and 4R so that the difference from δ is equal to or less than a set value (for example, 0.5 [deg]) is given to the steering motor 9. Output. Thereby, the steered wheel turning unit 12c makes the ratio (steering ratio G) of the steered angle δ of the steered wheels 4L and 4R to the steering amount (steering angle θ) variable.
δ * = θ × G (11)
In the first embodiment, the steering wheel 2 and the steered wheels 4L and 4R are mechanically separated, and the steered wheels 4L and 4R are steered with respect to the detected steering amount (steering angle θ). Although the example which makes the steering ratio G variable by changing the rudder command has been shown, other configurations may be employed. For example, the steering ratio G may be variable by connecting the steering wheel 2 and the steered wheels 4L and 4R via a variable gear and changing the gear ratio of the variable gear.

(Non-conformity calculation process)
Next, the nonconformity degree calculation process executed by the controller 12 will be described. The nonconformity degree calculation process is performed at a preset control cycle (for example, every 100 milliseconds).
As shown in FIG. 6, in step S <b> 101, the controller 12 acquires the steering amount (steering angle θ) output by the steering amount detection unit 10 and the turning angle δ output by the turning angle detection unit 11.
Subsequently, the process proceeds to step S102, where the controller 12 (the turning angle estimation unit 12aa, the turning angle difference frequency distribution calculation unit 12ab, and the turning angle nonconformity degree calculation unit 12ac) sets the turning angle δ acquired in step S101. Based on this, the turning angle entropy Hpδ is calculated. The turning angle entropy Hpδ increases as the turning ratio G is larger than the appropriate value for the driver. Subsequently, the controller 12 (the turning angle estimation unit 12aa, the turning angle difference frequency distribution calculation unit 12ab, and the turning angle nonconformity degree calculation unit 12ac) sets the calculated turning angle entropy Hpδ as the turning angle nonconformity degree. Further, the controller 12 (the steering amount estimation unit 12ad, the steering amount difference frequency distribution calculation unit 12ae, the steering amount nonconformity degree calculation unit 12af) calculates the steering amount entropy Hpθ based on the steering amount (steering angle θ) acquired in step S101. calculate. The steering amount entropy Hpθ increases as the steering ratio G is smaller than the appropriate value for the driver. Subsequently, the controller 12 (the steering amount estimation unit 12ad, the steering amount difference frequency distribution calculation unit 12ae, the steering amount nonconformity degree calculation unit 12af) sets the calculated steering amount entropy Hpθ as the steering amount nonconformity degree.

  Subsequently, the process proceeds to step S103, where the controller 12 (the turning angle non-conformity degree calculation unit 12ac) determines whether or not the turning angle non-conformity (steering angle entropy Hpδ) calculated in step S102 is equal to or greater than the first threshold value Hpδo. Determine whether. If the controller 12 (the turning angle non-conformity degree calculation unit 12ac) determines that the turning angle non-conformity (steering angle entropy Hpδ) is equal to or greater than the first threshold value Hpδo (Yes), the controller 12 Thus, it is determined that the steering ratio G is smaller than an appropriate value, and the process proceeds to step S104. On the other hand, if the controller 12 (the turning angle nonconformity degree calculation unit 12ac) determines that the turning angle nonconformity degree (the turning angle entropy Hpδ) is smaller than the first threshold value Hpδo (No), the process proceeds to step S105. .

  In step S104, the controller 12 (steering ratio setting unit 12b) reduces the minimum gain Kmin used for calculation of the steering ratio G by ΔKmin (positive value) during a predetermined transition time tlim1. The controller 12 (steering ratio setting unit 12b) sets (initializes) the minimum gain Kmin to an initial value (for example, 1) every time the ignition switch is turned on after the ignition switch is turned off. . Subsequently, the controller 12 (steering ratio setting unit 12b) sets the reduced minimum gain Kmin as the steering ratio setting gain K, and then proceeds to step S107. As the turning ratio setting gain K, for example, there is a numerical value for calculating the turning ratio G by multiplying a predetermined basic gain Go (positive value). As a result, the controller 12 (steering ratio setting unit 12b) determines that the turning angle non-conformity (steering angle entropy Hpδ) becomes the first when the turning angle non-conformity (steering angle entropy Hpδ) is equal to or greater than the first threshold Hpδo. The steering ratio G is gradually reduced by (ΔKmin × Go) until it becomes smaller than one threshold value Hpδo.

  On the other hand, in step S105, the controller 12 (steering amount nonconformity degree calculation unit 12af) determines whether or not the steering amount nonconformity (steering amount entropy Hpθ) calculated in step S102 is equal to or greater than a predetermined second threshold value Hpθo. To do. If the controller 12 (steering amount nonconformity degree calculation unit 12af) determines that the steering amount nonconformity degree (steering amount entropy Hpθ) is equal to or greater than the second threshold value Hpθo (Yes), the driver is steered. It is determined that the ratio G is greater than the appropriate value, and the process proceeds to step S106. On the other hand, if the controller 12 (steering amount nonconformity degree calculation unit 12af) determines that the steering amount appropriateness degree (steering amount entropy Hpθ) is smaller than the second threshold value Hpθo (No), the process proceeds to step S101.

In step S106, the controller 12 (steering ratio setting unit 12b) increases the maximum gain Kmax used for calculating the steering ratio G by ΔKmax (positive value) during a predetermined transition time tlim2. The controller 12 (steering ratio setting unit 12b) sets (initializes) the maximum gain Kmax to an initial value (for example, 1) every time the ignition switch is turned on. Subsequently, the controller 12 (steering ratio setting unit 12b) sets the increased maximum gain Kmax as the steering ratio setting gain K, and then proceeds to step S107. Thereby, the controller 12 (steering ratio setting unit 12b) determines that the steering amount non-conformity degree (steering amount entropy Hpθ) is greater than the second threshold value Hpθo when the steering amount non-conformity degree (steering amount entropy Hpθ) is equal to or greater than the second threshold value Hpθo. The steering ratio G is gradually increased by (ΔKmax × Go) until it decreases.
In step S107, the controller 12 (steering ratio setting unit 12b) calculates the steered ratio G according to the following (Equation 12) based on the steered ratio setting gain K set in step S104 or S105. The process proceeds to S101.
G = K × Go ……… (12)

(Operation other)
Next, the operation of the vehicle equipped with the vehicle information providing apparatus of the first embodiment will be described.
It is assumed that the steering ratio G is large with respect to the driver, and the rudder cannot be decided by one shot at the time of entering the curve, and a fine correction occurs. Then, the kurtosis of the turning angle difference frequency distribution is reduced, and the controller 12 (the turning angle estimation unit 12aa, the turning angle difference frequency distribution calculation unit 12ab, and the turning angle nonconformity degree calculation unit 12ac) performs the first threshold value Hpδo. It is assumed that a larger turning angle nonconformity degree (turning angle entropy Hpδ) is calculated (steps S101 and S102 in FIG. 6). Then, the controller 12 (the turning angle nonconformity degree calculation unit 12ac) determines that the turning angle nonconformity degree (the turning angle entropy Hpδ) is equal to or greater than the first threshold Hpδo (step S103 “Yes” in FIG. 6).

  Subsequently, the controller 12 (steering ratio setting unit 12b) reduces the minimum gain Kmin by ΔKmin (positive value) and sets the reduced minimum gain Kmin as the steering ratio setting gain K (step S104 in FIG. 6). . Subsequently, the controller 12 (the turning ratio setting unit 12b) calculates the turning ratio G by multiplying the set turning ratio setting gain K by the basic gain Go (step S107 in FIG. 6). Subsequently, the controller 12 (steered wheel turning unit 12c) calculates the turning angle target value δ * based on the calculated turning ratio G and the steering amount (steering angle θ) detected by the steering amount detection unit 10. . Subsequently, the controller 12 (steered wheel turning unit 12c) outputs a turning command to the turning motor 9 based on the calculated turning angle target value δ * and the turning angle δ. The steered motor 9 steers the steered wheels 4L and 4R so that the difference between the steered angle target value δ * and the actual steered angle δ is equal to or smaller than a set value (0.5 [deg]). To do. As a result, the steered angle δ of the steered wheels 4L, 4R is reduced by ΔKmin × Go. Then, the controller 12 repeatedly executes the above flow (steps S101 to S104 and S107 in FIG. 6), and the minimum gain Kmin until the turning angle nonconformity degree (turning angle entropy Hpδ) becomes smaller than the first threshold value Hpδo. Is reduced by ΔKmin (positive value), the turning ratio setting gain K is gradually reduced, and the turning ratio G is gradually reduced.

  On the other hand, it is assumed that the steering ratio G is small and the steering angle θ is increased with respect to the driver. Then, the hand holding the steering wheel 2 becomes unstable, the steering force increases, the kurtosis of the steering angle difference frequency distribution decreases, and the controller 12 (the turning angle estimation unit 12aa, the turning angle difference frequency) It is assumed that the distribution calculation unit 12ab and the turning angle nonconformity degree calculation unit 12ac) calculate a steering amount nonconformity degree (steering amount entropy Hpθ) larger than the second threshold value Hpθo (steps S101 and S102 in FIG. 6). Then, the controller 12 (steering amount nonconformity degree calculation unit 12af) determines that the steering amount nonconformity degree (steering amount entropy Hpθ) is equal to or greater than the second threshold Hpθo (steps S101 to S103 “No” in FIG. 6 and S105). “Yes”).

