JP2940372B2 - Auxiliary steering angle control device for vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an auxiliary steering angle control device for a vehicle which gives an auxiliary steering angle by yaw rate feedback control or the like.

[0002]

2. Description of the Related Art Conventionally, as an auxiliary steering angle control device for a vehicle for giving an auxiliary steering angle to rear wheels by feedforward control and yaw rate feedback control, for example, Japanese Patent Application Laid-Open No.
An apparatus described in Japanese Patent No. 18168 is known.

This conventional source has a reference model that is a desired yaw rate response model, determines a yaw rate target value using a vehicle speed, a steering angle, and a reference model, and obtains the yaw rate target value by interposing a delay element. Is used as an estimated yaw rate used in the yaw rate feedback system, and feedback control is performed to give the rear wheel steering angle in a direction to eliminate the yaw rate deviation between the estimated yaw rate and the actual yaw rate, thereby absorbing disturbances and parameter fluctuations during running. Is disclosed.

[0004]

However, in the above-mentioned conventional auxiliary steering angle control device for a vehicle, when calculating an estimated yaw rate to be a control target of feedback control, variations in the vehicle such as a steering system and a suspension system. And tire variations (hereinafter referred to as vehicle variations)
Collectively. ) Does not take into account the steady-state deviation, and this steady-state deviation causes an error in the estimated yaw rate, leaving a problem that the vehicle may be uncomfortable.

For example, the yaw rate feedback control is performed on the basis of the occurrence of the steady-state deviation even in a traveling state in which the yaw rate deviation does not occur, such as when the vehicle is traveling straight on a flat road, and is unnecessary for the vehicle. Yaw movement occurs. In addition, since the steady-state deviation is included in the calculated yaw rate deviation, the yaw rate deviation is evaluated as being too large or too small.Based on this evaluation, the yaw rate feedback control based on excessive steering angle or insufficient steering angle is performed, Correction steering is required to make up for that.

[0006] The present invention has been made in view of the above problems, it is an object in the auxiliary steering angle control apparatus for a vehicle to provide an auxiliary steering angle by the yaw rate feedback control and the like, according to the vehicle variation An object of the present invention is to achieve high-accuracy feedback control in which the influence on the occurrence of a steady-state deviation of a motion state quantity is eliminated.

[0007]

According to the first aspect of the present invention, a vehicle speed detecting means a, a steering steering angle detecting means b, and a vehicle speed detecting means are provided. A motion state quantity estimating means c for estimating a motion state quantity generated in the own vehicle based on the detected value and the steering steering angle detection value, and a motion state quantity detecting means d for detecting the same kind of motion state quantity as the estimated motion state quantity Motion state quantity deviation calculating means e for calculating a deviation between the motion state quantity detection value and the motion state quantity estimation value; and an auxiliary steering angle feedback target for calculating an auxiliary steering angle feedback target value by compensation based on the motion state quantity deviation. An auxiliary steering angle control device for a vehicle, comprising: a value calculating unit f; and an auxiliary steering angle control unit h that outputs a control command for obtaining an auxiliary steering angle feedback target value to an auxiliary steering angle actuator g. , Wherein the motion state quantity estimating unit c,
A steady-state deviation correction unit c1 is provided that corrects a motion state quantity estimated value using a steady-state deviation correction gain for a turning state set based on a steady-state deviation characteristic of a motion state quantity caused by vehicle variation. .

[0008]

When the vehicle is running, the motion state quantity estimating means c
The motion state amount generated in the own vehicle is estimated based on the vehicle speed detection value from the vehicle speed detection means a and the steering angle detection value from the steering angle detection means b, and the motion state amount detection means d
In the above, a motion state quantity of the same kind as the estimated motion state quantity is detected, and a deviation between the motion state quantity detection value and the motion state quantity estimation value is calculated by the motion state quantity deviation calculating means e. In the value calculation means f, an auxiliary steering angle feedback target value is calculated by compensation based on the motion state quantity deviation. Then, in the auxiliary steering angle control means h, a control command for obtaining the auxiliary steering angle feedback target value is output to the auxiliary steering angle actuator g.

In estimating the motion state amount generated in the own vehicle by the motion state amount estimating means c, a steady state deviation correcting unit c
In step 1, the estimated motion state value is corrected using a steady-state deviation correction gain for a turning state set based on the steady-state deviation characteristic of the motion state amount caused by vehicle variation .

