JP2985924B2 - 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. A technique has been disclosed in which a value obtained as a yaw rate estimated value used in a yaw rate feedback system allows the feedback system to operate only when mainly absorbing disturbances and parameter fluctuations.

[0004]

However, in the above-mentioned conventional auxiliary steering angle control device for a vehicle, the yaw rate feedback control system uses the estimated yaw rate estimated by a vehicle model or the like and the actual yaw rate detected by a sensor. In the process of calculating the rear wheel steering angle feedback target value corresponding to the yaw rate deviation, the device performs the feedback control using the rear wheel steering angle feedback target value calculated without giving a dead zone. When the vehicle is steered in a ramp shape due to a lane change or when traveling straight on a good road, and the rear wheel steering angle feedback target value is minute but fluctuates, the driver may feel less tire contact. There was a problem of giving a sense of incongruity.

[0005] That is, when the vehicle is steered in a ramp shape due to a lane change or when traveling straight on a good road, the rear wheel steering angle feedback target value is very small due to a slight modeling error of the vehicle model. When it fluctuates in a vibrating manner, a rear wheel steering angle that fluctuates in a vibrating manner according to the fluctuation is given.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-described problems. An object of the present invention is to provide an auxiliary steering angle control device for a vehicle which provides an auxiliary steering angle by yaw rate feedback control or the like. The object of the present invention is to absorb a small change in the auxiliary steering angle during traveling in which the feedback target value is very small but fluctuates in a vibrational manner.

[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 including a value calculating means f and an auxiliary steering angle control means h for outputting a control command for obtaining an auxiliary steering angle feedback target value to an auxiliary steering angle actuator g. The auxiliary steering angle feedback target value calculating means f the auxiliary rudder the auxiliary steering angle feedback target value
Auxiliary rudder that would be obtained when given to a square actuator
Hysteresis to the reference value setting unit for setting the angular estimate as a reference value, the output value of the determined value based on the input value range of a predetermined hysteresis steering angle with respect to the reference value as a dead zone
A minute change absorber f1 having a configuration including a cis operation unit is provided.

The reference value setting section of the small change absorber f1 adjusts the auxiliary steering angle A with respect to the final auxiliary steering angle feedback target value from the auxiliary steering angle feedback target value calculating means f.
Filtering considering the response of the actuator g
The reference value setting unit may use the reference value as a reference value, or may be equivalent to the transmission characteristic of the auxiliary steering angle actuator g with respect to the final auxiliary steering angle feedback target value from the auxiliary steering angle feedback target value calculating means f. Filter processing
The reference value setting unit may use the calculated value as a reference value.

[0009]

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 calculating means f, an auxiliary steering angle feedback target value is calculated by compensation based on the motion state quantity deviation, and in the auxiliary steering angle control means h, a control command for obtaining the auxiliary steering angle feedback target value is sent to the auxiliary steering angle actuator g. Is output. When calculating the auxiliary steering angle feedback target value in the auxiliary steering angle feedback target value calculating means f is the minimal change absorber f1, firstly, the auxiliary steering angle feedback th the reference value setting unit
Obtained when the standard value is given to the auxiliary steering angle actuator g
Is set as a reference value,
The value determined based on the input value by the teresis operation unit with the range of the predetermined hysteresis steering angle with respect to this reference value as a dead zone is set as the output value.

Therefore, in the small change absorbing process, when the difference between the input value and the reference value is within the range of the predetermined hysteresis steering angle, the reference value is set as the output value, and the difference between the input value and the reference value is determined by the predetermined hysteresis steering angle. When the angle is out of the range of the angle, the output value is a value that is suppressed from the input value by a change corresponding to the hysteresis steering angle. In other words, the auxiliary steering angle feedback target value is
The compensation that would be obtained when given to the steering angle actuator g
The estimated value of the steering angle is set as a reference value, and the output value is determined by using the reference value as the middle point of the dead zone, so that the input value to the small change absorber f1 is small, but Even when it fluctuates, the output value becomes a value in which the vibrational fluctuation is absorbed.

Therefore, in the feedback control based on the auxiliary steering angle feedback target value calculated based on the output value, a small change in the auxiliary steering angle is suppressed.

