JP2586533B2 - Auxiliary steering system for vehicles - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an auxiliary steering device for a vehicle that is effective in improving stability when a running vehicle is affected by disturbance.

2. Description of the Related Art Generally, during vehicle running, various disturbances such as crosswind, unevenness of road surface, inclination, and difference in friction coefficient between the ground surfaces of right and left wheels and so on, so-called deflection are generated, and steering is performed. The properties and stability are reduced. Conventionally, as a technique for realizing traveling corresponding to steering without being affected by the above-described disturbance, for example, when assisting steering of wheels by applying negative feedback according to yaw rate or lateral acceleration applied to a vehicle, yaw rate Alternatively, a "vehicle auxiliary steering method" for determining the amount of the negative feedback based on the difference between the actual behavior of the vehicle represented by the lateral acceleration and the target behavior of the vehicle that should be caused by the steering and assisting the wheels (Japanese Patent Laid-Open No. No. 60-161256) has been proposed.

[Problems to be Solved by the Invention] By the way, the above-described prior art detects a vehicle yaw rate, multiplies the vehicle body yaw rate by a predetermined gain, and a target behavior determined from a vehicle speed and a steering angle. The so-called yaw rate feedback control for calculating the corrected steering angle from the difference is executed. However, in such a so-called yaw rate feedback control, when the vehicle body yaw rate occurs, the corrective steering is started, so that the vehicle body yaw rate decreases, but the disturbance yaw rate generated due to the disturbance generally acts continuously. Corrective steering is started. That is, as shown in FIG. 10, for example, when a disturbance such as a cross wind is received, the vehicle generates a yaw rate as shown by a broken line in FIG. In order to determine the corrected steering angle θD in proportion to the vehicle body yaw rate, for example, the following equation (1) is calculated.

θD = KP11 × (1) Here, KP11 is a proportionality constant (gain).

When the control for performing the correction steering based on the correction steering angle θD calculated as in the above equation (1) is continued, the vehicle body yaw rate and the correction steering angle θD become as shown by solid lines in FIG.
It does not easily converge by repeatedly increasing and decreasing. in this way,
When the traveling vehicle is affected by the disturbance, the corrected steering angle θD is unsteady and rapidly changes, so that the yaw angular velocity and the deflection amount of the vehicle caused by the disturbance cannot be sufficiently reduced, and the traveling There is a problem that the stability is also reduced.

This means that, for example, when a vehicle running in direct communication receives a strong crosswind, it is not possible to quickly suppress so-called wobble, which is a so-called wobble of the vehicle due to a sudden change in the corrected steering angle θD, and the straight running stability is reduced. Became a particularly noticeable problem.

In addition, since the abrupt change of the corrected steering angle θD is frequently repeated, short-period vibrations in the yawing direction and the rolling direction that cause discomfort and discomfort to the occupant due to the generation of the acting force in the yawing direction are likely to occur. However, there is also a problem that the ride quality is deteriorated and the maneuverability and stability are also reduced.

Further, since the increase and decrease of the vehicle body yaw rate and the correction steering angle θD continue for a relatively long period of time, the vehicle enters a running state similar to a so-called slalom running state during a disturbance action during vehicle running, and the correction steering control is performed. In addition, there is a problem that the responsiveness / followability and control accuracy of the vehicle are deteriorated, and the reliability of the vehicle running performance is also reduced.

The present invention, when the running vehicle is affected by disturbance,
It is an object of the present invention to provide an auxiliary steering device for a vehicle that can reduce the amount of deflection of the vehicle due to frequent increase and decrease in the corrected steering angle and can appropriately improve running stability.