Accordingly, by motion state quantity estimated value is corrected based on the steady-state error characteristics of the motion state quantity obtained in the motion state quantity estimating means c motion state quantity estimate, the vehicle Rose
The influence on the occurrence of the steady-state error due to the stick is removed, and the accuracy of the feedback control using the estimated motion state amount is improved.

[0011]

Embodiments of the present invention will be described below with reference to the drawings.

The configuration will be described.

FIG. 2 is an overall system diagram showing a four-wheel steering vehicle to which the vehicle auxiliary steering angle control device according to the embodiment of the present invention is applied.

In FIG. 2, the front wheels 1 and 2 are steered by a steering handle 3 and a mechanical link type steering mechanism 4.
Done by This includes, for example, a steering gear, a pitman arm, a relay rod, side rods 5, 6, knuckle arms 7, 8, and the like.

The rear wheels 9 and 10 are steered by an electric steering device 11 (corresponding to an auxiliary steering angle actuator g). The rear wheels 9, 10 are connected by a rack shaft 12, side rods 13, 14, and knuckle arms 15, 16, and a rack tube 17 in which the rack 12 is inserted has a speed reduction mechanism 18 and a motor 19.
The motor 19 and the fail-safe solenoid 20 are provided with a vehicle speed sensor 21 (corresponding to a vehicle speed detecting means a) and a front wheel steering angle sensor 22.
(Corresponding to the steering angle detecting means b), the rear steering angle sub-sensor 23, the rear steering angle main sensor 24, the yaw rate sensor 25 (corresponding to the motion state amount detecting means d) and the like. You.

FIG. 3 is a cross-sectional view showing a specific structure of the electric steering device 11. As shown in FIG.

In FIG. 3, a rack tube 17 in which the rack 12 is inserted is fixed to the vehicle body via a bracket. Side rods 13 and 14 are connected to both ends of the rack 12 via ball joints 30 and 31. The reduction mechanism 18 includes a motor pinion 32 connected to the motor shaft of the motor 19, a ring gear 33 meshing with the motor pinion 32, and a rack pinion 35 fixed to the ring gear 33 and meshing with the rack gear 12a. Have been. Therefore, when the motor shaft of the motor 19 rotates, the rotation is transmitted to the motor pinion 32 → the ring gear 33 → the rack pinion 35, and the rack shaft 12 moves in the axial direction due to the engagement between the rotating rack pinion 35 and the rack gear 12a. The rear wheels 9, 10 are steered. This rear wheel 9,10
Is proportional to the amount of movement of the rack shaft 12, that is, the amount of rotation of the motor shaft.

The rack pinion 35 is provided with a rear steering angle main sensor 24 having a potentiometer structure for detecting a rear wheel steering angle based on the rotation amount.

The fail-safe solenoid 20 includes:
The lock pin 20a is provided so as to be able to advance and retreat, and when the electronic control system or the like fails, the lock shaft 20a is fitted into a lock groove 12b formed in the rack shaft 12 so that the rack shaft 12 and the rear wheels 9, 10 can be moved. It is fixed at a position to maintain the neutral steering angle position.

The operation will be described.

[Rear Wheel Steering Angle Control Operation] FIG. 4 is a flowchart showing the flow of the rear wheel steering angle control operation performed by the controller 26. Each step will be described below.

In step 40, the vehicle speed V, the steering angle θ, the actual yaw rate ψ's, and the rear steering angle main sensor value δ
rs is read.

Here, the actual yaw rate ψ's is the yaw rate sensor value Vψ 'from the yaw rate sensor 25 and the latest yaw rate zero correction memory value V obtained by the detected yaw rate correction processing for removing the influence of the temperature drift.
Calculated by ψ'om.

In step 41, the rear wheel steering angle feedforward target value δRFF is calculated by the following equation based on the phase inversion delay control method using the vehicle speed V and the steering angle θ.
^* (Hereinafter, * represents a target value) is calculated.

ΔRFF ^* = Kθ + τθ + τ′θ In step 42, when the rear wheel steering angle feedforward target value δRFF ^* is given using the actuator model, the rear wheel steering angle actuator is the amount by which the rear wheel actually steers the rear wheels. A wheel steering angle estimated value ΔRFF ^# (hereinafter, # represents an estimated value) is calculated.