When the reference value is set by the reference value setting section of the small change absorber f1, the auxiliary steering angle actuator g is set to the final auxiliary steering angle feedback target value from the auxiliary steering angle feedback target value calculating means f. Responsiveness
In the case where the reference value is a value that has been subjected to the filtered processing, the reference value can be obtained by easy processing, and the final auxiliary steering angle feedback target from the auxiliary steering angle feedback target value calculating means f can be obtained. Filter value equivalent to the transfer characteristic of the auxiliary steering angle actuator g.
When the reference value is used as the reference value, it is possible to obtain a high-precision reference value that takes into account the dynamic characteristics of the auxiliary steering angle actuator g.

[0013]

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 steering of the rear wheels 9, 10 is performed 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 sectional view showing a specific structure of the electric steering apparatus 11.

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 a failure occurs in the electronic control system or the like, the lock pin 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 are 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 a 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 is actually steering the rear wheels. A wheel steering angle estimated value ΔRFF ^# (hereinafter, # represents an estimated value) is calculated.

Here, the actuator model is given by a transmission characteristic of an actual rear wheel steering angle obtained by driving an actual actuator in response to a rear wheel steering angle command value.

In step 43, an estimated yaw rate value ψ '^# is calculated using the vehicle model, assuming that the vehicle is running with the vehicle speed V, the steering angle θ, and the estimated rear wheel angle value δRFF ^# .

Here, as the vehicle model, for example, a linear two-degree-of-freedom plane vehicle model is used.

In step 44, an estimated yaw rate ψ's ^# is calculated from the estimated yaw rate ψ '^# using a yaw rate sensor model.

Here, the yaw rate sensor model is given by a transfer function based on an experimental result of a sensor dynamic characteristic such as a frequency response of the sensor.

Steps 42 to 44 correspond to the motion state amount estimating means c.

In step 45, 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 46, 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 47, the transient response of the vehicle to the disturbance is adjusted by the feedback compensator-2 constituting a first-order / first-order filter.

As will be described in detail later, 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 48, 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 ^* .

[0041] At step 49, 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 ^* .

In step 50, a hysteresis is provided to the feedback rear wheel steering angle limit command value δRFBL ^* , and a feedback rear wheel steering angle hysteresis command value δRFBH ^* from which minute vibration due to feedback is removed is calculated (small change absorber f1). Equivalent).

Although the detailed configuration and operation of this minute change absorber will be described later, the input signal is δRFBL ^* and the rear wheel steering angle feedback target value δRFB ^* , and the output signal is δRFBH
^*

In step 51, 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 46 to 51 correspond to auxiliary steering angle feedback target value calculating means f.

In step 52, 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 53, 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).

[Yaw Rate Feedback Compensation] FIG. 5 is a block diagram showing a yaw rate feedback compensator of the controller 26. The yaw rate feedback compensator includes a vehicle control F / B compensator-1 and a vehicle control F / B compensator.
It comprises a B compensator-2, a proportional gain, a steering angle limiter, a small change absorber, and an ACTR phase compensator. The following describes the small change absorber.

* Small change absorber The small change absorber is an F / B rear wheel when a rear wheel steering angle feedback target value δRFB * is given to the electric steering device 11 as shown in FIG. An actuator model (corresponding to a reference value setting unit) for estimating the steering angle estimated value δRFB # using the transfer characteristics of the actuator, and a range of a predetermined hysteresis steering angle ΔRFBH for the F / B rear wheel steering angle estimated value δRFB # Is the dead zone, and the input value F / B rear wheel steering angle limit command value δRF
F / B rear wheel steering angle hiss command value δRFBH determined based on BL *
And a hysteresis operation unit that sets * as an output value.

FIG. 7 is a flow chart showing the flow of the small change absorbing process performed by the small change absorber.
Each step will be described.

In step 60, the estimated F / B rear wheel steering angle δRFB ^# is calculated from the rear wheel steering angle feedback target value δRFB ^* based on the dynamic characteristics of the electric steering device 11 in the actuator model.

For example, if the transfer characteristic of the electric steering device 11 is described by a secondary characteristic Gs (S) as shown in the following equation (1), the F / B rear wheel steering which is a reference value The angle estimation value ΔRFB ^# is calculated by the following equation (2).

Gs (S) = ωn ² / (s ² + 2ζωns + ωn ² ) (1) where, ζ: attenuation rate ωn: cutoff frequency s: Laplace operator.