  Subsequently, the controller 12 (steering ratio setting unit 12b) increases the maximum gain Kmax by ΔKmax (positive value) and sets the increased maximum gain Kmax as the steering ratio setting gain K (step S106 in FIG. 6). . Subsequently, the controller 12 (the turning ratio setting unit 12b) calculates the turning ratio G by multiplying the set turning ratio setting gain K by the basic gain Go (step S107 in FIG. 6). Subsequently, the controller 12 (steered wheel turning unit 12c) calculates the turning angle target value δ * based on the calculated turning ratio G and the steering amount (steering angle θ) detected by the steering amount detection unit 10. . Subsequently, the controller 12 (steered wheel turning unit 12c) outputs a turning command to the turning motor 9 based on the calculated turning angle target value δ * and the turning angle δ. The steered motor 9 steers the steered wheels 4L and 4R so that the difference between the steered angle target value δ * and the actual steered angle δ is equal to or smaller than a set value (0.5 [deg]). To do. As a result, the turning angle δ of the steered wheels 4L, 4R increases by ΔKmax × Go. Then, the controller 12 repeatedly executes the above flow (steps S101 to S103 and S105 to S107 in FIG. 6), and increases the maximum gain Kmax until the steering amount nonconformity degree (steering amount entropy Hpθ) becomes smaller than the second threshold value Hpθo. The steering ratio setting gain K is gradually increased by increasing ΔKmax, and the steering ratio G is gradually increased.

Thus, in the first embodiment, the degree of nonconformity of the steering ratio G is calculated based on at least one of the steering amount (steering angle θ) of the steering wheel 2 and the steering angle δ of the steered wheels 4L, 4R. To do. Then, based on the calculated nonconformity degree (steering angle nonconformity degree, steering amount nonconformity degree), the steering ratio G is corrected in a direction in which the nonconformity degree (steering angle nonconformity degree, steering amount nonconformity degree) decreases. Therefore, a more appropriate steering ratio G can be set.
More specifically, in the first embodiment, based on the past turning angle δ, the current turning angle (steering angle estimation when it is assumed that the steering operator (steering wheel 2) is steered smoothly. Value δn-hat). Subsequently, the frequency distribution (the turning angle difference frequency distribution) of the difference (the turning angle prediction error δe) between the detected turning angle δ and the estimated turning angle (the estimated turning angle δn-hat) is calculated. To do. Subsequently, the controller 12 calculates the degree of nonconformity of the steering ratio G (the degree of nonconformity of the turning angle) based on the calculated turning angle difference frequency distribution. Subsequently, when the calculated turning angle nonconformity degree is equal to or greater than the first threshold value Hpδo, the turning ratio G is reduced. Therefore, if the steering ratio G is large for the driver, the steering is not decided at the time of entering the curve, a fine correction occurs, the kurtosis of the turning angle difference frequency distribution is reduced, and the turning angle is not suitable. The degree (steering angle entropy Hpδ) increases. When the turning angle incompatibility degree (turning angle entropy Hpδ) is equal to or greater than the first threshold value Hpδo, the turning ratio G is reduced. Thereby, a more appropriate turning ratio G can be set.

  In the first embodiment, the current steering amount (steering amount estimated value θn− when assuming that the steering operator (steering wheel 2) is smoothly steered based on the past steering amount (steering angle θ). hat). Subsequently, a frequency distribution (steering amount difference frequency distribution) of a difference (steering amount prediction error θe) between the estimated steering amount (steering amount estimated value θn-hat) and the detected steering amount (steering angle θ) is calculated. . Subsequently, the smaller the kurtosis of the calculated steering amount difference frequency distribution, the greater the degree of non-conformity of the steering ratio G (the degree of non-conformity of the steering amount). Subsequently, the controller 12 increases the steering ratio G when the calculated steering amount nonconformity degree is equal to or greater than the second threshold value Hpθo. Therefore, when the steering ratio G is small with respect to the driver, the steering angle θ increases, the hand holding the steering wheel 2 becomes unstable, the steering force increases, and the steering angle difference frequency distribution The kurtosis is reduced and the steering amount non-conformity (steering amount entropy Hpθ) is increased. When the steering amount nonconformity degree (steering amount entropy Hpθ) is equal to or greater than the second threshold value Hpθo, the steering ratio G is increased. Thereby, a more appropriate turning ratio G can be set.

  In the first embodiment, the steering wheel 2 in FIG. 1 constitutes a steering operator. Similarly, the steered wheel steered portion 12c of FIG. 1 constitutes the steered wheel steered portion. The steering amount detection unit 10 in FIG. 1 constitutes a steering amount detection unit. Further, the turning angle detection unit 11 of FIG. 1 constitutes a turning angle detection unit. Moreover, the nonconformity degree calculation part 12a of FIG. 2 comprises a nonconformity degree calculation part. Furthermore, the steering ratio setting unit 12b of FIG. 2 constitutes a steering non-setting unit. Moreover, the turning angle estimation part 12aa of FIG. 2 comprises a turning angle estimation part. Further, the turning angle difference frequency distribution calculation unit 12ab of FIG. 2 constitutes a turning angle difference frequency distribution calculation unit. Further, the turning angle nonconformity degree calculation unit 12ac in FIG. 2 constitutes a turning angle nonconformity degree calculation unit. Further, the steering amount estimation unit 12ad in FIG. 2 constitutes a steering amount estimation unit. Further, the steering amount difference frequency distribution calculation unit 12ae in FIG. 2 constitutes a steering amount difference frequency distribution calculation unit. Further, the steering amount nonconformity degree calculation unit 12af of FIG. 2 constitutes a steering amount nonconformity degree calculation unit.

(Effect of 1st Embodiment)
The first embodiment has the following effects.
(1) The controller 12 is appropriate for the driver based on at least one of the steering amount (steering angle θ) of the steering operator (steering wheel 2) and the turning angle δ of the steered wheels 4L and 4R. Steering ratio G (ratio of steering angle δ of steered wheels 4L, 4R with respect to steering amount (steering angle θ)) and actual degree of deviation of steering ratio G indicating the degree of deviation (steering angle) Entropy Hpδ and steering amount entropy Hpθ) are calculated. Then, the controller 12 corrects the steering ratio G in a direction in which the calculated degree of nonconformity (steering angle entropy Hpδ, steering amount entropy Hpθ) decreases.
According to such a configuration, for example, when the actual steering ratio G is smaller than the appropriate steering ratio G for the driver and the degree of nonconformity of the steering ratio G (the turning angle entropy Hpδ) is large. The steering ratio G can be reduced. Further, when the actual steering ratio G is larger than the appropriate steering ratio G for the driver and the degree of nonconformity of the steering ratio G (steering amount entropy Hpθ) is large, the steering ratio G can be increased. Therefore, a more appropriate steering ratio G can be set.

(2) The controller 12 uses the past turning angle δ to determine the current turning angle (steering angle estimated value δn-hat) when it is assumed that the steering operator (steering wheel 2) is smoothly steered. Is estimated. Subsequently, the controller 12 determines the frequency distribution (the turning angle difference frequency) of the difference (the turning angle prediction error δe) between the estimated turning angle (the turning angle estimated value δn-hat) and the detected turning angle δ. Distribution). Subsequently, the controller 12 increases the degree of nonconformity of the steering ratio G (the degree of nonconformity of the turning angle (steering angle entropy Hpδ)) as the kurtosis of the calculated turning angle difference frequency distribution is smaller. Subsequently, the controller 12 reduces the steering ratio G when the calculated turning angle nonconformity (the turning angle entropy Hpδ) is equal to or greater than the first threshold value Hpδo.
According to such a configuration, if the steering ratio G is large for the driver, the steering is not decided at one time when entering the curve, a fine correction occurs, and the kurtosis of the steering angle difference frequency distribution is reduced. The degree of non-conformity of the turning angle (the turning angle entropy Hpδ) increases. When the turning angle incompatibility degree (turning angle entropy Hpδ) is equal to or greater than the first threshold value Hpδo, the turning ratio G is reduced. Thereby, a more appropriate turning ratio G can be set.

(3) The controller 12 uses the past steering amount (steering angle θ) to assume the current steering amount (steering amount estimated value θn-hat) when it is assumed that the steering operator (steering wheel 2) is smoothly steered. ). Subsequently, the controller 12 calculates the frequency distribution (steering amount difference frequency distribution) of the difference (steering amount prediction error θe) between the estimated steering amount (steering amount estimated value θn-hat) and the detected steering amount (steering angle θ). ) Is calculated. Subsequently, the controller 12 increases the degree of non-conformity of the steering ratio G (steering amount non-conformity (steering amount entropy Hpθ)) as the kurtosis of the calculated steering amount difference frequency distribution is smaller. Subsequently, the controller 12 increases the steering ratio G when the calculated steering amount nonconformity degree (steering amount entropy Hpθ) is equal to or greater than the second threshold value Hpθo.
According to such a configuration, when the steering ratio G is small with respect to the driver, the steering angle θ increases, the hand holding the steering wheel 2 becomes unstable, the steering force increases, The kurtosis of the angular difference frequency distribution decreases, and the steering amount nonconformity degree (steering amount entropy Hpθ) increases. When the steering amount nonconformity degree (steering amount entropy Hpθ) is equal to or greater than the second threshold value Hpθo, the steering ratio G is increased. Thereby, a more appropriate turning ratio G can be set.