In step 43, a corrected steering angle θo is calculated by the following equation using a steady yaw rate gain Gψ ′ of the vehicle model and a steady-state error correction gain Kψ ′ for the steering angle θ described later (steady-state error correction). Part c1).

In step 44, using the vehicle model, the vehicle travels by giving the vehicle speed V, the corrected steering angle θo, and the estimated rear wheel steering angle δRFF ^#. Is calculated, the yaw rate estimated value ψ '^# is calculated.

In step 45, an estimated yaw rate ψ's ^# is calculated from the yaw rate estimated value ψ '^# using a yaw rate sensor model.

Steps 42 to 45 correspond to the motion state amount estimating means c.

In step 46, the yaw rate deviation ψ'e is calculated from the difference between the actual yaw rate ψ's and the estimated yaw rate ψ's ^# (corresponding to the motion state quantity deviation calculating means e).

In step 47, the high-frequency noise included in the output of the yaw rate sensor 25 is removed by the feedback compensator-1 constituting a first-order lag filter.

The input signal of the feedback compensator-1 is ψ'e, and the output signal is ψ'ec1.

In step 48, the transient response of the vehicle to the disturbance is adjusted by the feedback compensator-2 constituting a first-order / first-order filter.

The input signal of the feedback compensator-2 is ψ'ec1 and the vehicle speed V, and the output signal is ψ'ec2.

In step 49, the feedback rear wheel steering angle command value δRFBO ^{* is} obtained by the feedback proportional gain Kp ^.
Is calculated.

The input signal of the proportional gain is ψ'ec2 and the vehicle speed V, and the output signal is δRFBO ^* .

[0037] At step 50, depending on the vehicle speed V, the following feedback was smoothly limits the maximum value of the feedback rear wheel steering angle command value DerutaRFBO ^* wheel steering angle limit command value DerutaRFBL ^* is calculated.

The input signals of the steering angle limiter are δRFBO ^* and the vehicle speed V, and the output signal is δRFBL ^* .

[0039] At step 51, a hysteresis is provided in a feedback rear wheel steering angle limit command value DerutaRFBL ^*, feedback rear wheel steering angle limit command value to remove the vibration of minute yaw rate by feedback DerutaRFBH ^* is calculated.

The input signal of this small change absorber is δRFBL ^*
And the rear wheel steering angle feedback target value ΔRFB ^* , and the output signal is ΔRFBH ^* .

In step 52, the transfer characteristic set in the actuator control system is changed to a desired transfer characteristic by the actuator phase compensator constituting the secondary / secondary filter, and the rear wheel steering angle feedback target value δRFB ^* Is calculated.

The input signal of this actuator phase compensator is δRFBH ^* , and the output signal is δRFB ^* .

Steps 47 to 52 correspond to the auxiliary steering angle feedback target value calculating means f.

In step 53, the rear wheel steering angle feed forward target value δRFF ^* and the rear wheel steering angle feedback target value δ
Based on the sum with RFB ^* , a rear wheel steering angle target value ΔR ^* is calculated.

In step 54, a command (motor control current by PWM) for obtaining the rear wheel steering angle target value δR ^* is output using the rear steering angle main sensor value δrs and the robust model matching method (auxiliary steering angle control). Means h).

[Estimated Yaw Rate Calculation Processing] FIG. 5 is a block diagram showing a yaw rate estimated value calculation unit. The yaw rate estimated value calculation unit includes an actuator model 60, a steering angle correction unit 61, a vehicle model 62, and a yaw rate sensor model. 6
3 and each component will be described below.

* Actuator Model The actuator model 60 receives the rear wheel steering angle feedforward target value δRFF ^* , and the electric steering device 11, which is actually a rear wheel steering angle actuator, controls the rear wheels 9, 10.
Is estimated using the dynamic characteristics (transfer function) of the electric steering device 11.

Thus, it is possible to calculate the rear wheel steering angle estimated value δRFF ^{# from} which the influence of the dynamic characteristics of the electric steering device 11 has been removed.

* Steering Angle Correction Unit The steering angle correction unit 61 uses the steady yaw rate gain Gψ 'of the vehicle model and the steady deviation correction gain Kψ' obtained by the following method to obtain the yaw rate generated by the vehicle.
Correction steering angle θo for control in which the influence of steady-state deviation is calculated by variability.