ΔRFB ^# = Gs (S) · δRFB ^* (2) In steps 61 to 65, the F / B rear wheel steering angle estimated value δRFB ^# and the hysteresis steering angle set by the designer in the hysteresis calculation section. Using ΔRFBH (this steering angle may be as small as 0.015 °, for example), the input F / B rear wheel steering angle limit command value δRFBL ^* is given a hysteresis by the following calculation method.

When | δRFBL * −δRFB # | ≦ ΔRFBH, δRFBH * = δRFB # (3) | δRFBL * −δRFB # | > ΔRFBH, and when δRFBL *> δRFB #, δRFBH * = δRFBL * − ΔRFBH… (4) | δRFBL * −δRFB # | > When ΔRFBH and δRFBL * ≦ δRFB #, δRFBH * = δRFBL * + ΔRFBH… (5)

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 44, the estimated yaw rate ψ's ^#
Is calculated in a step 45, and a yaw rate deviation ψ'e which is a 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 46 to 51, 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 52, 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 performing the feedback compensation based on the yaw rate deviation ψ′e in the above steps 46 to 51, a small change in the F / B rear wheel steering angle limit command value δRFBL ^* from the steering angle limiter is input in step 50. F / B rear wheel steering angle hysteresis command value δRF with hysteresis provided for F / B rear wheel steering angle limit command value δRFBL ^* by absorption processing
BH ^* is calculated according to the arithmetic processing shown in FIG.

Therefore, the F / B rear wheel steering angle limit command value δ
When used as it is without absorbing small changes in RFBL ^* , such as when steering in the form of a ramp due to a lane change or straight running on a good road, etc., due to slight modeling error of the vehicle model, If it is a wheel steering angle feedback target value is small to vary oscillatory, whereas discomfort such reduction in tire contact feeling to the driver, as in the embodiment, the electric from the rear wheel steering angle feedback target value DerutaRFB ^* An F / B rear wheel steering angle estimated value δRFB ^# is calculated based on the dynamic characteristics of the steering apparatus 11, and using the F / B rear wheel steering angle estimated value δRFB ^# and a hysteresis steering angle ΔRFBH set by a designer, Given the input is F / B rear wheels hysteresis of the steering angle limit command value DerutaRFBL ^*, small changes in the F / B rear-wheel steering angle limit command value DerutaRFBL input ^* is absorbed, the ramp-like steering or the like, The discomfort given to the driver Will be resolved.

[Simulation Result] FIG. 8 shows a simulation result of the present embodiment at the time of ramp steering, and FIG. 9 shows a simulation result of the yaw rate deviation of the conventional example and the present embodiment at the time of ramp steering. 1
The F / F in the conventional example and the present embodiment at the time of ramp steering is set to 0
The simulation result of B rear wheel steering angle is shown.

As is apparent from FIG. 8, in the present embodiment, the decrease in the vibration of the actual yaw rate during the ramp-shaped steering is greatly suppressed, the vibration of the rear wheel steering angle is also suppressed, and the uncomfortable feeling for the driver is suppressed. Control is realized.

In FIGS. 9 and 10, the dotted line indicates the characteristic according to the conventional example, and the solid line indicates the characteristic according to the present embodiment.
From the comparison of the characteristics, it is clear that the yaw rate deviation and the vibration phenomenon of the F / B rear wheel steering angle are greatly suppressed.

Next, the effects will be described.

(1) In the vehicular auxiliary steering angle control device that provides the rear wheel steering angle by feedforward control and yaw rate feedback control, when performing feedback compensation based on the yaw rate deviation ψ′e, the rear wheel steering angle feedback target value δRFB ^* From electric steering device 1
The F / B rear wheel steering angle estimated value δRFB ^# is calculated based on the dynamic characteristic of No. 1 and is input using the F / B rear wheel steering angle estimated value δRFB ^# and the hysteresis steering angle ΔRFBH set by the designer. The F / B rear wheel steering angle limit command value δRFBL ^* is provided with a small change absorber that gives hysteresis to the F / B rear wheel steering angle limit command value δRFBL ^*. A small change in the rear wheel steering angle is absorbed during a smooth running, so that the uncomfortable feeling given to the driver can be eliminated.

(2) F / B which becomes a reference value due to absorption of minute change
In setting the rear wheel steering angle estimated value δRFB ^# , the dynamic characteristics of the electric steering device 11 are used to set the estimated value δRFB ^#. Value, so that
A stable small change absorbing effect can be ensured regardless of the level of the frequency at which the rear wheel steering angle is provided.

