JP3489112B2 - Vehicle steering control device - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle steering control device having a transmission ratio variable mechanism for changing a transmission ratio between a steering angle of a steering wheel and a steered angle of steered wheels.

[0002]

2. Description of the Related Art Conventionally, there is known a steering mechanism equipped with a transmission ratio variable mechanism for changing a transmission ratio of a steering wheel with respect to a turning angle of steered wheels. This transmission ratio variable mechanism is composed of a predetermined gear mechanism, and by driving this gear mechanism with an actuator, the transmission ratio between the input and output via the transmission ratio variable mechanism, that is, the steering angle of the steering wheel and the turning of the steered wheels. It is a mechanism that changes the transmission ratio to the steering angle. For example, in Japanese Patent Laid-Open No. 10-236328, the drive control of the actuator is performed so that the rotation angle of the output shaft in the variable transmission ratio mechanism matches the target rotation angle.

[0003]

Generally, a transmission ratio is set moment by moment according to a running state of a vehicle such as a vehicle speed, and a steering corresponding to a steering angle of a steering wheel is set based on the set transmission ratio. The steering control of the steered wheels is performed so as to form a corner.
At this time, when steered steering is performed under the condition that the transmission ratio is set to be quick, and as a result, a tracking delay occurs in the actuator of the variable transmission ratio mechanism, the steering angle of the steering wheel and the steering angle of the steered wheels are changed. A phase deviation (N point deviation) in which the phase relationship is broken occurs.

Since the rotation angle of the output shaft in the variable transmission ratio mechanism is controlled so as to match the target rotation angle, if such a phase deviation occurs, the phase deviation should be compensated even after the steering is completed. The drive control of the actuator will be continued. Therefore, the steering operation of the steered wheels may remain even after the steering is stopped, and the driver may feel uncomfortable in steering.

Incidentally, such a phase deviation may occur even when the steering wheel is operated after the ignition switch is turned off.

The present invention has been made to solve such a problem, and an object thereof is to achieve a phase deviation between a steering angle of a steering wheel and a steering angle of steered wheels.
It is an object of the present invention to provide a vehicle steering control device capable of correcting a phase deviation without giving the driver a feeling of strange steering.

[0007]

A vehicle steering control device according to a first aspect of the present invention comprises a transmission ratio variable mechanism capable of changing a transmission ratio between a steering angle of a steering wheel and a steering angle of steered wheels. A vehicle steering control device, comprising: an actuator that drives a variable transmission mechanism; and control means that controls the operation of the actuator, wherein the control means temporarily sets a steering angle target value that is a target value of the steering angle. When the target value provisional setting means for calculating the provisionally set steering angle target value and the neutral position of the steering wheel and the neutral position of the steered wheels have different phase deviations,
To so that is left of this phase difference, a first correcting means for setting a first correction amount for correcting the temporarily set steering angle target value, so as to reduce the phase difference, the second to reduce the first correction amount
Based on the deviation between the second correction means for setting the correction amount and the temporarily set steering angle target value and the first correction amount reduced by the second correction means, the steering angle which is the target value of the steering angle. A target value setting means for setting a target value, and a control amount setting means for setting a main control amount for the actuator based on the turning angle target value and the deviation of the turning angle are provided.

Since the first correction means for leaving the generated phase deviation and the second correction means for reducing the phase deviation are provided, even when the phase deviation occurs, under any circumstances,
It is possible to appropriately set how much correction processing is to be executed. For this reason, it is possible to perform the correction processing of the phase deviation in a situation in which the driver is unlikely to feel uncomfortable steering.

A vehicle steering control device according to claim 2 is
In the vehicle steering control device according to the first aspect, the second correction means sets the second correction amount based on the steering speed of the steering wheel.

By the second correction means, for example, the second correction amount is set to be smaller as the steering speed is smaller, and the second correction amount is set to be larger as the steering speed is faster. Therefore, the phase deviation can be corrected efficiently.