First, in a vehicle equipped with the present control system, the steering angle θ is turned right (θ ₁ , θ ₂ ,...) And left (θ ₀₁ , θ ₀₂ ,...) In a certain vehicle speed range. When given for about 10 seconds, the actual yaw rate actually generated (dotted line characteristic in FIG. 6) is measured, and this measurement result is compared with the target yaw rate for the steering angle θ shown by the solid line characteristic in FIG. How much right-turn deviation (ε ₁ , ε ₂ ,...) And left-turn deviation (ε ₀₁ ,
ε ₀₂ ,...) is calculated.

Then, respective gains are obtained by the following equations.

Right cut K ₁ = ε ₁ / θ ₁ , K ₂ = ε ₂ / θ ₂ ,... Left cut K ₀₁ = ε ₀₁ / θ ₀₁ , K ₀₂ = ε ₀₂ / θ ₀₂ ,. Averaging is performed between right-turning and left-turning, and a right-turning gain K (positive number) and a left-turning gain K ₀ (negative number) are obtained by the following equations.

K = (K ₁ + K ₂ +... + K _n ) / n K ₀ = (K ₀₁ + K ₀₂ +... + K _0n ) / n And | K + K ₀ | ≒ 0
At this time, the steady-state deviation correction gain Kψ ′ is calculated by the following equation that averages the gains of both equations.

Kψ ′ = (K−K ₀ ) / 2 That is, when the horizontal axis is represented by the characteristic of the steering angle θ and the vertical axis is represented by the characteristic of the steady-state deviation ε, as shown in FIG. = Θ × K, and ε =
θ × −K ₀ is approximated by the equation, and the steady-state deviation correction gain Kψ ′ is obtained with an average gain of both.

Therefore, using the steady yaw rate gain Gψ ′ and the steady deviation correction gain Kψ ′ of the vehicle model, the steering angle θ input by the following equation in which the steady gain is combined is corrected.

Θo = ｛(Gψ′−Kψ ′) / Gψ ′｝ · θ * Vehicle model The vehicle model 62 has a vehicle speed V and a corrected steering angle θo.
And the rear wheel steering angle estimated value δRFF ^# , and the yaw rate estimated value ψ '^# is calculated.

As this vehicle model, a linear two-degree-of-freedom plane vehicle model which is composed of the yawing motion of the vehicle and the lateral direction and is linearized and expressed by the following equation is used.

IZMψ '^# = 2LFMFMCFM-2LRM ・ CRM MM ・ V'yM ^# =-MM ・ Vψψ'^# + 2CFM + 2CRM where CFM = eKFM ｛θo / NM- (VyM ^# + LFMψ '^# ) /
V｝ CRM = KRM ｛δRFFL ^# − (VyM ^# · θo −LRMψ '^# ) /
V｝ IZM: Yaw moment of inertia LFM: Distance between center of gravity and front axle LRM: Distance between center of gravity and rear axle CFM: Front wheel cornering force CRM: Rear wheel cornering force MM: Vehicle model mass V'yM ^# : Lateral acceleration V : lateral velocity [psi ^'#: yaw rate estimated value EKFM: front wheel equivalent cornering power KRM: rear wheel equivalent cornering power * yaw rate sensor model yaw rate sensor model 63, the yaw rate sensor 25
In which dynamic characteristics of Set if that can not be ignored with respect to the dynamic characteristics of the vehicle, enter the yaw rate estimated value [psi ^'#, by calculating the estimated yaw rate [psi's ^# by the formula with a predetermined transfer function , It is possible to calculate the estimated yaw rate ψ's ^{# from} which the influence of the dynamic characteristic of the yaw rate sensor 25 has been removed.

[Rear Wheel Steering Angle Control Action] The rear wheel steering angle control action during traveling is executed according to the flowchart shown in FIG.

That is, in step 41, the vehicle speed V
The rear wheel steering angle feedforward target value ΔRFF ^* is calculated by an equation based on a phase inversion delay control method using the steering angle θ and the steering angle θ.

On the other hand, in steps 42 to 45, the estimated yaw rate に 's ^#
Is calculated in step 46, and the yaw rate deviation ψ'e, which is the difference between the actual yaw rate ψ's ^# based on the yaw rate sensor value Vψ 'from the yaw rate sensor 25 and the estimated yaw rate ψ's ^# , is calculated. In steps 47 to 52, the yaw rate deviation ψ'e is calculated. The rear wheel steering angle feedback target value ΔRFB ^* is calculated by compensation based on the deviation ψ′e.

