JP4202357B2 - Vehicle steering system - Google Patents

Description

  The present invention relates to a vehicle steering apparatus that steers a vehicle, and more particularly to a vehicle steering apparatus configured to steer a wheel by adding a rotation angle of a sub steering mechanism to a steering angle by a driver's steering.

There has already been disclosed a vehicle steering apparatus that includes an auxiliary steering mechanism that performs interventional steering for correcting the steering operation of the driver or changes the transmission ratio between the steering angle of the driver and the turning angle of the wheel. Yes. (For example, see Patent Document 1)
In such a conventional apparatus, the auxiliary steering mechanism is provided with a drive motor, and the rotation angle of the drive motor is added to the steering angle of the driver via the gear mechanism, and the actual steering angle for turning the wheel. It becomes. Control of the drive motor is performed in accordance with the traveling speed of the vehicle, the steering angle of the driver, etc., and control is performed to vary the transmission ratio from the steering angle of the driver to the actual steering angle.

At this time, the drive motor is controlled such that the rotation angle of the drive motor detected by the motor rotation angle sensor coincides with the target motor rotation angle calculated from the traveling speed of the vehicle and the steering angle of the driver. However, in the conventional device that performs such angle control, when the motor rotation angle is slowly changed at a constant speed, due to the influence of the resolution of the motor rotation angle sensor, the friction torque of the members constituting the auxiliary steering mechanism, and the like, There has been a problem that the motor rotation angle is likely to change stepwise.

  Therefore, a conventional apparatus has been proposed in which the drive motor is controlled so that the rotational speed of the drive motor detected by the motor rotational speed sensor coincides with the target motor rotational speed to solve the above problem. (For example, see Patent Document 2)

Japanese Patent Laid-Open No. 2001-48027 (pages 2-5, FIGS. 1-7) Japanese Patent No. 3344463 (pages 2-4, FIGS. 1-7)

  However, in the conventional apparatus as described above, the drive motor is speed-controlled in order to solve the problem that the motor rotation angle is likely to change stepwise. However, the target motor speed and the actual motor speed are controlled by the speed control error. If a deviation occurs, the deviation accumulates as a motor rotation angle error. For this reason, a steady deviation occurs between the steering angle steered by the driver and the actual steering angle, and a typical problem is that the neutral point of the steering wheel and the neutral point of the actual steering angle are not matched.

  A vehicle steering apparatus according to the present invention is a vehicle steering apparatus that steers a wheel of a vehicle by adding a rotation angle from a sub steering mechanism to a steering angle of a steering wheel driven by a driver. Target calculation means for calculating the target rotation angle and target rotation speed of the sub steering mechanism according to the steering state of the driver, rotation angle detection means for detecting the rotation angle of the sub steering mechanism, and rotation of the sub steering mechanism A target for correcting the target rotational speed calculated by the target calculating means according to the rotational speed detecting means for detecting the speed, the target rotational angle calculated by the target calculating means and the rotational angle detected by the rotational angle detecting means. The rotation speed correction means and the rotation speed of the auxiliary steering mechanism are adjusted so that the rotation speed detected by the rotation speed detection means matches the target rotation speed corrected by the target rotation speed correction means. Control means for controlling the speed, and the target rotational speed correction means, when there is a deviation between the target rotation angle calculated by the target calculation means and the rotation angle detected by the rotation angle detection means, The target rotational speed is corrected in the direction in which the deviation decreases.

  In the vehicle steering apparatus according to the present invention, the target rotation speed correction means may be configured to perform a predetermined target rotation on a deviation between the target rotation angle calculated by the target calculation means and the rotation angle detected by the rotation angle detection means. A value obtained by multiplying the speed correction gain is added to the target rotation speed calculated by the target calculation means and output as a correction result of the target rotation speed.

  In the vehicle steering apparatus according to the present invention, the target rotational speed correction means may be configured to correct a predetermined target rotational speed to a deviation between the target rotational angle calculated by the target calculation means and the rotational angle detected by the rotational angle detection means. A value multiplied by the gain is limited by a predetermined upper and lower limit value, added to the target rotation speed calculated by the target calculation means, and output as a correction result of the target rotation speed.

  Further, in the vehicle steering apparatus according to the present invention, the target rotation speed correction means is configured to detect a deviation between a target rotation angle calculated by the target calculation means and a rotation angle detected by the rotation angle detection means, and the target calculation means. The target rotational speed correction gain is determined based on the calculated target rotational speed.