A vehicle steering control device according to claim 3 is
In the vehicle steering control device according to the first aspect, the second correction means sets the second correction amount based on the magnitude of the phase deviation.

Since the second correction amount is set by the second correction means according to the phase deviation, the phase deviation can be promptly reduced even when the generated phase deviation is large.

A vehicle steering control device according to claim 4 is
In the vehicle steering control device according to the first aspect, the second correction means sets the second correction amount based on the vehicle speed.

By the second correction means, for example, by setting the second correction amount to be smaller as the vehicle speed becomes higher, the vehicle behavior is corrected even when the phase deviation is corrected during high speed traveling. Change is sufficiently suppressed.

A vehicle steering control device according to a fifth aspect of the present invention is
In the vehicle steering control device according to claim 2, 3 or 4, the process of the second correction means is limited when the value that is the basis for setting the second correction amount is larger than a predetermined value.

The higher the vehicle speed, the more the change in the vehicle behavior due to the correction processing appears. Therefore, for example, when the vehicle speed exceeds a predetermined speed, the correction processing of the phase deviation is limited to the second correction means. To ensure stability of vehicle behavior. Further, since the correction processing is executed at the time of sudden steering, the tracking delay of the actuator may further increase. Therefore, for example, when the steering speed exceeds a predetermined speed, the correction processing of the phase deviation is stopped. In addition, the processing of the second correction means is limited to suppress the increase of the phase deviation.

A vehicle steering control device according to claim 6 is
When the value used as the basis for setting the second correction amount becomes smaller than the predetermined value, the processing of the second correction means is limited.

Assuming, for example, that the second correction amount is set according to the steering speed, when the steered steering is performed when the phase deviation is small, the remaining amount depends on the set second correction amount. It may happen that the phase deviation is reversed. Therefore, in order to prevent such a phenomenon from occurring, for example, when the phase deviation is within a predetermined minute range, a limitation is added so that the process of the second correction means is stopped. In addition, for example, when the steering angle of the steering wheel is near a neutral position, the second
The processing of the correction means is stopped to ensure the straightness of the vehicle.

A vehicle steering control device according to a seventh aspect of the present invention is
The vehicle steering control device according to claim 1, 2, 3 or 4, wherein the main control amount set by the control amount setting means is a control amount for controlling the operating position of the actuator and a control amount for controlling the operating speed of the actuator. Including and, first
The correction means sets the first correction amount so that the respective deviations of the operating position and the operating speed remain, and the second correcting means sets the second correction value so as to reduce the respective deviations of the operating position and the operating speed. Set.

When the control position setting means controls the operating position and the operating speed of the actuator, the first correcting means and the second correcting means set the respective correction amounts for the operating position and the operating speed, respectively. Thus, the stability of the control system can be maintained even when the correction processing of the phase deviation is performed.

[0021]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below.
Description will be given with reference to the accompanying drawings.

FIG. 1 shows the configuration of a vehicle steering control device according to the embodiment.

The input shaft 20 and the output shaft 40 are connected via a variable transmission ratio mechanism 30, and the steering handle 10 is connected to the input shaft 20. The output shaft 40 is connected to a rack shaft 51 via a rack and pinion type gear device 50, and steered wheels FW are provided on both sides of the rack shaft 51.
1, FW2 are connected.

The input shaft 20 is provided with an input angle sensor 21 for detecting an input angle θh which is a steering angle of the steering wheel 10, and the output shaft 40 is for detecting an output angle θp which is a rotation angle of the output shaft 40. An output angle sensor 41 is provided. The rotation angle of the output shaft 40 corresponds to the stroke position of the rack shaft 51, and the stroke position of the rack shaft 51 corresponds to the steered wheels F.
In order to correspond to the turning angles of W1 and FW2, the output angle sensor 4
By detecting the rotation angle of the output shaft 40 by 1, the turning angles of the steered wheels FW1 and FW2 are detected.