(4) The controller 12 calculates a steering entropy value (steering angle entropy Hpδ) using the steering entropy method based on the steering angle difference frequency distribution, and uses the calculated steering angle entropy Hpδ as the turning angle nonconformity degree. To do.
According to such a configuration, since the turning angle nonconformity degree is set using the steering entropy method, the turning angle nonconformity degree can be calculated more appropriately.
(5) The controller 12 calculates a steering entropy value (steering amount entropy Hpθ) using the steering entropy method based on the steering amount difference frequency distribution, and sets the calculated steering amount entropy Hpθ as a steering amount non-conformity degree.
According to such a configuration, since the steering amount nonconformity degree is set using the steering entropy method, the steering amount nonconformity degree can be calculated more appropriately.

(6) When the turning angle nonconformity degree (steering angle entropy Hpδ) is equal to or greater than the first threshold value Hpδo, the controller 12 until the turning angle nonconformity degree (steering angle entropy Hpδ) becomes smaller than the first threshold value Hpδo. The steering ratio G is gradually reduced.
According to such a configuration, the turning ratio G can be reduced at any time while the turning angle nonconformity degree (the turning angle entropy Hpδ) is equal to or greater than the first threshold value Hpδo. Thereby, a more appropriate turning ratio G can be set.
(7) When the steering amount nonconformity degree (steering amount entropy Hpθ) is equal to or greater than the second threshold value Hpθo, the controller 12 turns the steering ratio G until the steering amount nonconformity degree (steering amount entropy Hpθ) becomes smaller than the second threshold value Hpθo. Increase gradually.
According to such a configuration, the steering ratio G can be increased as needed while the steering amount nonconformity degree (steering amount entropy Hpθ) is equal to or greater than the second threshold value Hpθo. Thereby, a more appropriate turning ratio G can be set.

(Second Embodiment)
Next, a second embodiment according to the present invention will be described with reference to the drawings. In addition, about the structure similar to the said embodiment, the same code | symbol is used and the detail is abbreviate | omitted.
In the second embodiment, every time the steering ratio G is reduced, the degree of non-conformity (steering angle non-conformity) of the steering ratio G is calculated, and every time the steering ratio G is increased, the steering ratio G This is different from the first embodiment in that the degree of non-conformity (steering amount non-conformity) is calculated.
Specifically, as shown in FIG. 7, the second embodiment includes a nonconformity degree calculation unit 12a (a turning angle estimation unit 12aa, a turning angle difference frequency distribution calculation unit 12ab, a turning angle nonconformity degree calculation unit 12ac, The contents of the steering amount estimation unit 12ad, the steering amount difference frequency distribution calculation unit 12ae, the steering amount nonconformity degree calculation unit 12af), and the steering ratio setting unit 12b are different. Further, as shown in FIG. 8, the second embodiment is different in that steps S201 to S210 are provided instead of steps S101 to S107 in FIG.

  In the second embodiment, the nonconformity degree calculation unit 12a (the turning angle estimation unit 12aa, the turning angle difference frequency distribution calculation unit 12ab, and the turning angle nonconformity degree calculation unit 12ac) is steered by the turning ratio setting unit 12b. Each time the ratio G is reduced, the degree of non-conformity of the steering ratio G (the degree of non-conformity of the turning angle (the degree of turning angle entropy Hpδ )) Is calculated. In addition, the nonconformity degree calculation unit 12a (the steering amount estimation unit 12ad, the steering amount difference frequency distribution calculation unit 12ae, and the steering amount nonconformity degree calculation unit 12af) each time the turning ratio setting unit 12b increases the turning ratio G. Based on the steering amount (steering angle θ) detected by the steering amount detection unit 10 after the turning ratio G increases, the degree of nonconformity of the steering ratio G (steering amount nonconformity (steering amount entropy Hpθ)) is calculated.

In the second embodiment, the turning ratio setting unit 12b includes a turning angle mismatch degree determination unit 12ba, a turning ratio reduction part 12bb, a steering amount mismatch degree determination part 12bc, and a turning ratio increase part 12bd.
The turning angle nonconformity degree determination unit 12ba calculates the turning angle calculated this time every time the nonconformity degree calculation unit 12a (the turning angle nonconformity degree calculation unit 12ac) calculates the turning angle nonconformity degree (the turning angle entropy Hpδ). It is determined whether or not the nonconformity degree (latest turning angle entropy Hpδ) is smaller than the previously calculated turning angle nonconformity degree (the previous turning angle entropy Hpδ). The turning ratio reduction unit 12bb is the turning angle non-conformity degree (latest turning angle entropy Hpδ) calculated this time by the turning angle non-conformity degree determination unit 12ba this time. When it is determined that the angle is smaller than the angle entropy (Hpδ), the steering ratio G is reduced.

The steering amount non-conformity degree determination unit 12bc calculates the turning angle non-conformity (the steering amount entropy Hpθ) calculated this time every time the non-conformity degree calculation unit 12a (steering amount non-conformity degree calculation unit 12af) calculates the steering angle non-conformity (steering amount entropy Hpθ). It is determined whether or not the latest steering amount entropy (Hpθ) is smaller than the previously calculated steering amount nonconformity (the previous steering amount entropy Hpθ). The steering ratio increasing unit 12bd determines that the steering amount nonconformity degree (latest steering amount entropy Hpθ) calculated this time by the steering amount nonconformity degree determination unit 12bc is based on the steering amount nonconformity degree (the previous steering amount entropy Hpθ) previously calculated. Is determined to be small, the steering ratio G is increased.
In the second embodiment, in step S201, the controller 12 acquires the steering amount (steering angle θ) output by the steering amount detection unit 10 and the turning angle δ output by the turning angle detection unit 11.

  Subsequently, the process proceeds to step S202, and the controller 12 (the turning angle estimation unit 12aa, the turning angle difference frequency distribution calculation unit 12ab, and the turning angle nonconformity degree calculation unit 12ac) sets the turning angle δ acquired in step S201. Based on this, the turning angle entropy Hpδ is calculated. The turning angle entropy Hpδ increases as the turning ratio G is larger than the appropriate value. Subsequently, the controller 12 (the turning angle estimation unit 12aa, the turning angle difference frequency distribution calculation unit 12ab, and the turning angle nonconformity degree calculation unit 12ac) sets the calculated turning angle entropy Hpδ as the turning angle nonconformity degree. Further, the controller 12 (the steering amount estimation unit 12ad, the steering amount difference frequency distribution calculation unit 12ae, the steering amount non-conformity degree calculation unit 12af) performs the steering amount entropy based on the steering amount (steering angle θ) acquired in step S201. Hpθ is calculated. The steering amount entropy Hpθ increases as the steering ratio G is smaller than the appropriate value. Subsequently, the controller 12 (the steering amount estimation unit 12ad, the steering amount difference frequency distribution calculation unit 12ae, the steering amount nonconformity degree calculation unit 12af) sets the calculated steering amount entropy Hpθ as the steering amount nonconformity degree.

In step S203, the controller 12 (steering ratio setting unit 12b) reduces the steering ratio setting gain K by ΔK (positive value) during the transition time tlim1. Subsequently, the controller 12 (the steered ratio setting unit 12b and the steered ratio reducing unit 12bb) calculates the steered ratio G according to the above (Equation 12) based on the reduced steered ratio setting gain K. Thereby, the controller 12 (the turning ratio setting unit 12b and the turning ratio reduction unit 12bb) reduces the turning ratio G by (ΔK × Go).
Subsequently, in step S <b> 204, the controller 12 acquires the steering amount (steering angle θ) output by the steering amount detection unit 10 and the turning angle δ output by the turning angle detection unit 11.

  Subsequently, the process proceeds to step S205, in which the controller 12 (the turning angle estimation unit 12aa, the turning angle difference frequency distribution calculation unit 12ab, the turning angle nonconformity degree calculation unit 12ac) acquires the turning angle δ, That is, the turning angle entropy Hpδ is calculated based on the turning angle δ detected by the turning angle detection unit 11 after the reduction of the turning ratio G. Subsequently, the controller 12 (the turning angle estimation unit 12aa, the turning angle difference frequency distribution calculation unit 12ab, and the turning angle nonconformity degree calculation unit 12ac) sets the calculated turning angle entropy Hpδ as the turning angle nonconformity degree. Thereby, the controller 12 (the turning angle estimation unit 12aa, the turning angle difference frequency distribution calculation unit 12ab, and the turning angle non-conformity degree calculation unit 12ac) each time the turning ratio setting unit 12b reduces the turning ratio G. Based on the turning angle δ detected by the turning angle detection unit 11 after the reduction of the turning ratio G, the degree of turning angle mismatch is calculated.