Configuration of the Invention [Means for Solving the Problems] The present invention has been made to solve the above problems, as shown in FIG. 1, according to a steering angle commanded from the outside, a front wheel of a vehicle, or A steering means M1 for steering at least one of the right and left rear wheels, a traveling state detecting means M2 for detecting a traveling state of the vehicle including at least the yaw angular velocity, and a driving state detected by the traveling state detecting means M2. hand,
Corrected steering yaw angular velocity calculating means M3 for calculating a corrected steering yaw angular velocity generated in the vehicle due to corrected steering which is steering that brings the actual behavior of the vehicle closer to the target behavior, and the corrected steering yaw angular velocity calculating means M3 A disturbance yaw angular velocity calculating means M4 for calculating a disturbance yaw angular velocity acting on the vehicle from the corrected steering yaw angular velocity and the yaw angular velocity detected by the traveling state detecting means M2; and a disturbance yaw angular velocity calculated by the disturbance yaw angular velocity calculating means M4. The corrected steering angle calculating means M5 for calculating a corrected steering angle of at least one of the right and left wheels of the front wheel or the rear wheel of the vehicle, and the corrected steering angle calculated by the corrected steering angle calculating means M5 And a control means M6 for instructing the steering means M1. An auxiliary steering device for a vehicle, comprising:

The steering means M1 steers at least one of the left and right front wheels or rear wheels of the vehicle according to a steering angle commanded from the outside. For example, any one of the arms of the multilink suspension may be replaced with an actuator that expands and contracts by receiving a supply of a high-pressure working fluid from a pressure source according to an external control signal, and may be configured by a four-wheel steering device that steers rear wheels. Also, for example, when the steering angle of the front wheels is
It may be configured by a steering device that controls the steering angle according to the driver's intention to a target steering angle obtained by correcting the steering angle with a corrected steering angle instructed from the outside.

The traveling state detecting means M2 detects the traveling state of the vehicle. For example, it comprises an electromagnetic pickup type vehicle speed sensor that outputs a signal corresponding to the running speed of the vehicle, a rotary encoder that detects the steering angle of the front wheels, or a steering sensor that includes a potentiometer, and a gyro that detects the yaw angular speed acting on the vehicle. This can be realized by a yaw rate sensor, a rear wheel steering angle sensor that detects a rear wheel steering angle, or the like.

The corrected steering yaw angular velocity calculating means M3 is a corrected steering yaw generated in the vehicle due to the corrected steering which is a steering that brings the actual behavior of the vehicle closer to the target behavior in accordance with the traveling state detected by the traveling state detecting means M2. This is for calculating the angular velocity.
For example, steering is performed so that the actual behavior of the vehicle (specifically, for example, the actual behavior obtained by multiplying the vehicle body yaw rate by a predetermined gain) approaches the target behavior (specifically, for example, the target behavior determined from the vehicle speed and the steering angle). In other words, the behavior of the vehicle at the time of the correction steering is approximated by a model of an appropriate order, and a corrected steering yaw angular velocity is calculated from the vehicle speed and the corrected steering angle based on a map created based on the model or an arithmetic expression. It can be configured to calculate.

The disturbance yaw angular velocity calculating means M4 calculates a disturbance yaw angular velocity acting on the vehicle from the corrected steering yaw angular velocity calculated by the corrected steering yaw angular velocity calculating means M3 and the yaw angular velocity detected by the traveling state detecting means M2. For example, the disturbance yaw angular velocity may be calculated by subtracting the corrected steering yaw angular velocity from the yaw angular velocity.

The corrected steering angle calculating means M5 is a disturbance yaw angular velocity calculating means.
According to the disturbance yaw angular velocity calculated by M4, a corrected steering angle of at least one of the left and right wheels of the front wheels or the rear wheels of the vehicle is calculated. For example, based on the calculated disturbance yaw angular velocity, a basic correction steering angle is calculated based on a predetermined map or an arithmetic expression, and further, the basic correction steering angle is corrected according to the vehicle speed to perform the correction steering. It can be configured to calculate an angle.

The control means M6 instructs the steering means M1 on the corrected steering angle calculated by the corrected steering angle calculation means M5. For example,
A control signal for steering the left and right rear wheels by the corrected steering angle may be output to an actuator of the rear wheel steering device. Further, for example, a control signal for correcting the left and right front wheels by an angle obtained by adding the corrected steering angle to the steering angle intended by the driver and steering the output may be output to the actuator of the front wheel steering device.