The variable transmission ratio mechanism 30 is used for the steering wheel 10.
Is a mechanism unit that controls the turning operation of the steered wheels FW1 and FW2 in response to the operation of the gears, and a gear mechanism that connects the input shaft 20 and the output shaft 40 and a motor 31 that drives this gear mechanism.
It has and. The motor 31 drives the gear mechanism to change the transmission ratio (input angle θh / output angle θp) at which the steering angle of the steering wheel 10 is transmitted as the steering angle of the steered wheels FW1 and FW2. .

The drive control of the variable transmission ratio mechanism 30 is carried out by the steering control device 70. The steering control device 70 controls the input angle sensor 21 provided on the input shaft 20, the output angle sensor 41 provided on the output shaft 40, and the vehicle. A control signal I is sent to the motor 31 based on each detection signal of the vehicle speed sensor 71 for detecting the speed.
By outputting s, the drive control of the motor 31 in the transmission ratio variable mechanism 30 is performed.

Here, the processing executed by the steering control device 70 will be described with reference to the flowchart of FIG.

This flowchart is started by turning on the ignition switch. First, the process proceeds to step (hereinafter, step is referred to as “S”) 102, and the input angle θh detected by the input angle sensor 21 and the output angle sensor 41.
The output angle θp detected by the vehicle speed V and the vehicle speed V detected by the vehicle speed sensor 71 are read.

At S104, the map showing the relationship between the vehicle speed V and the transmission ratio G shown in FIG. 3 is searched based on the vehicle speed V read at S102, and the transmission ratio G corresponding to the vehicle speed V is set. .

In the following S106, based on the input angle θh read in S102 and the transmission ratio G set in S104,
The output angle target value θpm = (1 / G) · θh is calculated, and the output angle target value θpm is provisionally set.

In subsequent S108, the phase relationship between the steering angle of the steering wheel 10 and the steering angles of the steered wheels FW1 and FW2 is broken, and the neutral position of the steering wheel 10 and the steered wheels FW1 and FW1.
If there is a deviation from the neutral position of FW2, a correction value corresponding to this phase deviation (N point deviation) is set. Here, the output angle target value θpm set in the previous routine
Δθp = the difference (phase deviation) between old (see S120) and the output angle θp read in S102 of this routine
θpmold−θp, and this Δθp is set as the first correction value (first correction amount).

In subsequent S110, the second correction value S (second correction amount) set in the setting process described later is read. The specific setting process will be described later.

In subsequent S112, θpm- (Δθp- based on the output angle target value θpm temporarily set in S106, the first correction value Δθp set in S108, and the second correction value S read in S110. S) is calculated, and the result is newly set as the output angle target value θpm. By this processing, the output angle target value θpm set in S106 is updated, and the output angle target value θpm is fixed. Referring to the arithmetic expression of S112, the first correction value Δθp acts so that the original output angle target value θpm is set smaller, and the generated phase deviation remains, and the second correction value S is It acts so as to reduce the value of the first correction value Δθp that acts as described above.

In subsequent S114, the deviation e between the output angle target value θpm set in S112 and the output angle θp detected by the output angle sensor 41 is set as e = θpm-θp.

In subsequent S116, the control signal Is for controlling the motor 31 is determined so that the deviation e is set to 0 without overshooting. As an example of this processing,
The control signal Is can be determined by appropriately setting the PID control parameter based on the arithmetic expression of Is = C (s) · e. In addition, "(s)" in a formula is a Laplace operator.

In subsequent S118, the control signal Is determined in S116 is output to the motor 31, and the motor 31 is driven according to the control signal Is.

In subsequent S120, the output angle target value θpm set in this routine is set as θpmold, and this value is stored. This result is read in the next routine.

After this, the process proceeds to S122, it is judged whether the ignition switch (IG) is turned off, and "No" is determined.
In the case of, the process returns to S102, and the above-described processing of S102 and thereafter is repeatedly executed until “Yes” is determined in S122.