  Further, the controller 12 (the steering amount estimation unit 12ad, the steering amount difference frequency distribution calculation unit 12ae, the steering amount nonconformity degree calculation unit 12af) determines the steering amount (steering angle θ) acquired in step S204, that is, the steering ratio. A steering amount entropy Hpθ is calculated based on the steering amount (steering angle θ) detected by the turning angle detection unit 11 after G is reduced. Subsequently, the controller 12 (the steering amount estimation unit 12ad, the steering amount difference frequency distribution calculation unit 12ae, the steering amount nonconformity degree calculation unit 12af) sets the calculated steering amount entropy Hpθ as the steering amount nonconformity degree. Thereby, every time the steering ratio setting unit 12b reduces the steering ratio G, the controller 12 steers based on the steering amount (steering angle θ) detected by the steering amount detection unit 10 after the reduction of the steering ratio G. Calculate the amount of nonconformity.

  Subsequently, the process proceeds to step S206, in which the controller 12 (the turning angle non-conformity degree determination unit 12ba) determines the turning angle non-conformity calculated in step S205 (the turning angle entropy Hpδ (hereinafter also referred to as “Hpδn”)). Subtraction result (Hpδn-1−ΔHpδ) obtained by subtracting a predetermined set value ΔHpδ from the turning angle non-conformity previously calculated in step S202 or S205 (steering angle entropy Hpδ (hereinafter also referred to as “Hpδn-1”)). It is determined whether it is smaller. As the set value ΔHpδ, for example, the turning angle non-conformity degree (steering angle entropy Hpδ) of a plurality of drivers can be calculated, and the variance of the calculated turning angle non-conformity can be employed. When the controller 12 (the turning angle non-conformity degree determination unit 12ba) determines that the turning angle non-conformity degree (the turning angle entropy Hpδ) is smaller than the subtraction result (Hpδn−1−ΔHpδ) (Yes), The process proceeds to step S203. On the other hand, when the controller 12 (the turning angle non-conformity degree determination unit 12ba) determines that the turning angle non-conformity degree (the turning angle entropy Hpδ) is equal to or greater than the subtraction result (Hpδn−1−ΔHpδ) (No). The process proceeds to step S207.

Thereby, the controller 12 (steering angle non-conformity degree determination unit 12ba) calculates the turning angle non-conformity (steering angle) every time the step S205 calculates the degree of non-conformity of the steering angle (steering angle entropy Hpδn). It is determined whether or not the entropy Hpδn) is smaller than the previously calculated turning angle nonconformity (turning angle entropy Hpδn-1). And the controller 12 (steering ratio reduction part 12bb) is the turning angle non-conformity degree (steering angle entropy Hpδn) calculated this time by the turning angle non-conformity degree judgment part 12ba this time. When it is determined that the angular entropy is smaller than Hpδn−1), the steering ratio G is reduced.
In step S207, the controller 12 (the turning ratio setting unit 12b and the turning ratio increasing unit 12bd) increases the turning ratio setting gain K by ΔK (positive value) during the transition time tlim1. Subsequently, the controller 12 (the steered ratio setting unit 12b and the steered ratio increasing unit 12bd) calculates the steered ratio G according to the above (Equation 12) based on the increased steered ratio setting gain K. Thereby, the controller 12 (steering ratio setting unit 12b) increases the steering ratio G by (ΔK × Go).

Subsequently, in step S208, the controller 12 acquires the steering amount (steering angle θ) output by the steering amount detection unit 10 and the turning angle δ output by the turning angle detection unit 11.
Subsequently, the process proceeds to step S209, and the controller 12 (the turning angle estimation unit 12aa, the turning angle difference frequency distribution calculation unit 12ab, the turning angle nonconformity degree calculation unit 12ac) acquires the turning angle δ acquired in step S208, That is, the turning angle entropy Hpδ is calculated based on the turning angle δ detected by the turning angle detector 11 after the turning ratio G is increased. Subsequently, the controller 12 (the turning angle estimation unit 12aa, the turning angle difference frequency distribution calculation unit 12ab, and the turning angle nonconformity degree calculation unit 12ac) sets the calculated turning angle entropy Hpδ as the turning angle nonconformity degree. Thereby, the controller 12 (the turning angle estimation unit 12aa, the turning angle difference frequency distribution calculation unit 12ab, the turning angle non-conformity degree calculation unit 12ac) causes the turning ratio setting unit 12b to increase the turning ratio G each time. Based on the turning angle δ detected by the turning angle detection unit 11 after the turning ratio G is increased, the degree of turning angle mismatch is calculated.

  Further, the controller 12 (the steering amount estimation unit 12ad, the steering amount difference frequency distribution calculation unit 12ae, the steering amount non-conformity degree calculation unit 12af) determines the steering amount (steering angle θ) acquired in step S208, that is, the steering ratio. A steering amount entropy Hpθ is calculated based on the steering amount (steering angle θ) detected by the steering amount detection unit 10 after G increases. Subsequently, the controller 12 (the steering amount estimation unit 12ad, the steering amount difference frequency distribution calculation unit 12ae, the steering amount nonconformity degree calculation unit 12af) sets the calculated steering amount entropy Hpθ as the steering amount nonconformity degree. Thereby, every time the steering ratio setting unit 12b increases the steering ratio G, the controller 12 steers based on the steering amount (steering angle θ) detected by the steering amount detection unit 10 after the steering ratio G increases. Calculate the amount of nonconformity.

  Subsequently, the process proceeds to step S210, where the controller 12 (steering amount nonconformity degree determination unit 12bc) determines that the steering amount nonconformity calculated in step S209 (steering amount entropy Hpθ (hereinafter also referred to as “Hpθn”)) is step S205. Whether or not it is smaller than the subtraction result (Hpθn-1−ΔHpθ) obtained by subtracting a predetermined set value ΔHpθ from the steering amount nonconformity degree (steering amount entropy Hpθ (hereinafter also referred to as “Hpθn-1”)) calculated in S209 last time. Determine. As the set value ΔHpθ, for example, the steering amount non-conformity degree (steering amount entropy Hpθ) of a plurality of drivers can be calculated, and the variance of the calculated steering amount non-conformity can be employed. If the controller 12 (steering amount nonconformity degree determination unit 12bc) determines that the steering amount nonconformity degree (steering amount entropy Hpθ) is smaller than the subtraction result (Hpθn−1−ΔHpθ) (Yes), the process proceeds to step S207. Transition. On the other hand, when the controller 12 (steering amount nonconformity degree determination unit 12bc) determines that the steering amount nonconformity degree (steering amount entropy Hpθ) is equal to or greater than the subtraction result (Hpθn−1−ΔHpθ) (No), step S206. Migrate to

As a result, the controller 12 (steering amount nonconformity degree determination unit 12bc) determines that the steering amount nonconformity degree (steering amount entropy Hpθn) calculated this time is the previous time every time step S209 calculates the steering amount nonconformity degree (steering amount entropy Hpθn). It is determined whether or not the calculated steering amount mismatch degree (steering amount entropy Hpθn-1) is smaller. Then, the controller 12 (steering ratio increasing unit 12bd) determines the steering amount non-conformity degree (steering amount entropy Hpθn-1) previously calculated by the steering amount non-conformity degree (steering amount entropy Hpθn) calculated this time by the steering amount non-conformity degree determining unit 12bc. ), The steering ratio G is increased.
Other configurations are the same as those in the first embodiment.

(Operation other)
Next, the operation of the vehicle equipped with the vehicle information providing apparatus of the second embodiment will be described.
First, the controller 12 (the turning angle estimation unit 12aa, the turning angle difference frequency distribution calculation unit 12ab, and the turning angle nonconformity degree calculation unit 12ac) is based on the steering amount (steering angle θ) and the turning angle δ. A turning angle nonconformity degree (steering angle entropy Hpδ) and a steering amount nonconformity degree (steering amount entropy Hpθ) are calculated (steps S201 and S202 in FIG. 8). Subsequently, the controller 12 (the steered ratio setting unit 12b and the steered ratio reducing unit 12bb) reduces the steered ratio setting gain K by ΔK (positive value) (step S203 in FIG. 8). Subsequently, the controller 12 (steering ratio setting unit 12b) calculates the steering ratio G by multiplying the reduced steering ratio setting gain K by the basic gain Go (step S203 in FIG. 8). Subsequently, the controller 12 (steered wheel turning unit 12c) calculates the turning angle target value δ * based on the calculated turning ratio G and the steering amount (steering angle θ) detected by the steering amount detection unit 10. . Subsequently, the controller 12 (steered wheel turning unit 12c) outputs a turning command to the turning motor 9 based on the calculated turning angle target value δ * and the turning angle δ. The steered motor 9 steers the steered wheels 4L and 4R so that the difference between the steered angle target value δ * and the actual steered angle δ is equal to or smaller than a set value (0.5 [deg]). To do. As a result, the turning angle δ of the steered wheels 4L, 4R is multiplied by the steering ratio G (= K × Go) of the steering amount (steering angle θ), and is reduced by ΔK × Go.