The corrected steering yaw angular velocity calculating means M3, the disturbance yaw angular velocity calculating means M4, the corrected steering angle calculating means M5, and the control means M6.
Can be realized by, for example, independent and discrete logic circuits. Further, for example, a configuration may be adopted in which a well-known CPU, ROM, RAM, and other peripheral circuit elements are configured as a logical operation circuit, and the above-described units are realized in accordance with a predetermined processing procedure.

[Operation] As illustrated in FIG. 1, the auxiliary steering device for a vehicle according to the present invention includes a modified steering yaw angular velocity calculated by the modified steering yaw angular velocity calculating means M3 according to the traveling state detected by the traveling state detecting means M2. The disturbance yaw angular velocity calculating means M4 calculates the disturbance yaw angular velocity from the yaw angular velocity detected by the running state detecting means M2, and the corrected steering angle calculating means M5 calculates the disturbance yaw angular velocity according to the disturbance yaw angular velocity calculated by the disturbance yaw angular velocity calculating means M4. The control means M6 serves to instruct the steering means M1 of the corrected steering angle of at least one of the left and right wheels of the front wheel or the rear wheel of the vehicle.

That is, the corrected steering angle is determined using at least the disturbance yaw angular speed calculated based on the difference between the corrected steering yaw angular speed predetermined according to the corrected steering angle and the actually measured yaw angular speed of the vehicle.

Therefore, the auxiliary steering apparatus for a vehicle of the present invention suppresses an increase in the disturbance yaw angular velocity, prevents a frequent change in the corrected steering angle, and reduces the amount of deflection of the vehicle when the vehicle is affected by disturbance. Work like.

As described above, the technical problems of the present invention are solved by the operation of each component of the present invention.

[Embodiment] Next, a preferred embodiment of the present invention will be described in detail with reference to the drawings. FIG. 2 shows a system configuration of a rear wheel steering control device according to an embodiment of the present invention.

As shown in FIG. 1, a rear wheel steering control device 1 includes rear wheel steering actuators 4 and 5 for steering left and right rear wheels 2 and 3, and after supplying hydraulic pressure to the rear wheel steering actuators 4 and 5. It comprises hydraulic circuits 6 and 7 for wheel steering, a hydraulic source 8 for supplying hydraulic pressure to the hydraulic circuits 6 and 7 for rear wheel steering, and an electronic control unit (hereinafter simply referred to as ECU) 9 for controlling these.

The rear wheel steering control device 1 includes, as a detector, an electromagnetic pickup type vehicle speed sensor 11 for detecting a vehicle body speed of the vehicle, a steering sensor 12 for detecting a front wheel steering angle from an operation amount of a steering wheel 12a, a gyro, and the like. A yaw rate sensor 13 for detecting a working yaw rate, a rear wheel steering angle sensor 14 for detecting a rear wheel steering angle of the left and right rear wheels 2 and 3,
15 is provided.