Here, the setting process of the above-mentioned second correction value S will be described with reference to the flowchart of FIG.

First, in S202, it is determined whether the first correction value Δθp set in S108 of FIG. 2 has been updated, and when updated (“Yes” in S202), the process proceeds to S204.

In S204, the updated first correction value Δθ
It is determined whether p = 0, that is, whether a phase deviation has occurred. In the case of "Yes" in this determination, S206
Then, the second correction value S = 0 is set.

Then, the process proceeds to S208, and the correction flag F is set.
Is set to F = 0, indicating that the correction processing of the phase deviation is stopped.

On the other hand, when the determination in S204 is "No", that is, when the first correction value Δθp ≠ 0 is set and the phase deviation occurs, the process proceeds to S210, and the correction flag F indicates that the phase deviation is being corrected. It is determined whether F = 1 is set.

In the condition before correction, the flag F being corrected is set to 0, and it is judged "No" in S210 and S2.
Proceed to 12.

In S212, the first value set in S108 is set.
It is determined whether the correction value | Δθp | is larger than a predetermined threshold value Δθpth. First correction value set in S108 |
If Δθp | is equal to or less than the threshold Δθpth, S21
In No. 2, it is determined as "No", the process proceeds to the previous S206 and S208, and the second correction value S = 0 is set. Therefore, the second correction value S = which decreases the first correction value Δθp until the first correction value | Δθp | exceeds the threshold value Δθpth.
Since it is set to 0, the generated phase deviation remains.

Then, the phase deviation generated thereafter is gradually accumulated and increases, and the first correction value | set in S108
When Δθp | becomes larger than the threshold Δθpth, S21
In step 2, the determination is “Yes”, the process proceeds to step S214, the in-correction flag F is set to F = 1, and it is indicated that the phase deviation correction process is being executed.

In the following S216, the steering speed Δ shown in FIG.
From the map showing the relationship between θh / Δt and the correction value S, a map search is performed based on the steering speed Δθh / Δt, and the second correction value S that decreases the first correction value | Δθp | The value is set according to the steering speed Δθh / Δt.

"Δθh" is the steering direction (input shaft 2
0 rotation direction) and steering direction (output shaft 40 rotation direction)
In both cases, the right direction is positive, and the deviation between the input angle θhold detected in the previous routine and the input angle θh detected in the present routine is shown, and Δθh = θh−θhold. Also,
“Δt” indicates a sampling time which is a time interval for obtaining this Δθh (= θh−θhold).

In subsequent S218, a value obtained by multiplying the second correction value S set in S216 by a predetermined gain coefficient k is finally set as the second correction value S, and this routine is finished.

Then, in the next routine, when the first correction value Δθp is updated (“Yes” in S202), S2
If the phase deviation has not been eliminated yet, the first correction value Δθp ≠ 0, and thus the determination is “No” and the process proceeds to S210. Then, since the correction processing of the phase deviation is being continued, the correction flag F = 1 is set at this point, and it is determined to be “Yes” in S210 and S
Then, the process proceeds to step 216 and thereafter, and similarly, the steering speed Δθh / Δ
The second correction value S corresponding to t and the gain coefficient k is set.

If such a correction process is continued, the phase deviation gradually decreases, and if it is determined in S204 that the first correction value Δθp = 0, that is, the phase deviation has been eliminated, the description will be given earlier. The second correction value S =
After setting to 0, in S208 the correction flag F = 0
To indicate that the correction process is complete.

In the illustrated map shown in FIG. 5, the absolute value of the second correction value S is set larger as the absolute value of the steering speed Δθh / Δt increases, and the steering speed Δθh / Δt also increases.
In the steering holding state where = 0, the correction value S = 0 is set.
As a result, the correction angle of the phase deviation is small at the time of slow steering, the correction is made larger as the steering is faster, and the correction processing is stopped in the case of the steering holding state. Therefore, it is possible to sufficiently suppress the uncomfortable feeling of steering given to the driver and efficiently correct the phase deviation.