  Here, it is assumed that the steering ratio G is large with respect to the driver, and the rudder cannot be decided by one shot at the time of entering the curve, and fine correction occurs. Then, the kurtosis of the turning angle difference frequency distribution is reduced, and the controller 12 (the turning angle estimation unit 12aa, the turning angle difference frequency distribution calculation unit 12ab, the turning angle nonconformity degree calculation unit 12ac) calculates the previous turning. It is assumed that the turning angle nonconformity degree (steering angle entropy Hpδn) smaller than the subtraction result (Hpδn-1−ΔHpδ) obtained by subtracting the set value ΔHpδ from the steering angle nonconformity degree (steering angle entropy Hpδn-1) (FIG. 8 steps S204, S205). Then, the controller 12 (the turning angle nonconformity degree determination unit 12ba) determines that the turning angle nonconformity degree (the turning angle entropy Hpδn) is smaller than the subtraction result (Hpδn−1−ΔHpδ), and the process proceeds to step S203 ( Step S206 of FIG. 8 "Yes"). Then, the controller 12 repeatedly executes the above flow (steps S203 to S206 in FIG. 8) until the turning angle nonconformity degree (turning angle entropy Hpδn) becomes equal to or greater than the subtraction result (Hpδn-1−ΔHpδ). The steering ratio setting gain K is reduced by ΔK (positive value), and the steering ratio G is gradually reduced.

  On the other hand, the controller 12 (the turning angle estimation unit 12aa, the turning angle difference frequency distribution calculation unit 12ab, the turning angle nonconformity degree calculation unit 12ac) has a turning angle nonconformity degree that is larger than the subtraction result (Hpδn−1−ΔHpδ). It is assumed that the turning angle entropy Hpδn) is calculated (steps S204 and S205 in FIG. 8). Then, the controller 12 (the turning angle nonconformity degree calculation unit 12ac) determines that the turning angle nonconformity degree (the turning angle entropy Hpδn) is equal to or greater than the subtraction result (Hpδn−1−ΔHpδ), and the process proceeds to step S207. (Step S206 “No” in FIG. 8). Then, the controller 12 (the steered ratio setting unit 12b and the steered ratio increasing unit 12bd) increases the steered ratio setting gain K by ΔK (positive value) (step S207 in FIG. 8). Subsequently, the controller 12 (steering ratio setting unit 12b) calculates the steering ratio G by multiplying the increased steering ratio setting gain K by the basic gain Go (step S207 in FIG. 8). Subsequently, the controller 12 (steered wheel turning unit 12c) calculates the turning angle target value δ * based on the calculated turning ratio G and the steering amount (steering angle θ) detected by the steering amount detection unit 10. . Subsequently, the controller 12 (steered wheel turning unit 12c) outputs a turning command to the turning motor 9 based on the calculated turning angle target value δ * and the turning angle δ. The steered motor 9 steers the steered wheels 4L and 4R so that the difference between the steered angle target value δ * and the actual steered angle δ is equal to or smaller than a set value (0.5 [deg]). To do. As a result, the turning angle δ becomes the steering ratio G (= K × Go) times the steering amount (steering angle θ), and increases by ΔK × Go.

  Here, it is assumed that the steering ratio G is small and the steering angle θ is increased with respect to the driver. Then, the hand holding the steering wheel 2 becomes unstable, the steering force increases, the kurtosis of the steering angle difference frequency distribution decreases, and the controller 12 (the turning angle estimation unit 12aa, the turning angle difference frequency) Steering smaller than the subtraction result (Hpθn-1−ΔHpθ) obtained by subtracting the set value ΔHpθ from the previously calculated steering amount nonconformity (steering amount entropy Hpθn-1) by the distribution calculating unit 12ab and the turning angle nonconformity degree calculating unit 12ac). Assume that the degree of nonconformity (steering amount entropy Hpθn) is calculated (step S209 in FIG. 8). Then, the controller 12 (steering amount nonconformity degree determination unit 12bc) determines that the steering amount nonconformity degree (steering amount entropy Hpθ) is smaller than the subtraction result (Hpθn−1−ΔHpθ), and proceeds to step S207 (FIG. 8). Step S210 “Yes”). The controller 12 repeatedly executes the above flow (steps S207 to S210 in FIG. 8) until the steering amount nonconformity (steering amount entropy Hpθn) becomes equal to or greater than the subtraction result (Hpθn−1−ΔHpθ). The setting gain K is increased by ΔK, and the steering ratio G is gradually increased.

  Thus, in the second embodiment, every time the steering ratio G is reduced, the degree of non-conformity of the steering ratio G (the degree of non-conformity of the turning angle (based on the turning angle δ detected after the reduction of the steering ratio G) ( The turning angle entropy Hpδ)) is calculated. Subsequently, every time the turning angle nonconformity degree (steering angle entropy Hpδ) is calculated, the currently calculated turning angle nonconformity degree (steering angle entropy Hpδ) is the previously calculated turning angle nonconformity degree (steering angle entropy). It is determined whether it is smaller than Hpδ). Subsequently, when it is determined that the turning angle non-conformity calculated this time (the turning angle entropy Hpδ) is smaller than the previously calculated turning angle non-conformity (steering angle entropy Hpδ), the turning ratio G is reduced. . Therefore, when the turning ratio G is reduced, if the turning angle nonconformity degree (turning angle entropy Hpδ) is reduced, it is determined that the turning ratio G has been corrected to a more appropriate one. Repeat the reduction of G. Thereby, a more appropriate turning ratio G can be set.

Further, in the second embodiment, every time the steering ratio G is increased, the degree of non-conformity of the steering ratio G (the degree of non-conformity of the steering amount ( Steering amount entropy Hpθ)) is calculated. Subsequently, every time the steering amount non-conformity degree (steering amount entropy Hpθ) is calculated, is the currently calculated steering amount non-conformity degree (steering amount entropy Hpθ) smaller than the previously calculated steering amount non-conformity (steering amount entropy Hpθ)? Determine whether or not. Subsequently, when it is determined that the steering amount non-conformity calculated this time (steering amount entropy Hpθ) is smaller than the previously calculated steering amount non-conformity (steering amount entropy Hpθ), the steering ratio G is increased. Therefore, when the steering ratio G is increased, if the steering amount nonconformity degree (steering amount entropy Hpθ) is reduced, it is determined that the steering ratio G is corrected to a more appropriate one. Repeat the increase. Thereby, a more appropriate turning ratio G can be set.
In the second embodiment, the turning angle nonconformity degree determination unit 12ba of FIG. 7 constitutes a turning angle nonconformity degree determination unit. Similarly, the steered ratio reducing unit 12bb of FIG. 7 constitutes the steered ratio reducing unit. Further, the steering amount nonconformity degree determination unit 12bc of FIG. 7 constitutes a steering amount nonconformity degree determination unit. Furthermore, the steering ratio increase part 12bd of FIG. 7 comprises a steering ratio increase part.

(Effect of 2nd Embodiment)
The second embodiment has the following effects in addition to the effect (1) of the first embodiment.
(1) Whenever the steering ratio G is reduced, the controller 12 reduces the steering ratio G based on the turning angle δ after the reduction of the turning ratio G (the turning angle non-conforming degree (the turning angle entropy Hpδ )) Is calculated. Subsequently, every time the controller 12 calculates the turning angle nonconformity degree (steering angle entropy Hpδ), the turning angle nonconformity degree (steering angle entropy Hpδ) calculated this time calculates the turning angle nonconformity degree previously calculated (the turning angle entropy Hpδ). It is determined whether or not it is smaller than the turning angle entropy Hpδ). Subsequently, when the controller 12 determines that the turning angle non-conformity calculated this time (the turning angle entropy Hpδ) is smaller than the previously calculated turning angle non-conformity (steering angle entropy Hpδ), the steering ratio G is reduced.
According to such a configuration, when the turning ratio G is reduced, it is determined that the turning ratio G has been corrected to a more appropriate one when the degree of turning angle incompatibility (the turning angle entropy Hpδ) is reduced. Then, the reduction of the steering ratio G is repeated. Thereby, a more appropriate turning ratio G can be set.

(2) Whenever the steering ratio G is increased, the controller 12 increases the steering ratio (steering angle θ) based on the steering amount (steering angle θ) after the steering ratio G is increased. Hpθ)) is calculated. Subsequently, every time the controller 12 calculates the steering amount nonconformity degree (steering amount entropy Hpθ), the steering amount nonconformity degree (steering amount entropy Hpθ) calculated this time is the previously calculated steering amount nonconformity degree (steering amount entropy Hpθ). Or less. Subsequently, when the controller 12 determines that the steering amount non-conformity calculated this time (steering amount entropy Hpθ) is smaller than the previously calculated steering amount non-conformity (steering amount entropy Hpθ), the steering ratio G is increased. .
According to such a configuration, when the steering ratio G is increased, when the steering amount non-conformity degree (steering amount entropy Hpθ) is reduced, it is determined that the steering ratio G is corrected to a more appropriate one. The increase of the steering ratio G is repeated. Thereby, a more appropriate turning ratio G can be set.

(Third embodiment)
Next, a third embodiment according to the present invention will be described with reference to the drawings. In addition, about the structure similar to the said embodiment, the same code | symbol is used and the detail is abbreviate | omitted.
In the first embodiment, the number of turnings of the steered wheels 4L and 4R is used instead of the steering angle entropy Hpδ, and the steering operator (steering wheel 2) is turned over instead of the steering amount entropy Hpθ. The point which uses frequency | count differs from 1st Embodiment.
Specifically, as shown in FIG. 9, in the third embodiment, a turning angle estimation unit 12aa, a turning angle difference frequency distribution calculation unit 12ab, a turning angle mismatch degree calculation unit 12ac, a steering amount estimation unit 12ad, Instead of the steering amount difference frequency distribution calculation unit 12ae and the steering amount nonconformity degree calculation unit 12af, the steered wheel turnover number detection unit 12ag, the turning angle nonconformity degree determination execution unit 12ah, the steering element turnover number detection unit 12ai, And a steering amount nonconformity degree determination execution unit 12aj. Moreover, 3rd Embodiment differs in the content of the steering ratio setting part 12b from 1st Embodiment.