Next, the configuration of the rear-wheel steering hydraulic circuits 6, 7 will be described. Since the hydraulic circuit configurations for the left and right rear wheels 2, 3 are the same, the left rear wheel 2 will be described as an example. As shown in the figure, high-pressure hydraulic oil generated by a hydraulic pump 23 that is driven by a motor 21 and sucks hydraulic oil from a reservoir tank 22 is accumulated in an accumulator 24. The accumulator
The high-pressure hydraulic oil accumulated in 24 is used for the left rear wheel steering control
Through a directional control valve (3-port 3-position solenoid valve) 25L, to the first control hydraulic chamber 26La of the cylinder 26L of the rear wheel steering actuator 4, and to the left rear wheel steering control second directional control valve (3
These are supplied to the second control hydraulic chamber 26Lb of the cylinder 26L of the rear wheel steering actuator 4 via the port 3 position solenoid valve 27L. Further, the high-pressure hydraulic oil accumulated in the accumulator 24 is supplied to the rear wheel steering actuator 4.
Is also supplied to the first holding hydraulic chamber 26Lc and the second holding hydraulic chamber 26Ld of the cylinder 26L. The left rear wheel steering control first direction switching valve 25L and the left rear wheel steering control second direction switching valve 27L
Are in accordance with the control signal from the ECU 9 respectively.
La, 27La, holding position 25Lb, 27Lb, decompression position 25Lc, 27Lc
Switch to position. Such a first rear wheel steering control
Directional switching valve 25L and second directional switching valve 2 for left rear wheel steering control
The main piston 28L slidably fitted to the cylinder 26L moves in the vehicle width direction or stops at a predetermined position according to the 7L switching position. One end of a piston rod 29L connected to the main stone 28L is connected to a knuckle arm 30L, and the left rear wheel 2 is steered according to the movement of the main piston 28L. The main piston 28
Since L is sandwiched between the sub pistons 31La and 31Lb from both sides, the stop position can be maintained. The left rear wheel 2
The rear wheel steering angle is detected by the left rear wheel steering angle sensor 14 that measures the position of the main piston 28L, and is input to the ECU 9.

Next, the configuration of the ECU 9 will be described. As shown in the figure, the ECU 9 is configured as a logical operation circuit centering on the CPU 9a, ROM 9b, and RAM 9c, is connected to the input / output unit 9e via the common bus 9d, and performs input / output with the outside. Detection signals from the vehicle speed sensor 11, the steering sensor 12, the yaw rate sensor 13, and the rear wheel steering angle sensors 14, 15 are input from the input / output unit 9e to the CPU 9a. On the other hand, the CPU 9a controls the left-rear wheel steering control first direction switching valve 25L and the left-rear wheel steering control second
Direction switching valve 27L, right rear wheel steering control first direction switching valve 25R,
A control signal is output to the right rear wheel steering control second direction switching valve 27R to drive the rear wheel steering actuators 4,5.

Next, the rear wheel steering control process executed by the ECU 9
The description will be made based on the flowchart shown in FIG. The rear wheel steering control process is started when the ECU 9 is started, and is repeatedly executed at predetermined time intervals. First, in step 100,
Initialization processing such as memory clear, flag reset, and initial value setting is performed. In the following step 105, the processing of reading the detection signals of the sensors described above is performed. Next, proceeding to step 110, the vehicle speed V exceeds the reference vehicle speed V0,
Also, it is determined whether or not the vehicle body yaw rate B exceeds the reference yaw rate B0.
On the other hand, if a negative determination is made, it is considered that the course of the vehicle can be maintained without executing the rear wheel steering control, and the process returns to step 105 again. In step 115, which is executed when it is determined that a change in the course of the vehicle occurs without performing the rear wheel steering control, in step 115, is the absolute value of the front wheel steering angle θF detected by the steer rig sensor 12 smaller than the reference front wheel steering angle θ0? It is determined whether or not the determination is affirmative. If the determination is affirmative, the process proceeds to step 120, and if the determination is negative, the process proceeds to step 160.

When it is determined in step 115 that the absolute value of the front wheel steering angle θF is smaller than the reference front wheel steering angle θ0,
In step 120 executed during straight running, the vehicle speed V
And the rear wheel steering yaw rate S from the rear wheel steering angle θR,
Processing for calculation is performed according to a map as shown in FIG. As shown in the figure, at a predetermined vehicle speed (the vehicle speed V in the present embodiment), a delay time T0 (100 to 200 [ms in the present embodiment) is applied to a step input of the rear wheel steering angle θR [deg].
ec]), the rear wheel steering yaw rate S [deg / s] having the characteristic parameters of the transient gain G1 and the steady-state gain G0 are defined to correspond. As shown in FIG. 5, such a map is created based on a second approximation model of the control system of the vehicle. That is, the input rear wheel steering angle θ
The relationship between R and the output rear wheel steering yaw rate S is approximated by a secondary transfer function. ECU9 maps the map as shown in Fig. 4 that is predetermined for each vehicle speed.
A map corresponding to the vehicle speed V, which is stored for each vehicle speed in M9b and is read at the time of execution of this processing, is selected, and the rear wheel steering yaw rate S is calculated from the selected map. The rear wheel steering yaw rate is calculated based on the vehicle speed V and the rear wheel steering angle θR based on an arithmetic expression that defines the relationship shown in FIG. 3 or an interpolation calculation based on a table that extracts a part of the relationship shown in FIG. S may be calculated.