Although the embodiments have been described with reference to the drawings, the specific configuration is not limited to the embodiments, and even if there are changes and additions without departing from the gist 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.

Although the embodiment uses an electric steering device as the auxiliary steering angle actuator, it can be applied to a hydraulic or pneumatic steering device.

In the embodiment, the reference value is set using the dynamic characteristics of the actuator. However, the reference value is set by subjecting the rear wheel steering angle feedback target value δRFB ^* to filter processing in consideration of the actuator response. In this case, the reference value can be easily obtained only by setting a filter in advance.

[0074]

In the present invention, as has been described above, according to the present invention, the auxiliary steering angle control apparatus for a vehicle to provide an auxiliary steering angle by the yaw rate feedback control and the like, the auxiliary steering angle feedback target value calculating means, the auxiliary steering angle feedback
Obtained when the target value is given to the auxiliary steering angle actuator
Reference value that sets the estimated auxiliary steering angle as the reference value
Since the setting unit, and a means having a small variation absorber arrangement having a hysteresis calculating portion for an output value of the determined value based on the input value range of a predetermined hysteresis steering angle with respect to the reference value as the dead zone, an auxiliary An effect is obtained in which a small change in the auxiliary steering angle can be absorbed during traveling in which the steering angle feedback target value is small but fluctuates in a vibrating manner.

[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 feedback compensator of the embodiment device.

FIG. 6 is a block diagram showing a small change absorber of the yaw rate feedback compensator;

FIG. 7 is a flowchart illustrating a flow of a small change absorption processing operation performed by the small change absorber of the yaw rate feedback compensator;

FIG. 8 is a simulation result diagram of a steering angle, a yaw rate, a yaw rate deviation, and a rear wheel steering angle when performing ramp-shaped steering in the present embodiment.

FIG. 9 is a diagram showing a simulation result of comparison of yaw rate deviation between the present embodiment and a conventional example at the time of performing ramp-shaped steering.

FIG. 10 is a diagram illustrating a comparison simulation result of the F / B rear wheel steering angle between the present embodiment and the conventional example when the ramp-shaped steering is performed.

[Explanation of symbols]

 a vehicle speed detecting means b steering rudder angle detecting means c moving state quantity estimating means d moving state quantity detecting means e moving state quantity deviation calculating means f auxiliary steering angle feedback target value calculating means f1 minute change absorber g auxiliary steering angle actuator h auxiliary Steering angle control means

Continuation of the front page (51) Int.Cl. ⁶ identification code FI B62D 137: 00 (58) Field surveyed (Int.Cl. ⁶ , DB name) B62D 6/00 B62D 7/14

Claims (3)

(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 amount detection means for detecting the same state amount of 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, and compensation based on the exercise state quantity deviation A vehicle comprising: an auxiliary steering angle feedback target value calculating unit that calculates an auxiliary steering angle feedback target value by using the control unit; and an auxiliary steering angle control unit that outputs a control command for obtaining the auxiliary steering angle feedback target value to the auxiliary steering angle actuator. in use the auxiliary steering angle control device, the auxiliary steering angle feedback target value calculating means, the auxiliary steering
Angle feedback target value is given to the auxiliary steering angle actuator.
The estimated auxiliary steering angle that would be obtained when
A reference value setting unit for setting the reference value, and a hysteresis operation unit for setting a predetermined hysteresis steering angle range with respect to the reference value as a dead zone and using a value determined based on the input value as an output value.
An auxiliary steering angle control device for a vehicle, comprising a small change absorber having a configuration . 2. The auxiliary steering angle control device for a vehicle according to claim 1, wherein the reference value setting unit of the minute change absorber adjusts the final auxiliary steering angle feedback target value from the auxiliary steering angle feedback target value calculating means. On the other hand, the response of the auxiliary steering angle actuator
An auxiliary steering angle control device for a vehicle, characterized in that a value subjected to a filtering process in consideration of the above is used as a reference value. 3. The auxiliary steering angle control device for a vehicle according to claim 1, wherein the reference value setting unit of the minute change absorber sets a final auxiliary steering angle feedback target value from an auxiliary steering angle feedback target value calculating unit. In contrast, the transmission characteristics of the auxiliary steering angle actuator
An auxiliary steering angle control device for a vehicle, wherein a value subjected to a filtering process equivalent to the characteristic is set as a reference value.