  The vehicle steering apparatus according to the present invention is a vehicle steering apparatus that steers a wheel of a vehicle by adding a rotation angle of a sub steering mechanism to a steering wheel steering angle by a driver's steering, and the traveling state of the vehicle And target calculation means for calculating the target actual steering angle for turning the wheel and the target rotational speed of the auxiliary steering mechanism according to the steering state of the driver, and actual steering angle detection means for detecting the actual steering angle A rotation speed detecting means for detecting a rotation speed of the auxiliary steering mechanism, a target actual steering angle calculated by the target calculating means, and an actual steering angle detected by the actual steering angle detecting means. Target rotational speed correction means for correcting the target rotational speed calculated in step (i), and the auxiliary steering so that the rotational speed detected by the rotational speed detection means matches the target rotational speed corrected by the target rotational speed correction means. Control means for performing rotational speed control of the structure, and the target rotational speed correction means is a deviation between a target actual steering angle calculated by the target calculation means and an actual steering angle detected by the actual steering angle detection means. If there is, the target rotational speed is corrected in the direction in which the deviation decreases.

  Further, in the vehicle steering apparatus according to the present invention, the target rotational speed correction means is set to a deviation between the target actual steering angle calculated by the target calculation means and the actual steering angle detected by the actual steering angle detection means. A value obtained by multiplying a predetermined target rotation speed correction gain is added to the target rotation speed calculated by the target calculation means and output as a correction result of the target rotation speed.

  Furthermore, in the vehicle steering apparatus according to the present invention, the target rotational speed correction means is set to a deviation between the target actual steering angle calculated by the target calculation means and the actual steering angle detected by the actual steering angle detection means. The value multiplied by a predetermined target rotational speed correction gain is limited by a predetermined upper and lower limit value, added to the target rotational speed calculated by the target calculation means, and output as a correction result of the target rotational speed. is there.

  Further, in the vehicle steering apparatus according to the present invention, the target rotational speed correction means is a deviation between the target actual steering angle calculated by the target calculation means and the actual steering angle detected by the actual steering angle detection means, The target rotation speed correction gain is determined based on the target rotation speed calculated by the target calculation means.

  According to the vehicle steering apparatus of the present invention, the target rotational speed is corrected in accordance with the deviation between the target rotational angle of the drive motor and the actual rotational angle. Therefore, the deviation between the target rotational speed and the actual rotational speed is used as the rotational angle. Even if it starts to accumulate, the target rotation speed is corrected and the motor is controlled so that the target rotation angle matches the actual rotation angle, the motor rotation angle becomes the intended one, and the neutral point of the steering wheel and the neutral point of the actual steering angle also match High precision control is possible.

  According to the vehicle steering apparatus of the present invention, a value obtained by multiplying the deviation between the target rotation angle and the rotation angle detected by the rotation angle detection means by a predetermined target rotation speed correction gain is used as the target calculation means. Is added to the calculated target rotational speed and output as the correction result of the target rotational speed, so that more accurate control is possible.

  Further, according to the vehicle steering apparatus of the present invention, since the correction upper and lower limit values when changing the target rotational speed correction gain are provided, it is possible to prevent the target rotational speed from being excessively corrected and to drive the drive motor rapidly. The operation can be prevented, and the uncomfortable feeling of steering can be suppressed.

According to the vehicle steering apparatus of the present invention, the deviation between the target rotation angle calculated by the target calculation means and the rotation angle detected by the rotation angle detection means, and the target rotation speed calculated by the target calculation means Since the target rotational speed correction gain is determined, it is possible to prevent the target rotational speed from being corrected when the deviation between the target rotational angle and the actual rotational angle is different from the sign of the target rotational speed. The steering direction of the steering wheel and the steering direction of the wheels can be made to coincide with each other, and the uncomfortable feeling of steering can be suppressed.

  Furthermore, according to the vehicle steering apparatus of the present invention, the target rotational speed is corrected in accordance with the deviation between the target actual steering angle and the actual actual steering angle. Even if the deviation starts to accumulate as the actual steering angle, the target rotation speed is corrected and the motor is controlled so that the target actual steering angle matches the actual actual steering angle. The neutral point and the neutral point of the actual steering angle can be matched more accurately.

  According to the vehicle steering apparatus of the present invention, the predetermined target rotational speed correction gain is added to the deviation between the target actual steering angle calculated by the target calculating means and the actual steering angle detected by the actual steering angle detecting means. Since the multiplied value is added to the target rotation speed calculated by the target calculation means and output as the correction result of the target rotation speed, more accurate control is possible.