Next, the routine proceeds to step 125, where a process for calculating a predicted disturbance yaw rate 0 from the vehicle body yaw rate B read in step 105 and the rear wheel steering yaw rate S calculated in step 120 as in the following equation (2) is performed.

0 = BS (2) In the following step 130, a process of calculating the basic rear wheel steering angle θB from the predicted disturbance yaw rate 0 calculated in step 125 as in the following equation (3) is performed.

θB = KP1 × 0 (3) where KP1 is a proportional constant.

Then, the process proceeds to a step 135, wherein a process of calculating the vehicle speed correction coefficient KV according to a map as shown in FIG. 6 is performed.
As shown in the figure, the vehicle speed correction coefficient KV is near the value 1 while the vehicle speed V is low, and is defined to decrease as the vehicle speed V increases. In the following step 140, the final corrected rear wheel steering angle θS is calculated from the basic rear wheel steering angle θB calculated in step 130 and the vehicle speed correction coefficient KV calculated in step 135 as in the following equation (4). Is performed.

θS = KV × θB (4) Next, the routine proceeds to step 145, where the rear-wheel steering control direction switching valves 25L, 27L, 25R, 27R have values that can realize the corrected rear-wheel steering angle θS obtained in step 140. The process of calculating the drive current to the motor is performed. In the following step 150, the drive current calculated in the above step 145 is changed to the rear-wheel steering control direction switching valve 25L, 27L,
After performing the process of outputting the drive signal for energizing 25R and 27R, the process returns to step 105 again.

On the other hand, when it is determined in step 115 that the absolute value of the front wheel steering angle θF is larger than the reference front wheel steering angle θ0, that is, in step 160 executed during turning, the vehicle speed V, the front wheel steering angle θF, and the rear wheel Processing for calculating the steering yaw rate SD from the steering angle θR according to two types of predetermined maps is performed. The map used in the present process defines independently the relationship between the front wheel steering angle θF and the front wheel steering yaw rate SDF and the relationship between the rear wheel steering angle θR and the rear wheel steering yaw rate SDR at each vehicle speed V. This is a kind of map, similar to the map used in step 120 described above. The steering yaw rate SD is calculated from the front wheel steering yaw rate SDF and the rear wheel steering yaw rate SDR as in the following equation (5).

SD = SDF + SDR (5) In the following step 165, a process of calculating a predicted disturbance yaw rate 0D from the vehicle body yaw rate B read in step 105 and the steering yaw rate SD calculated in step 160 as in the following equation (6) is performed. Will be

0D = B-SD (6) Next, the routine proceeds to step 170, where processing for calculating the basic rear wheel steering angle θB as in the above equation (3) is performed.

In the following step 175, a process of calculating the vehicle speed correction coefficient KV according to the above-described map shown in FIG. 6 is performed. In the following step 180, the final corrected rear wheel steering angle θS is calculated from the basic rear wheel steering angle θB calculated in step 170 and the vehicle speed correction coefficient KV calculated in step 175 as in the above equation (4). After the processing, the process returns to step 105 again via steps 145 and 150 described above.
Thereafter, the rear wheel steering control process is executed by repeatedly performing the steps 105 to 180 at predetermined time intervals.