Then, in step 53, the rear wheel steering angle target value δR ^* is calculated from the sum of the rear wheel steering angle feedforward target value δRFF ^* and the rear wheel steering angle feedback target value δRFB ^*. A control command for obtaining the wheel steering angle target value δR ^* is output to the motor 19 of the electric steering device 11.

In estimating the estimated yaw rate ψ's ^# generated in the own vehicle in steps 42 to 45,
In step 42, a rear wheel steering angle estimated value δRFF ^# is calculated by removing the influence of the dynamic characteristics of the electric steering device 11 from the rear wheel steering angle feed forward target value δRFF ^* . In step 43, the steady state of the steering angle θ is calculated. The corrected steering angle θo is calculated by correcting the yaw rate gain Gψ ′ using the steady-state deviation correction gain Kψ ′,
In step 44, the estimated rear wheel steering angle δRFF ^# , the vehicle speed V, the corrected steering angle θo, and the estimated two-degree-of-freedom plane vehicle model ψ '^# are calculated. The estimated yaw rate ψ ′s ^{# obtained} by correcting the estimated yaw rate ψ ′ ^# output from step 43 using the dynamic characteristics of ′ s ^# is calculated.

Accordingly, the steering angle θ is corrected using the steady-state deviation correction gain Kψ ′, and the estimated yaw rate ψ ′s ^# is calculated based on the corrected steering angle θo, thereby obtaining the processing in steps 42 to 45. The estimated yaw rate ψ's ^# is the one that eliminates the influence on the occurrence of the yaw rate steady-state deviation due to vehicle variation , and the accuracy of feedback control using the estimated yaw rate ψ's ^# is increased. The discomfort to the driver due to the provision of the rear wheel steering angle that is less than necessary can be eliminated.

[0065] Further, when calculating the estimated yaw rate [psi's ^#, that is to calculate the estimated yaw rate [psi's ^# using an actuator model 60 and the yaw rate sensor model 62 in addition to the vehicle model 61, the rear wheel steering device 11 High-precision feedback control not affected by the dynamic characteristics and the dynamic characteristics of the yaw rate sensor 25 is achieved.

In other words, since the estimated yaw rate ψ's ^# is accurately calculated, the feedback control does not work during normal driving unless the influence of disturbance is exerted. The effect will be described.

(1) In a vehicle auxiliary steering angle control device for providing a rear wheel steering angle by feedforward control and yaw rate feedback control, a steady yaw rate gain Gψ ′ of a steering steering angle θ is corrected using a steady deviation correction gain Kψ ′. calculates a correction steering angle θo by, the corrected using the steering angle θo and the linear two-degree-of-freedom planar vehicle model for which the device for calculating the yaw rate estimated value [psi ^'#, generation of the yaw rate steady deviation due to the vehicle variation , High-accuracy feedback control that eliminates the effect of

(2) Estimated yaw rate に 's ^# generated in own vehicle
In estimating the rear wheel steering angle feedforward target value δRFF ^*, an actuator model 60 that calculates a rear wheel steering angle estimated value δRFF ^# by removing the influence of the dynamic characteristics of the electric steering device 11, and the rear wheel steering angle Since the estimation is performed using the estimated value δRFF ^# , the vehicle speed V, the steering angle θ, and the vehicle model 61 for calculating the yaw rate estimated value ψ ′ ^# using the linear two-degree-of-freedom plane vehicle model, the electric steering device 11 Highly accurate feedback control that is not affected by dynamic characteristics can be achieved.

(3) Estimated yaw rate に 's ^# generated in own vehicle
In estimating the, applied to the actuator model 60 and the vehicle model 61, as an apparatus for performing with a yaw rate sensor model 62 to calculate the estimated yaw rate [psi's ^# obtained by correcting the yaw rate estimated value [psi ^'# using the dynamic characteristic of the yaw rate sensor 25 The electric steering device 1
1 and high-accuracy feedback control that is not affected by the dynamic characteristics of the yaw rate sensor 25 can be achieved.

Although the embodiment has been described with reference to the drawings, the specific configuration is not limited to the embodiment, and even if there are changes and additions without departing from the scope of the invention, the invention is included in the invention. It is.