  Furthermore, according to the vehicle steering apparatus of the present invention, since the correction upper and lower limit values for changing the target rotational speed correction gain are provided, it is possible to prevent the target rotational speed from being excessively corrected, A sudden movement can be prevented, and a feeling of steering discomfort can be suppressed.

  According to the vehicle steering apparatus of the present invention, the deviation between the target actual steering angle calculated by the target calculating means and the actual steering angle detected by the actual steering angle detecting means is calculated by the target calculating means. Since the target rotational speed correction gain is determined based on the target rotational speed, the target rotational speed is not corrected when the difference between the target actual steering angle and the actual actual steering angle is different from the sign of the target rotational speed. This makes it possible to match the steering direction of the steering wheel with the turning direction of the wheels, thereby suppressing a feeling of steering discomfort.

Embodiment 1
FIG. 1 is a block diagram showing a vehicle steering apparatus according to Embodiment 1 of the present invention. In FIG. 1, the input side steering shaft 20 connected to the handle 10 and the output side steering shaft 50 connected to the wheels 70 and 80 of the vehicle via the rack and pinion mechanism 60 are connected by the sub steering mechanism 40. Has been.

  A steering angle sensor 30 for detecting the steering angle of the driver is installed on the input side steering shaft 20. The sub steering mechanism 40 includes a drive motor 41, a motor rotation angle sensor 42 as a rotation angle detection means for detecting the rotation angle of the drive motor 41, and a gear mechanism 43. The rotation angle of the input side steering shaft 20, that is, The rotation angle of the drive motor 41 is added to the steering angle by the steering of the driver via the gear mechanism 43, and becomes the rotation angle of the output side steering shaft 50, that is, the actual steering angle for turning the wheels 70 and 80. It is configured as follows.

  The control device 100 inputs detection signals from the steering angle sensor 30, the motor rotation angle sensor 42, and the vehicle speed sensor 200, and controls the drive motor 41 based on these signals.

  FIG. 2 is a configuration diagram of the control device 100. In FIG. 2, the control device 100 includes a transmission ratio setting unit 110, a target rotation speed correction unit 120, a compensator 130, and differentiators 140 and 150. FIG. 3 is a configuration diagram illustrating details of the transmission ratio setting unit 110, and FIG. 4 is an explanatory diagram illustrating details of the target rotation speed correction unit 120.

Next, the operation will be described. First, as shown in FIG. 3, the transmission ratio setting unit 110 shows a relationship between the vehicle speed V and the transmission ratio Gstr (transmission ratio Gstr = rotation angle of the output-side steering shaft 50 / rotation angle of the input-side steering shaft 20). The transmission ratio Gstr corresponding to the vehicle speed V detected by the vehicle speed sensor 200 is output. Then, 1 that is the steering amount of the driver is subtracted from the transmission ratio Gstr, and further multiplied by the gear ratio Ggear (gear ratio Ggear = rotation angle of the drive motor 41 / rotation angle of the output-side steering shaft 50) to obtain the drive motor rotation angle. Output as converted transmission ratio Gmtr.
It should be noted that the map obtained by subtracting 1 which is the steering amount of the driver and multiplying by the gear ratio Ggear is provided as the map so that the output of the map becomes the transmission ratio Gmtr converted to the drive motor rotation angle. good.

  Next, in the control device 100, as shown in FIG. 2, the transmission ratio Gmtr set by the transmission ratio setting unit 110 and the steering angle θh detected by the steering angle sensor 30 are input to the differentiator 140 and detected by ωh. Thus, the target rotational speed ωm_tag of the drive motor 41 is calculated as ωm_tag = Gmtr · ωh. Further, the target rotation angle θm_tag indicating the target rotation position of the drive motor 41 based on the transmission ratio Gmtr set by the transmission ratio setting unit 110 and the steering angle θh detected by the steering angle sensor 30 is expressed as θm_tag = Gmtr · θh. Calculated. The configuration mainly including the transmission ratio setting unit 110 and the differentiator 140 constitutes a target calculation unit.

  The target rotational speed correcting unit 120 as the target rotational speed correcting means corrects the target rotational speed ωm_tag based on the target rotational angle θm_tag and the rotational angle θm detected by the motor rotational angle sensor 42. FIG. As shown in the figure, the deviation θe between the target rotation angle θm_tag and the rotation angle θm is multiplied by a predetermined target rotation speed correction gain Gh (in this case, a positive value) and added to the target rotation speed ωm_tag, and the corrected target rotation speed Output as ωm_tagh.