In this embodiment, the rear wheel steering actuator 4,
5, the rear wheel steering hydraulic circuits 6, 7 and the hydraulic source 8 are connected to the steering means M1.
In addition, the vehicle speed sensor 11, the steering sensor 12, the yaw rate sensor 13, and the rear wheel steering angle sensors 14, 15 correspond to the running state detecting means M2. Further, among the ECU 9 and the processing executed by the ECU 9 (steps 120 and 160), the corrected steering yaw angular velocity calculating means M3 is used, and (steps 125 and 165) are used as the disturbance yaw angular velocity calculating means M4 (steps 130, 135, 140, 145,
170, 175, 180) function as corrected steering angle calculation means M5, and (step 150) functions as control means M6.

As described above, according to the present embodiment, even when the traveling vehicle is disturbed in the desired traveling direction due to the influence of the disturbance, the corrected wheel steering angle θS is gradually changed. It is possible to limit the generated vehicle body yaw rate and the amount of deflection of the vehicle as much as possible to improve the straight running stability.

This means, for example, that the vehicle has strong crosswinds, uneven road surfaces,
In addition to preventing vehicle deflection and so-called wobble when affected by a significant difference in the coefficient of friction between the slope and the ground road surface of the left and right wheels, a high level of straight running stability can be secured,
It shows a particularly remarkable effect. That is, as shown in FIG. 7, when the front wheel steering angle θF is 0 (during straight running) and is affected by disturbance, the rear wheels 2 and 3 are steered by the rear wheel steering angle θR and A wheel steering yaw rate (indicated by a dashed line in the figure) S is generated. At this time, the yaw rate sensor 13
Detects a vehicle body yaw rate (shown by a solid line in the figure) B. Therefore, the rear wheel steering yaw rate S is subtracted from the vehicle body yaw rate B to obtain a predicted disturbance yaw rate (shown by a broken line in the figure) 0, and the rear wheel 2 is shifted by a rear wheel steering angle θR corresponding to the predicted disturbance yaw rate 0. Steer, 3. When such control is performed, as shown in the figure, the change in the rear wheel steering angle θR becomes a smooth steady state, and the rear wheel steering angle θR is changed.
R changes smoothly into a steady state, and the vehicle yaw rate B
Increases to an extremely small value at the start of rear wheel steering,
Decreases quickly and almost disappears.

In addition, since the direction and magnitude of the corrected rear wheel steering angle θR are changed smoothly and gradually, and there is no repetition of rapid reversal steering, it is difficult for the yaw direction force to act on the vehicle. Both short-period swings in the yawing direction that cause discomfort and discomfort and accompanying short-period swings in the rolling direction are suppressed, improving ride comfort and improving maneuverability and stability. I do.

In addition, the responsiveness of the rear wheel steering control process executed when disturbance is caused by crosswinds, road surface changes, etc. while the vehicle is running.
Since the following performance can be further improved and the control accuracy can be maintained at a high level, the reliability of the vehicle running performance is also improved.

Also, when the vehicle is turning, only the disturbance yaw rate due to the disturbance is offset by the predicted disturbance yaw rate 0D, but the yaw rate at the time of the turn caused by the front wheel steering, that is, generated according to the driver's will acts on the vehicle. . Therefore, when a cross wind is received during the turning, the influence of the disturbance yaw rate caused by the cross wind disappears by the rear wheel control processing, so that the turning of the vehicle in accordance with the running condition at the time of turning, that is, In addition, it is possible to realize turning traveling according to the driver's intention, and it is not necessary to consider the influence of disturbance, so that the burden on the driver is reduced and the drivability of the vehicle is improved.

In this embodiment, when calculating the rear wheel steering yaw rate S from the rear wheel steering angle θR, a map created based on a second-order approximation model of the control system of the vehicle is used. However, for example, as shown in FIG. 8, at a predetermined vehicle speed, the rear wheel steering yaw rate S having the characteristic parameters of the delay time T10 and the steady-state gain G10 corresponds to the input of the rear wheel steering angle θR. Maps may be used. Such a map can be created based on a first-order approximation model of the control system of the vehicle, as shown in FIG. Also,
In the present embodiment, the left and right rear wheels 2, 3 are steered to perform the corrective steering. However, even when the steering angle of the left and right front wheels according to the steering wheel operation by the driver is further corrected and steered by a predetermined angle by using a known mechanism such as power steering, the same as in the above-described embodiment. The effect is obtained.