For example, in the embodiment, the example of the auxiliary steering angle control device for giving the auxiliary steering angle only to the rear wheel has been described, but the auxiliary steering angle control device for giving the auxiliary steering angle only to the front wheel or the front and rear wheels may be used. Can be applied.

In the embodiment, the example in which the yaw rate is used as the motion state quantity has been described. However, the lateral velocity, the lateral acceleration, or the yaw momentum expressing these in a composite manner may be used.

In the embodiment, an example in which an electric steering device is used as the auxiliary steering angle actuator has been described. However, the present invention can be applied to a hydraulic or pneumatic steering device.

In the embodiment, the steady-state error correction gain for the steering angle is shown as an example of the steady-state error correction gain for the turning state. However, the steady-state error correction gain for another turning state such as lateral acceleration may be used.

In the embodiment, an example is shown in which the estimated yaw rate is obtained using the vehicle model, and the steering angle, which is a parameter of the function representing the vehicle model, is corrected by the steady-state deviation correction gain. 'when obtaining ^#, steady yaw rate gain Gψ the transfer function of the first-order lag' with a delay transfer function of the yaw rate estimated value ψ a ^# a 'yaw rate estimated value ψ by the following equation corrected by' steady-state error correction gain Kψ It may be obtained.

Ψ ′ ^# = ｛(Gψ′−Kψ ′) · θ｝ / (1 + τs)

[0077]

As described above, according to the present invention, in the vehicle auxiliary steering angle control device for providing the auxiliary steering angle by the yaw rate feedback control or the like, the motion state amount estimating means includes the motion caused by the vehicle variation. since was device steady-state error correcting unit for correcting the motion state quantity estimated value by using the steady-state error correction gain for turning state which is set based on the steady-state error characteristics of the state quantity is provided, the vehicle bus
Effect that can be achieved the removed accurate feedback control of the effect on the occurrence of steady-state deviation of the motion state amount of variability.

[Brief description of the drawings]

FIG. 1 is a diagram corresponding to a claim showing an auxiliary steering angle control device for a vehicle according to the present invention.

FIG. 2 is an overall system diagram showing a four-wheel steering vehicle to which the vehicle auxiliary steering angle control device of the embodiment is applied.

FIG. 3 is a cross-sectional view of the electric steering device of the embodiment device.

FIG. 4 is a flowchart illustrating a flow of a rear wheel steering angle control operation performed by a controller of the embodiment device.

FIG. 5 is a block diagram illustrating a yaw rate estimated value calculation unit of the embodiment device.

FIG. 6 is a characteristic diagram showing a comparison between a target yaw rate and an actual yaw rate, showing a state of occurrence of a steady-state deviation according to a steering angle;

FIG. 7 is a characteristic diagram of a steady-state deviation correction gain characteristic of yaw rate.

[Explanation of symbols]

 a vehicle speed detecting means b steering rudder angle detecting means c motion state quantity estimating means c1 steady state deviation correction unit d motion state quantity detecting means e motion state quantity deviation calculating means f auxiliary steering angle feedback target value calculating means g auxiliary steering angle actuator h auxiliary Steering angle control means

Continued on the front page (51) Int.Cl. ⁶ Identification code FI B62D 137: 00

Claims (1)

(57) [Claims] 1. A vehicle speed detecting means, a steering steering angle detecting means, a moving state amount estimating means for estimating a moving state amount generated in the own vehicle based on the vehicle speed detected value and the steering steering angle detected value, Exercise state quantity detection means for detecting the same kind of state quantity as exercise state quantity; Exercise state quantity deviation calculation means for calculating a deviation between the exercise state quantity detection value and the exercise state quantity estimation value; Compensation based on the exercise state quantity deviation An auxiliary steering angle feedback target value calculating means for calculating an auxiliary steering angle feedback target value, and an auxiliary steering angle control means for outputting a control command for obtaining the auxiliary steering angle feedback target value to the auxiliary steering angle actuator. in the auxiliary steering angle control apparatus for a vehicle, wherein the motion state quantity estimating means, the turning state is set based on the steady-state error characteristics of the motion state amount generated by the vehicle variation Vehicle auxiliary steering angle control apparatus characterized by steady-state error correction section is provided for correcting the motion state quantity estimated value by using the steady-state deviation correction gain against.