On the other hand, in the control device 100, the rotation angle θm detected by the motor rotation angle sensor 42 is input to the differentiator 150 and converted into the rotation speed ωm of the drive motor 41. The motor rotation angle sensor 42 and the differentiator 150 constitute rotation speed detection means for detecting the rotation speed of the auxiliary steering mechanism 40. Further, a deviation ωe (ωe = ωm_tagh−ωm) between the target rotational speed ωm_tagh output from the target rotational speed correction unit 120 and the rotational speed ωm of the drive motor 41 output from the differentiator 150 is input to the compensator 130. Is done. The compensator 130 operates as control means for controlling the rotational speed of the drive motor 41, and controls the drive motor by determining the control signal Im by, for example, PID control so that the deviation ωe is reduced.

  Thus, in the first embodiment, the motor speed control is performed, but the target rotation speed is corrected according to the deviation between the target rotation angle of the drive motor and the actual rotation angle. For this reason, even if the deviation between the target rotational speed and the actual rotational speed starts to accumulate as the rotational angle, the target rotational speed is corrected and the motor is controlled so that the target rotational angle matches the actual rotational angle. The angle is intended, and the neutral point of the steering wheel and the neutral point of the actual steering angle coincide.

Embodiment 2
Next, a second embodiment will be described. FIG. 5 is a block diagram showing a vehicle steering apparatus according to Embodiment 2 of the present invention. In the drawings relating to the second embodiment, the same elements as those in the first embodiment are denoted by the same reference numerals, and the description thereof is omitted. In FIG. 5, the output side steering shaft 50 is provided with an actual steering angle sensor 51 for detecting the rotation angle thereof, that is, the actual steering angle for turning the wheels 70 and 80. The control device 101 also receives detection signals from the steering angle sensor 30, the motor rotation angle sensor 42, the vehicle speed sensor 200, and the actual steering angle sensor 51, and controls the drive motor 41 based on these signals.

  FIG. 6 is a configuration diagram of the control device 101. In FIG. 6, the control device 101 includes a transmission ratio setting unit 111, a target rotation speed correction unit 121, a compensator 130, and differentiators 140 and 150. 7 is a configuration diagram showing details of the transmission ratio setting unit 111, and FIG. 8 is a configuration diagram showing details of the target rotation speed correction unit 121.

  Next, the operation will be described. First, as shown in FIG. 7, the transmission ratio setting unit 111 inputs the vehicle speed V and outputs the transmission ratio Gmtr in terms of drive motor rotation angle, as in FIG. 3 of the first embodiment. In the second embodiment, Gstr (that is, transmission ratio Gstr = rotation angle of the output-side steering shaft 50 / rotation angle of the input-side steering shaft 20) that is a transmission ratio between the steering angle of the driver and the actual steering angle is further output. .

  Next, as shown in FIG. 6, the control device 101 calculates the target rotational speed ωm_tag as in FIG. 2 of the first embodiment. In the second embodiment, the transmission ratio setting unit 111 further performs the calculation. Based on the set transmission ratio Gstr and the steering angle θh detected by the steering angle sensor 30, the target actual steering angle θs_tag is calculated as θs_tag = Gstr · θh. This calculation result is input to the target rotation speed correction unit 121. The configuration mainly composed of the transmission ratio setting unit 111 and the differentiator 140 constitutes a target calculation means.

The target rotation speed correction unit 121 as the target rotation speed correction means calculates the target rotation speed ωm_tag based on the target actual steering angle θs_tag and the actual steering angle θs detected by the actual steering angle sensor 51 as the actual steering angle detection means. As shown in FIG. 8, the target rotational speed is obtained by multiplying the deviation θe between the target actual steering angle θs_tag and the actual steering angle θs by a predetermined target rotational speed correction gain Gh (in this case, a positive value). Add to ωm_tag and output as the corrected target rotational speed ωm_tagh.
The subsequent processing of the control device 101 is the same as that of the first embodiment.

  Thus, in the second embodiment, the motor speed control is performed, but the target rotational speed is corrected according to the deviation between the target actual steering angle and the actual steering angle. For this reason, even if the deviation between the target rotational speed of the drive motor and the actual rotational speed starts to accumulate as the actual steering angle, the target rotational speed is corrected and the motor is controlled so that the target actual steering angle and the actual steering angle coincide. Therefore, the actual steering angle is intended, and the neutral point of the steering wheel and the neutral point of the actual steering angle are more accurately matched.