  The steered wheel turn-back count detection unit 12ag detects the number of turn-backs of the steered wheels 4L and 4R based on the steered angle δ detected by the steered angle detection unit 11. As the number of turnovers of the steered wheels 4L, 4R, for example, as shown in FIG. 10 (a), the number of turnovers greater than or equal to a predetermined threshold Δδ is counted between ΔT before the set time ΔT and the present time. . That is, the number of times of turn-over in which the difference between the turning angle δ at the start of turning-back and the turning angle δ at the end of turning-back is equal to or greater than the threshold value Δδ is counted. The set time ΔT is set to a short time (for example, 1 [second]) such that the turning of the steered wheels 4L and 4R is not counted during curve traveling. Further, the threshold value Δδ is set to a value (for example, 0.12 [deg]) larger than the minimum angle that can be operated by the driver in manual operation.

The turning angle nonconformity degree determination execution unit 12ah determines that the degree of nonconformity of the steering ratio G is high when the number of turnovers detected by the steered wheel turnover number detection unit 12ag is equal to or greater than a set threshold.
The steering element turnover number detection unit 12ai detects the number of turnovers of the steering wheel 2 based on the steering amount (steering angle θ) detected by the steering amount detection unit 10. As the number of times the steering wheel 2 is turned back, for example, as shown in FIG. 10B, the number of times of turning back over a predetermined threshold value Δθ is counted between ΔT before the set time ΔT and the present time. That is, the number of times of turn-back in which the difference between the steering amount at the start of turning-back (steering angle θ) and the steering amount at the time of turning-back (steering angle θ) is greater than or equal to the threshold Δθ is counted. Further, the threshold value Δθ is set to a value (for example, 2 [deg]) larger than the minimum angle that can be operated by the driver in manual operation.

The steering amount non-conformity degree determination execution unit 12aj determines that the degree of non-conformity of the steering ratio G is high when the number of turn-backs detected by the steering element turn-back number detection unit 12ai is equal to or greater than a set threshold value.
Other configurations are the same as those in the first embodiment.
The turning ratio setting unit 12b reduces the turning ratio G when the turning angle nonconformity degree determination execution unit 12ah determines that the degree of nonconformity is high. Further, the steering ratio setting unit 12b increases the steering ratio G when the steering amount nonconformity degree determination execution unit 12aj determines that the degree of nonconformity is high.
In the third embodiment, the steered wheel turnover number detection unit 12ag of FIG. 9 constitutes the steered wheel turnover number detection unit. Similarly, the turning angle nonconformity degree determination execution unit 12ah in FIG. 9 constitutes a turning angle nonconformity degree determination execution unit. In addition, the steering element return number detection unit 12ai in FIG. 9 constitutes a steering element return number detection unit. Furthermore, the steering amount nonconformity degree determination execution unit 12aj in FIG. 9 constitutes a steering amount nonconformity degree determination execution unit.

(Effect of the third embodiment)
The third embodiment has the following effects in addition to the effect (1) of the first embodiment.
(1) The controller 12 detects the number of times of turning the steered wheels 4L, 4R based on the turning angle δ. Subsequently, the controller 12 determines that the degree of nonconformity of the steering ratio G is high when the detected number of times of switching is equal to or greater than a set threshold. Subsequently, when the controller 12 determines that the degree of nonconformity is high, the controller 12 reduces the steering ratio G.
According to such a configuration, if the steering ratio G is large with respect to the driver, the steering is not decided at one time when entering the curve, fine correction occurs, and the number of turning back of the steered wheels 4L, 4R increases. . Then, when the number of turning-backs of the steered wheels 4L and 4R is equal to or greater than the set threshold value, the steering ratio G is reduced. Thereby, a more appropriate turning ratio G can be set.

(2) The controller 12 detects the number of times of turning back of the steering operator (the steering wheel 2) based on the steering amount (steering angle θ). Subsequently, the controller 12 determines that the degree of nonconformity of the steering ratio G is high when the detected number of times of switching is equal to or greater than a set threshold. Subsequently, when the controller 12 determines that the degree of nonconformity is high, the controller 12 increases the steering ratio G.
According to such a configuration, when the steering ratio G is small with respect to the driver, the steering amount (steering angle θ) increases, and the hand holding the steering operator (the steering wheel 2) becomes unstable. The steering force increases, and the number of turning back of the steered wheels 4L, 4R increases. And if the number of times of turning of the steered wheels 4L, 4R is equal to or greater than the set threshold, the steering ratio G is increased. Thereby, a more appropriate turning ratio G can be set.

(Modification)
In the third embodiment, in the first embodiment, instead of the turning angle entropy Hpδ and the steering amount entropy Hpθ, the number of times of turning of the steered wheels 4L and 4R and the number of times of turning of the steering operator (steering wheel 2) are used. Although an example is shown, other configurations may be employed. For example, in the second embodiment, the number of turnovers of the steered wheels 4L, 4R is used instead of the steering angle entropy Hpδ, and the number of turnovers of the steering operator (steering wheel 2) is used instead of the steering amount entropy Hpθ. It is good.

Specifically, the nonconformity degree calculation unit 12a (the turning angle estimation unit 12aa, the turning angle difference frequency distribution calculation unit 12ab, and the turning angle nonconformity degree calculation unit 12ac, see FIG. 7) is included in the turning ratio setting unit 12b. Each time the steering ratio G is reduced, the number of times of turning of the steered wheels 4L, 4R is detected based on the steering angle δ detected by the steering angle detection unit 11 after the reduction of the steering ratio G. Then, the nonconformity degree calculation unit 12a (the turning angle estimation unit 12aa, the turning angle difference frequency distribution calculation unit 12ab, and the turning angle nonconformity degree calculation unit 12ac) sets the detected number of times of turning as the turning angle nonconformity degree. .
Further, the nonconformity degree calculation unit 12a (the turning angle estimation unit 12aa, the turning angle difference frequency distribution calculation unit 12ab, and the turning angle nonconformity degree calculation unit 12ac), the turning ratio setting unit 12b increases the turning ratio G. Each time the steering ratio G is increased, the number of turn-backs of the steered wheels 4L, 4R is detected based on the steering amount (steering angle θ) detected by the steering amount detection unit 10 after the steering ratio G is increased. Then, the nonconformity degree calculation unit 12a (the turning angle estimation unit 12aa, the turning angle difference frequency distribution calculation unit 12ab, and the turning angle nonconformity degree calculation unit 12ac) sets the detected number of times of switching as the steering amount nonconformity degree.
Other configurations are the same as those of the second embodiment.

(Effect of this modification)
This modification has the following effects in addition to the effects (1) and (2) of the second embodiment.
(1) Whenever the steering ratio G is reduced, the controller 12 detects the number of turnings of the steered wheels 4L, 4R based on the turning angle δ detected after the turning ratio G is reduced. Subsequently, the controller 12 sets the detected number of turnovers as the turning angle nonconformity degree.
According to such a configuration, when the turning ratio G is reduced, it is determined that the turning ratio G has been corrected to a more appropriate one when the number of times of turning of the steered wheels 4L and 4R is reduced. Repeated reduction of rudder ratio G. Thereby, a more appropriate turning ratio G can be set.
(2) Whenever the steering ratio G increases, the controller 12 detects the number of times the steering wheel 2 is turned back based on the steering amount (steering angle θ) detected after the steering ratio G is increased. Subsequently, the controller 12 sets the detected number of times of switching as the steering amount nonconformity degree.
According to such a configuration, when the turning ratio G is increased, it is determined that the turning ratio G has been corrected to a more appropriate one when the number of turning-backs of the steered wheels 4L and 4R is reduced. The increase of the rudder ratio G is repeated. Thereby, a more appropriate turning ratio G can be set.

(Fourth embodiment)
Next, a fourth embodiment according to the present invention will be described with reference to the drawings. In addition, about the structure similar to the said embodiment, the same code | symbol is used and the detail is abbreviate | omitted.
The fourth embodiment uses the amplitude of the high frequency component of the steering angle δ instead of the steering angle entropy Hpδ in the first embodiment, and the high frequency component of the steering amount (steering angle θ) instead of the steering amount entropy Hpθ. This is different from the first embodiment in that the amplitude is used.
Specifically, as shown in FIG. 11, in the third embodiment, a turning angle estimation unit 12aa, a turning angle difference frequency distribution calculation unit 12ab, a turning angle mismatch degree calculation unit 12ac, a steering amount estimation unit 12ad, Instead of the steering amount difference frequency distribution calculation unit 12ae and the steering amount nonconformity degree calculation unit 12af, the turning angle high frequency amplitude detection unit 12ak, the turning angle nonconformity degree determination execution unit 12al, the steering amount high frequency amplitude detection unit 12am, and the steering A quantity nonconformity degree determination execution unit 12an is provided. Moreover, 3rd Embodiment differs in the content of the steering ratio setting part 12b from 1st Embodiment.