FIG. 6 shows a situation in which the phase deviation is actually corrected by setting the first correction value Δθp and the second correction value S in this way. At time t0, the output angle target value θpmol
A phase deviation of δ1 occurs between d and the output angle θp. During time t0 to t1, the steering angle is constant and the steering speed Δθh / Δt = 0. During this period, the first correction value Δθp is δθp = δ1, and the second correction value S is S = 0.
, And the phase deviation δ1 remains as it is. The steering is started at time t1 and the second correction value S corresponding to the steering speed Δθh / Δt is set until the steering holding state is resumed at time t2, and the phase deviation δ gradually decreases. Then, since the steering holding state is resumed at time t2, the correction process is temporarily stopped at time t2, and the phase deviation δ2 at this time remains until steering is restarted.

By repeatedly executing such processing, the phase deviation is corrected according to the steering speed Δθh / Δt, and the phase deviation is gradually eliminated.

In the example of FIG. 5 shown above, the steering speed Δθh
Although the second correction value S is set to be proportional to / Δt, the present invention is not limited to this example.

For example, as shown in FIG. 7, the steering speed Δθh
The second correction value S can be set according to / Δt.
This is because when the steering speed Δθh / Δt increases, the correction process is also rapidly performed, so that the second correction value S is set to the upper limit Smax in the region M where the steering speed Δθh / Δt has increased to some extent.
Is set to a constant value to suppress the increase of the second correction value S, it is possible to suppress the occurrence of uncomfortable steering due to excessive correction processing. Then, when the steering speed Δθh / Δt shifts to the faster region L, the operating speed of the motor 31 increases even in the normal control. Therefore, the correction processing of the phase deviation is further added, so that a further operating speed is required. In some cases it may happen. Therefore, in this region L, the steering speed Δ
With the increase of θh / Δt, the value of the second correction value S that is set is gradually decreased to avoid the situation where the phase deviation increases due to the correction process.

Further, as shown in FIG. 8, the steering speed | Δθ
In a region where h / Δt | is small, a so-called dead zone A in which the second correction value S corresponding to the steering speed Δθh / Δt is set to “0” may be provided. As a result, in a situation in which the steering wheel 10 is steered relatively slowly, it is possible to suppress a change in vehicle behavior caused by the correction processing of the phase deviation. Also, the width of the dead zone A may be changed according to various conditions such as the flutter speed.

Similarly, the gain coefficient k adopted in S218 can also be set according to the steering speed Δθh / Δt, as shown in FIGS. 9 (a) and 9 (b). This is similar to the case where the second correction value S is set according to the steering speed Δθh / Δt described above. In this case, for example, as shown in FIG. 9C, the value of the second correction value S may be a constant value in the region of the steering speed Δθh / Δt ≠ 0 depending on the steering direction.

Besides this gain coefficient k,
For example, as shown in FIGS. 10A and 10B, it may be changed according to the magnitude of the generated phase deviation. Figure 10
As shown in (a), the first correction value Δθp that is the phase deviation
By increasing the gain coefficient k with increasing, the phase deviation can be rapidly reduced even when the generated phase deviation (first correction value Δθp) is large. In addition, as shown in FIG. 10B, the first
In a region where the correction value Δθp is small, the gain coefficient k is set to 0 to prevent the phase deviation from being reversed when the phase deviation is greatly corrected due to the influence of sudden steering or the like. .

Further, the gain coefficient k can be changed according to the magnitude of the input angle | θp |. For example, in FIG.
11 (a) and (b), the gain coefficient k is multiplied in the region where the input angle | θh | near the neutral position of the steering angle is small.
The second correction value S is set to a smaller value in the map of (a), and the second correction value S = 0 is set in the map of FIG. 11 (b). As a result, when the vehicle goes straight, the correction of the phase deviation is sufficiently suppressed to ensure the straight running stability of the vehicle.