Although the embodiments of the present invention have been described above, the present invention is not limited to such embodiments at all, and it is needless to say that the present invention can be implemented in various modes without departing from the gist of the present invention. .

Effect of the Invention As described in detail above, the vehicle auxiliary steering device of the present invention
At least the correction steering angle is determined using a disturbance yaw angular velocity calculated based on a difference between a correction yaw angular velocity predetermined in accordance with the correction steering angle and an actually measured yaw angular velocity of the vehicle. As a result, even when the running vehicle is affected by disturbance, the corrected steering angle is constantly and smoothly changed, so that the yaw angular velocity and the amount of deflection of the vehicle caused by the disturbance can be reduced, and the straight running stability can be reduced. It has an excellent effect of improving the performance.

This has a particularly remarkable effect because, for example, the vehicle is prevented from being deflected when the vehicle receives a strong crosswind and exhibits high straight running stability.

Also, since the correction steering angle is not changed frequently,
Since the generation of acting force in the yawing direction is suppressed, short-period vibrations in the yawing and rolling directions that can cause discomfort and discomfort to the occupant can be prevented, and both improved riding comfort and improved maneuverability and stability can be achieved. Becomes possible.

Furthermore, the responsiveness / followability and control accuracy of the correction steering control when a disturbance acts during running of the vehicle can be improved, so that the reliability of the running performance of the vehicle is further enhanced.

[Brief description of the drawings]

FIG. 1 is a basic configuration diagram illustrating the contents of the present invention with concern, FIG. 2 is a system configuration diagram of one embodiment of the present invention, FIG. 3 is a flowchart showing the same control, and FIG. FIG. 5 is a block diagram showing an approximate model of the control system, FIG. 6 is a graph showing the map, FIG. 7 is a timing chart showing the state of the control, FIG. FIG. 9 is a graph showing a map of another embodiment, FIG. 9 is a block diagram showing an approximate model of a control system of another embodiment, and FIG. 10 is a timing chart showing a state of control in the prior art. M1 ... steering means M2 ... running state detection means M3 ... corrected steering yaw angular velocity calculation means M4 ... disturbance yaw angular velocity calculation means M5 ... corrected steering angle calculation means M6 ... control means 1 ... rear wheel steering control device 4,5 ... Rear wheel steering actuator 6,7 ... Rear wheel steering hydraulic circuit 8 ... Hydraulic source 9 ... Electronic control unit (ECU) 9a ... CPU 11 ... Vehicle speed sensor 12 ... Steering sensor 13 …… Yaw rate sensor 14,15 …… Rear wheel steering angle sensor

Claims (1)

(57) [Claims] 1. A steering device for steering at least one of a front wheel and a rear wheel of a vehicle in accordance with a steering angle commanded from the outside, and a traveling for detecting a traveling state of the vehicle including at least a yaw angular velocity. A state detecting means, and a correction for calculating a corrected steering yaw angular velocity generated in the vehicle due to the correction steering which is a steering for bringing the actual behavior of the vehicle closer to the target behavior in accordance with the traveling state detected by the traveling state detection means. Steering yaw angular velocity calculating means; disturbance yaw angular velocity calculating means for calculating the disturbance yaw angular velocity acting on the vehicle from the corrected steering yaw angular velocity calculated by the corrected steering yaw angular velocity calculating means and the yaw angular velocity detected by the traveling state detecting means; According to the disturbance yaw angular velocity calculated by the disturbance yaw angular velocity calculating means, at least one of the front wheels or the rear wheels of the vehicle is left. A vehicle assisted vehicle comprising: a corrected steering angle calculating means for calculating a corrected steering angle of a right wheel; and a control means for commanding the corrected steering angle calculated by the corrected steering angle calculating means to the steering means. Steering gear.