  The turning angle high frequency amplitude detection unit 12ak detects the amplitude of the high frequency component of the turning angle δ detected by the turning angle detection unit 11. As the amplitude of the high-frequency component of the turning angle δ, for example, as shown in FIGS. 12 (a) and 12 (b), a high-pass filter is used for the turning angle δ detected between ΔT before the set time ΔT and the present time. The high frequency component of the turning angle δ is extracted and the variance of the extracted high frequency component is calculated. FIG. 12A is a graph showing time-series data of the turning angle δ, and FIG. 12B is a graph showing time-series data and dispersion of high-frequency components of the turning angle δ. Here, as the high-frequency component of the turning angle δ, for example, among the frequency components included in the turning angle δ, a frequency band in which a difference in the steering operation of the driver occurs depending on the skill level of the driver, and at the time of curve traveling A frequency component in a frequency band that is not affected by the steering operation (for example, 0.5 [Hz] or more) can be employed. The turning angle nonconformity degree determination execution unit 12al determines that the degree of nonconformity of the steering ratio G is high when the amplitude of the high frequency component detected by the turning angle high frequency amplitude detection unit 12ak is equal to or greater than a set value.

  The steering amount high frequency amplitude detection unit 12am detects the amplitude of the high frequency component of the steering amount (steering angle θ) detected by the steering amount detection unit 10. As the amplitude of the high frequency component of the steering amount (steering angle θ), for example, as shown in FIGS. 12C and 12D, the steering amount (steering angle θ) detected between ΔT before the set time ΔT and the present time. On the other hand, a high-pass filter is used to extract a high-frequency component of the steering amount (steering angle θ), and the variance of the extracted high-frequency component is calculated. FIG. 12C is a graph showing time series data of the steering amount (steering angle θ), and FIG. 12D is a graph showing time series data and dispersion of the high frequency component of the steering amount (steering angle θ). It is. Here, the high frequency component of the steering amount (steering angle θ) is, for example, a frequency band in which a difference occurs in the steering operation of the driver depending on the skill level of the driver among the frequency components included in the steering amount (steering angle θ). A frequency component in a frequency band (for example, 0.5 [Hz] or more) that is present and that is not affected by the steering operation during curve traveling can be employed. The steering amount nonconformity degree determination execution unit 12an determines that the degree of nonconformity of the steering ratio G is high when the amplitude of the high frequency component detected by the steering amount high frequency amplitude detection unit 12am is greater than or equal to a set value.

The turning ratio setting unit 12b reduces the turning ratio G when the turning angle nonconformity degree determination execution unit 12al determines that the degree of nonconformity is high. Further, the steering ratio setting unit 12b increases the steering ratio G when the steering amount nonconformity degree determination execution unit 12an determines that the degree of nonconformity is high.
Other configurations are the same as those in the first embodiment.
In 4th Embodiment, the turning angle high frequency amplitude detection part 12ak of FIG. 11 comprises a turning angle high frequency amplitude detection part. Similarly, the turning angle nonconformity degree determination execution unit 12al in FIG. 11 constitutes a turning angle nonconformity degree determination execution unit. Further, the steering amount high frequency amplitude detection unit 12am of FIG. 11 constitutes a steering amount high frequency amplitude detection unit. Furthermore, the steering amount nonconformity degree determination execution unit 12an of FIG. 11 constitutes a steering amount nonconformity degree determination execution unit.

(Effect of 4th Embodiment)
The fourth embodiment has the following effects in addition to the effect (1) of the first embodiment.
(1) The controller 12 detects the amplitude of the high frequency component of the turning angle δ. Subsequently, the controller 12 determines that the degree of nonconformity of the steering ratio G is high when the amplitude of the detected high frequency component is equal to or greater than a set value. Subsequently, when the controller 12 determines that the degree of nonconformity is high, the controller 12 reduces the steering ratio G.
According to such a configuration, if the steering ratio G is large with respect to the driver, the steering is not decided at one time when entering the curve, fine correction occurs, and the amplitude of the high frequency component of the steering angle δ increases. . And the controller 12 will reduce the steering ratio G, if the amplitude of the high frequency component of the steering angle (delta) becomes more than a setting threshold value. Thereby, a more appropriate turning ratio G can be set.

(2) The controller 12 detects the amplitude of the high frequency component of the steering amount (steering angle θ). Subsequently, the controller 12 determines that the degree of nonconformity of the steering ratio G is high when the amplitude of the detected high frequency component is equal to or greater than a set value. Subsequently, when the controller 12 determines that the degree of nonconformity is high, the controller 12 increases the steering ratio G.
According to such a configuration, when the steering ratio G is small with respect to the driver, the steering angle θ increases, and the hand holding the steering operator (the steering wheel 2) becomes unstable or the steering force increases. As a result, the amplitude of the high frequency component of the steering amount (steering angle θ) increases. When the amplitude of the high frequency component of the steering amount (steering angle θ) becomes equal to or greater than the set threshold value, the steering ratio G is increased. Thereby, a more appropriate turning ratio G can be set.

(Modification)
In the fourth embodiment, in the first embodiment, instead of the turning angle entropy Hpδ and the steering amount entropy Hpθ, the amplitude of the high frequency component of the steering angle δ and the amplitude of the high frequency component of the steering amount (steering angle θ) are changed. Although the example of using was shown, another structure can also be employ | adopted. For example, in the second embodiment, the amplitude (for example, dispersion) of the high frequency component of the steering angle δ is used instead of the steering angle entropy Hpδ, and the high frequency of the steering amount (steering angle θ) is used instead of the steering amount entropy Hpθ. It is good also as a structure which uses the amplitude of a component.
Specifically, the nonconformity degree calculation unit 12a (the turning angle estimation unit 12aa, the turning angle difference frequency distribution calculation unit 12ab, and the turning angle nonconformity degree calculation unit 12ac, see FIG. 7) is included in the turning ratio setting unit 12b. Each time the steering ratio G is reduced, the amplitude of the high-frequency component of the steering angle δ is detected based on the steering angle δ detected by the steering angle detector 11 after the reduction of the steering ratio G. Then, the nonconformity degree calculation unit 12a (the turning angle estimation unit 12aa, the turning angle difference frequency distribution calculation unit 12ab, and the turning angle nonconformity degree calculation unit 12ac) changes the amplitude of the detected high frequency component of the turning angle δ. Set as the rudder angle nonconformity.

Further, the nonconformity degree calculation unit 12a (the turning angle estimation unit 12aa, the turning angle difference frequency distribution calculation unit 12ab, and the turning angle nonconformity degree calculation unit 12ac), the turning ratio setting unit 12b increases the turning ratio G. Each time, the amplitude of the high frequency component of the steering amount (steering angle θ) is detected based on the steering amount (steering angle θ) detected by the steering amount detector 10 after the turning ratio G is increased. And the nonconformity degree calculation part 12a (the turning angle estimation part 12aa, the turning angle difference frequency distribution calculation part 12ab, and the turning angle nonconformity degree calculation part 12ac) sets the amplitude of the detected high frequency component as the steering amount nonconformity degree. To do.
Other configurations are the same as those of the second embodiment.

(Effect of this modification)
This modification has the following effects in addition to the effects (1) and (2) of the second embodiment.
(1) Whenever the steering ratio G is reduced, the controller 12 detects the amplitude of the high frequency component of the turning angle δ based on the turning angle δ detected after the reduction of the turning ratio G. Subsequently, the controller 12 sets the detected amplitude of the high-frequency component of the turning angle δ as the turning angle nonconformity degree.
According to such a configuration, when the turning ratio G is reduced, when the amplitude of the high frequency component of the turning angle δ is reduced, it is determined that the turning ratio G has been corrected to a more appropriate one. Repeated reduction of rudder ratio G. Thereby, a more appropriate turning ratio G can be set.
(2) Whenever the steering ratio G is increased, the controller 12 detects the amplitude of the high frequency component of the steering amount (steering angle θ) based on the steering amount (steering angle θ) detected after the steering ratio G is increased. To do. Subsequently, the controller 12 sets the detected amplitude of the high-frequency component as the steering amount mismatch degree.
According to such a configuration, when the turning ratio G is increased, if the amplitude of the high frequency component of the steering amount (steering angle θ) is reduced, it is determined that the turning ratio G is corrected to a more appropriate one. Then, the increase of the steering ratio G is repeated. Thereby, a more appropriate turning ratio G can be set.