Further, the gain coefficient k can be changed according to the magnitude of the vehicle speed V. For example, in FIG.
By setting on the basis of the map shown in (a), the second correction value S = 0 is set at the time of high vehicle speed, and by setting on the basis of the map shown in FIG. 12 (b), as the vehicle speed increases, , The second correction value S is set to a smaller value. This takes into consideration that the higher the vehicle speed, the greater the change in the vehicle behavior that accompanies the correction processing appears. By setting the gain coefficient k in this way, the correction processing for the phase deviation is performed at the high vehicle speed. It is possible to sufficiently suppress changes in vehicle behavior and ensure vehicle stability.

In the above-mentioned embodiment, the control signal Is for the motor 31 is determined as Is = C (s) · e, but the control example based on the position deviation is shown. However, the position deviation and the speed deviation are further considered. The motor 31 based on the following formula
It can also be applied when determining the control signal Is for. In the formula, “C1” indicates a proportional gain and “C2” indicates a differential gain.

Is = C1 · e + C2 · de / dt Then, the deviation e set in S114 described above is
By applying to the first term and the second term "e" on the right side of the above equation, the above-described correction processing of the phase deviation acts on the control amount for the position deviation in the first term on the right side of the above equation, and It also affects the control amount for the speed deviation in the term. As a result, the stability of the control system can be maintained even when the correction processing of the phase deviation is performed.

Further, in the above-described embodiment, even when the correction processing of the phase deviation is executed, each map is set so that the steering direction of the steering wheel 10 and the steering directions of the steered wheels FW1 and FW2 coincide with each other. Although it is described as being designed, in order to cope with the case where the inappropriate second correction value S is set for some reason, between S114 and S116, as shown in FIG.
It is also possible to execute the processing shown in.

In FIG. 13, S115 following S114.
At A, the sign of the deviation e corresponding to the turning direction of the steered wheels FW1 and FW2, and dθ indicating the steering direction of the steering wheel 10.
Compare the code with h / dt, and if they are the same code, they will move in the same direction, and in this case, "Yes"
If so, the process directly proceeds to S116. On the other hand, S
When it is determined to be "No" at 115A, the steering wheel 10 and the steered wheels FW1 and FW1 are in a situation in which the directions are opposite to each other. In this case, the process proceeds to S115B to set the second correction value S = 0, and the phase deviation is not corrected in this routine. That is, the deviation e in S114 is set again as the second correction value S = 0. By adding S115A and S115B as described above, the correction of the phase deviation can be interrupted when the inappropriate second correction value S is set, and the correction processing of the phase deviation continues again after the next routine. To be done.

Further, in the above-described embodiment, description has been made on the assumption that a phase deviation occurs during control due to the following delay of the motor 31 or the like. However, such a phase deviation is caused by turning off the ignition switch. It may also occur when the steering wheel 10 is operated later. In such a case, for example, the actual turning angles of the turning wheels FW1 and FW2 are estimated based on the difference between the wheel speeds of the left and right turning wheels FW1 and FW2, and the estimated turning angle and the output angle θp are calculated. The above-mentioned correction process may be executed with the difference of 1 as the phase deviation.

[0067]

As described above, according to the vehicle steering control device according to each of the claims, when the phase deviation occurs, the first correction amount is set so that the phase deviation remains. 1 correction means and second for reducing this phase deviation
A configuration including a second correction unit that sets a correction amount is adopted. Therefore, even when a phase deviation occurs, it is possible to appropriately set under what circumstances and how much correction processing is to be performed, and therefore, in a situation in which the driver is less likely to feel uncomfortable steering. It is possible to carry out the correction processing of the phase deviation.

[Brief description of drawings]

FIG. 1 is a block diagram showing a configuration of a vehicle steering control device according to the present embodiment.

FIG. 2 is a flowchart showing a process executed by a steering control device.