2 Steering wheel (steering operator)
DESCRIPTION OF SYMBOLS 10 Steering amount detection part 11 Steering angle detection part 12a Nonconformity degree calculation part 12aa Steering angle estimation part 12ab Steering angle nonconformity degree distribution calculation part 12ac Steering angle nonconformity degree calculation part 12ad Steering quantity estimation part 12ae Steering quantity difference frequency distribution Calculation unit 12af Steering amount nonconformity degree calculation unit 12ag Steering wheel turnover frequency detection unit 12ah Steering angle nonconformity degree determination execution unit 12ai Steering element turnover number detection unit 12aj Steering amount nonconformity degree determination execution unit 12ak Steering angle high frequency amplitude detection Unit 12al turning angle nonconformity degree determination execution unit 12am steering amount high frequency amplitude detection unit 12an steering amount nonconformity degree determination execution unit 12b steering ratio setting unit 12ba turning angle nonconformity degree determination unit 12bb steering ratio reduction unit 12bc steering amount nonconformity degree Determination unit 12bd Steering ratio increasing unit 12c Steering wheel steering unit

Claims (17)

A steering operator that can be operated by the driver;
A steered wheel steering unit that steers the steered wheel to a steered angle determined by a steered ratio that is a ratio of a steered wheel steered angle to a steered wheel steered amount;
A steering amount detection unit for detecting the steering amount;
A turning angle detector for detecting the turning angle;
Based on at least one of the steering amount detected by the steering amount detection unit and the steering angle detected by the steering angle detection unit, the steering ratio appropriate for the driver and the actual steering ratio are determined. A nonconformity degree calculation unit for calculating a nonconformity degree of the steering ratio representing a deviation degree from
A vehicle steering apparatus comprising: a turning ratio setting unit that corrects the turning ratio in a direction in which the degree of nonconformity of the turning ratio calculated by the nonconformity degree calculating unit is reduced. The nonconformity degree calculation unit
Using the past turning angle detected by the turning angle detection unit, a turning angle estimation unit that estimates a current turning angle when it is assumed that the steering operator is steered smoothly;
A turning angle difference frequency distribution calculation unit that calculates a turning angle difference frequency distribution that is a frequency distribution of a difference between the turning angle detected by the turning angle detection unit and the turning angle estimated by the turning angle estimation unit. When,
The turning angle non-conformity degree calculation that makes the turning angle non-conformity degree representing the degree of non-conformity of the turning ratio larger as the kurtosis of the turning angle difference degree distribution calculated by the turning angle difference degree frequency distribution calculating unit is smaller. With
The steered ratio setting unit reduces the steered ratio when the steered angle nonconformity calculated by the steered angle nonconformity degree calculating unit is equal to or greater than a predetermined first threshold value. Item 2. The vehicle steering device according to Item 1. The nonconformity degree calculation unit
A steering amount estimation unit that estimates a current steering amount when it is assumed that the steering operator is smoothly steered using a past steering amount detected by the steering amount detection unit;
A steering amount difference frequency distribution calculating unit that calculates a steering amount difference frequency distribution that is a frequency distribution of a difference between the steering amount detected by the steering amount detecting unit and the steering amount estimated by the steering amount estimating unit;
A steering amount non-conformity degree calculation unit that sets the steering amount non-conformity degree indicating the degree of non-conformity of the steering ratio to a larger value as the kurtosis of the steering amount difference frequency distribution calculated by the steering amount difference frequency distribution calculation unit is smaller. ,
The steering ratio setting unit increases the steering ratio when the steering amount nonconformity calculated by the steering amount nonconformity degree calculation unit is equal to or greater than a predetermined second threshold value. Or the steering device for vehicles of 2.   The turning angle mismatch degree calculation unit calculates a steering entropy value using a steering entropy method based on the turning angle difference frequency distribution calculated by the turning angle difference frequency distribution calculation unit, and calculates the calculated steering entropy value. The vehicle steering apparatus according to claim 2, wherein the steering angle mismatch degree is set.   The steering amount non-conformity degree calculation unit calculates a steering entropy value using a steering entropy method based on the steering amount difference frequency distribution calculated by the steering amount difference frequency distribution calculation unit, and the calculated steering entropy value is not compatible with the steering amount. The vehicle steering apparatus according to claim 3, wherein the vehicle steering apparatus is a degree.   The turning ratio setting unit, when the turning angle non-conformity calculated by the turning angle non-conformity degree calculation unit is equal to or greater than the first threshold, until the turning angle non-conformity becomes smaller than the first threshold, The vehicle steering apparatus according to claim 2 or 4, wherein the steering ratio is gradually reduced.   When the steering amount non-conformity calculated by the steering amount non-conformity degree calculating unit is equal to or greater than the second threshold, the turning ratio setting unit is configured to turn the steering ratio until the steering amount non-conformity is smaller than the second threshold. The vehicle steering apparatus according to claim 3, wherein the vehicle steering apparatus is gradually increased. The nonconformity degree calculation unit is configured to calculate the turning ratio based on the turning angle detected by the turning angle detection unit after the turning ratio is reduced each time the turning ratio setting unit reduces the turning ratio. Calculate the degree of non-conformity of the turning angle that represents the degree of nonconformity of
The steering ratio setting unit is
Each time the non-conformity degree calculation unit calculates the turning angle non-conformity degree, a turning angle non-conformity degree determination unit that determines whether the currently calculated turning angle non-conformity degree is smaller than the previously calculated turning angle non-conformity degree. When,
A turning ratio reducing unit that reduces the turning ratio when the turning angle nonconformity determination unit determines that the turning angle nonconformity calculated this time is smaller than the previously calculated turning angle nonconformity. The vehicle steering apparatus according to claim 1. The non-conformity degree calculation unit is configured such that each time the turning ratio setting unit increases the turning ratio, the non-conforming of the turning ratio based on the steering amount detected by the steering amount detection unit after the turning ratio is increased. Calculate the degree of steering non-conformity representing the degree of
The steering ratio setting unit is
A steering amount non-conformity degree determination unit that determines whether or not the steering amount non-conformity degree calculated this time is smaller than the previously calculated steering amount non-conformity degree each time the non-conformity degree calculation unit calculates the steering amount non-conformity degree;
A steering ratio increasing unit that increases the steering ratio when the steering amount nonconformity determination unit determines that the steering amount nonconformity calculated this time is smaller than the previously calculated steering amount nonconformity. The vehicle steering apparatus according to claim 1 or 8. The nonconformity degree calculation unit
Based on the turning angle detected by the turning angle detection unit, the steering wheel turning number detection unit for detecting the turning number of the steering wheel,
A turning angle nonconformity degree determination execution unit that determines that the degree of nonconformity of the steering ratio is high when the number of turnovers detected by the steered wheel turnover number detection unit is equal to or greater than a set threshold;
2. The vehicle steering according to claim 1, wherein the turning ratio setting unit reduces the turning ratio when the turning angle nonconformity degree determination execution unit determines that the nonconformity degree is high. apparatus. The nonconformity degree calculation unit
Based on the steering amount detected by the steering amount detection unit, a steering member return frequency detection unit that detects the return frequency of the steering operator,
A steering amount nonconformity degree determination execution unit that determines that the degree of nonconformity of the steering ratio is high when the number of times of turnover detected by the steering element turnover number detection unit is equal to or greater than a set threshold,
The vehicle turning ratio according to claim 1 or 10, wherein the steering ratio setting unit increases the steering ratio when the steering amount nonconformity degree determination execution unit determines that the degree of nonconformity is high. Steering device.   The non-conformity degree calculation unit calculates the steering wheel based on the turning angle detected by the turning angle detection unit after the turning ratio is reduced each time the turning ratio setting unit reduces the turning ratio. The vehicle steering apparatus according to claim 8, wherein the number of times of turning is detected, and the detected number of times of turning is set as the turning angle mismatch degree.   The non-conformity degree calculation unit switches the steering operation element based on a steering amount detected by the steering amount detection unit after the turning ratio is increased each time the turning ratio setting unit increases the turning ratio. The vehicle steering apparatus according to claim 9, wherein the number of times of turning is detected, and the detected number of times of turning is set as the steering amount nonconformity degree. The nonconformity degree calculation unit
A turning angle high-frequency amplitude detection unit for detecting the amplitude of the high-frequency component of the turning angle detected by the turning angle detection unit;
When the amplitude of the high frequency component detected by the turning angle high frequency amplitude detection unit is greater than or equal to a set value, a turning angle nonconformity degree determination execution unit that determines that the degree of nonconformity of the turning ratio is high,
2. The vehicle steering according to claim 1, wherein the turning ratio setting unit reduces the turning ratio when the turning angle nonconformity degree determination execution unit determines that the nonconformity degree is high. apparatus. The nonconformity degree calculation unit
A steering amount high-frequency amplitude detector for detecting the amplitude of the high-frequency component of the steering amount detected by the steering amount detector;
A steering amount nonconformity degree determination execution unit that determines that the degree of nonconformity of the steering ratio is high when the amplitude of the high frequency component detected by the steering amount high frequency amplitude detection unit is equal to or greater than a set value;
The vehicle steering ratio according to claim 1 or 12, wherein the steering ratio setting unit increases the steering ratio when the steering amount nonconformity degree determination execution unit determines that the degree of nonconformity is high. Steering device.   The nonconformity degree calculation unit calculates the turning angle based on the turning angle detected by the turning angle detection unit after the turning ratio is reduced each time the turning ratio setting unit reduces the turning ratio. 9. The vehicle steering apparatus according to claim 8, wherein an amplitude of a high-frequency component is detected, and an amplitude of the detected high-frequency component of the turning angle is set as the turning angle nonconformity degree.   The non-conformity degree calculation unit calculates a high-frequency component of a steering amount based on a steering amount detected by the steering amount detection unit after the turning ratio is increased each time the turning ratio setting unit increases the turning ratio. The vehicle steering apparatus according to claim 9, wherein an amplitude is detected, and an amplitude of a high frequency component of the detected steering amount is set as the steering amount incompatibility degree.

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