FIG. 3 is a map defining a relationship between a vehicle speed V and a transmission ratio G.

FIG. 4 is a flowchart showing a process of setting a second correction value S.

5 is a map defining a relationship between a steering speed Δθh / Δt and a second correction value S. FIG.

FIG. 6 is an explanatory diagram showing a situation where a phase deviation is corrected.

FIG. 7 is a map defining a relationship between a steering speed Δθh / Δt and a second correction value S.

FIG. 8 is a map defining a relationship between a steering speed Δθh / Δt and a second correction value S.

9A and 9B are steering speeds Δθh /
A map defining the relationship between Δt and the gain coefficient k, (c)
Is a map that defines the steering speed Δθh / Δt second correction value S.

10A and 10B are first correction values | Δθ, respectively.
6 is a map that defines the relationship between p | and a gain coefficient k.

11A and 11B are first correction values | Δθ, respectively.
6 is a map that defines the relationship between p | and a gain coefficient k.

12A and 12B are maps defining the relationship between the vehicle speed V and the gain coefficient k.

FIG. 13 is a flowchart showing another embodiment.

[Explanation of Codes] 10 ... Steering handle, 20 ... Input shaft, 30 ... Transmission ratio variable mechanism, 31 ... Motor (actuator), 40 ... Output shaft, 70 ... Steering control device.

─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Masahiko Shindo 1 Toyota-cho, Toyota-shi, Aichi Toyota Motor Corporation (56) References JP-A-6-1254 (JP, A) JP-A-11-78945 (JP, A) JP 62-20755 (JP, A) JP 4-283168 (JP, A) JP 4-118382 (JP, A) (58) Fields investigated (Int. Cl. ⁷⁾ , DB name) B62D 6/00-6/06 B62D 5/04

Claims (7)

(57) [Claims] 1. A vehicle steering control device comprising a transmission ratio variable mechanism capable of changing a transmission ratio between a steering angle of a steering wheel and a steered angle of steered wheels, wherein the transmission variable mechanism is driven. An actuator and a control unit that controls the operation of the actuator are provided, and the control unit temporarily sets a turning angle target value that is a target value of the turning angle, while setting a main control amount for the actuator. a control amount setting means, wherein when the neutral position of the steering wheel and the neutral position of the steered wheels is different phase deviation occurs, the so that is left of this phase deviation, the steering angle target provisionally set A first correction unit that sets a first correction amount that corrects a value; and a second correction unit that sets a second correction amount that reduces the first correction amount so as to reduce the phase deviation, Control amount setting The means sets a turning angle target value that is a target value of the turning angle based on a deviation between the temporarily set turning angle target value and the first correction amount reduced by the second correction means. A vehicle steering control device, wherein a main control amount for the actuator is set based on a deviation between the calculated turning angle target value and the turning angle of the turning wheels. 2. The vehicle steering control device according to claim 1, wherein the second correction means sets the second correction amount based on a steering speed of a steering wheel. 3. The vehicle steering control device according to claim 1, wherein the second correction means sets the second correction amount based on the magnitude of the phase deviation. 4. The vehicle steering control device according to claim 1, wherein the second correction means sets the second correction amount based on a vehicle speed. 5. The method according to claim 2, 3 or 4, wherein the processing of the second correction means is restricted when a value which becomes a basis for setting the second correction amount becomes larger than a predetermined value. Vehicle steering control device. 6. The method according to claim 2, 3 or 4, wherein when the value used as a basis for setting the second correction amount becomes smaller than a predetermined value, the processing of the second correction means is restricted. Vehicle steering control device. 7. The main control amount set by the control amount setting means includes a control amount for controlling an operating position of the actuator and a control amount for controlling an operating speed of the actuator, The correction means sets the first correction amount so that the respective deviations of the operation position and the operation speed remain, and the second correction amount is set.
The vehicle steering control device according to claim 1, wherein the correction means sets the second correction value so as to reduce each deviation between the operating position and the operating speed.