Embodiment 3
Next, Embodiment 3 will be described. The third embodiment is different from the first embodiment only in the target rotational speed correction unit. FIG. 9 is a configuration diagram illustrating details of the target rotation speed correction unit 122 according to the third embodiment.

  As shown in FIG. 9, the target rotational speed correction unit 122 according to the third embodiment multiplies the deviation θe between the target rotational angle θm_tag and the rotational angle θm by the target rotational speed correction gain Gh and adds the target rotational speed ωm_tag. This is output as a corrected target rotational speed ωm_tagh. However, the target rotational speed correction gain Gh is set based on the deviation θe and the target rotational speed ωm_tag, and this point is different from the first embodiment.

  In the third embodiment, as shown in FIG. 9, a deviation θe is input to a target rotation speed correction gain map, and a target rotation speed correction gain Gh corresponding to the deviation θe is determined using the map. However, the map to be used differs depending on whether the target rotation angle θm_tag is positive or negative. When the target rotation angle θm_tag is positive and the deviation θe is positive, the target rotation speed correction gain Gh is a positive value. When the target rotation angle θm_tag is positive and the deviation θe is negative, the target rotation speed correction gain Gh is 0. When the target rotation angle θm_tag is negative and the deviation θe is positive, the target rotation speed correction gain Gh is 0. When the target rotation angle θm_tag is negative and the deviation θe is negative, the target rotation speed correction gain is positive. Value. That is, when the sign of the target rotational speed ωm_tag and the deviation θe is the same, the target rotational speed correction gain Gh is a positive value, and when the sign of the target rotational speed ωm_tag and the deviation θe is different, the target rotational speed correction gain Gh is 0. Become. The reason why the target rotational speed correction gain is set in this way will be described below.

  Regardless of the sign of the deviation θe and the target rotational speed ωm_tag, when the target rotational speed correction gain Gh is always set to a positive value, the steering wheel is suddenly turned back as shown in FIG. When a follow-up delay of the rotation angle θm with respect to the angle θm_tag occurs, a phenomenon occurs in which the change direction of the target rotation angle θm_tag does not match the change direction of the rotation angle θm. Even if the target rotation angle θm_tag changes from increase to decrease, that is, even if the sign of the target rotation speed ωm_tag changes, until the target rotation angle θm_tag and the rotation angle θm match, This is because the target rotation speed correction unit corrects the target rotation speed in the direction in which the rotation speed θm increases. As a result, the steering direction of the steering wheel and the steering direction of the wheels do not match, and the driver may feel uncomfortable with steering.

  On the other hand, if the sign of the deviation θe and the target rotational speed ωm_tag is different, if the target rotational speed correction gain Gh is set to 0, the deviation θe when the target rotational angle θm_tag changes from increasing to decreasing. Since the sign of the target rotational speed ωm_tag differs from that of the target rotational speed, the target rotational speed is not substantially corrected, and the target rotational speed ωm_tagh after correction is obtained by differentiating the target rotational angle θm_tag with the differentiator 140. The For this reason, as shown in FIG. 11, even if a follow-up delay of the rotation angle θm with respect to the target rotation angle θm_tag occurs in the same sudden turning operation as described above, the change direction of the target rotation angle θm_tag and the change of the rotation angle θm The direction always matches. As a result, the steering direction of the steering wheel and the steering direction of the wheels always coincide with each other, so that the driver does not feel uncomfortable with steering.

  In the third embodiment, the deviation between the target rotation angle and the rotation angle is used. However, similar to the second embodiment, the same effect can be obtained by using the deviation between the target actual steering angle and the actual steering angle.

  In the third embodiment, the target rotational speed correction gain is obtained from the map. However, the present invention is not limited to this. For example, whether the sign of the target rotational angle and the deviation of the rotational angle is the same as the sign of the target rotational speed. The target rotation speed correction gain may be determined based on the result of comparison.

  In the first to third embodiments, the target rotation speed correction unit detects a deviation between the target rotation angle and the rotation angle detected by the motor rotation angle sensor, or the target actual steering angle and the actual steering angle detected by the actual steering angle sensor. Is multiplied by the target rotational speed correction gain and added to the target rotational speed to obtain the corrected target rotational speed. After the target rotational speed correction gain is multiplied by the deviation, the upper and lower limit values are limited by a limiter. In addition, if it is added to the target rotational speed, it is possible to prevent the target rotational speed from being excessively corrected. For example, even when the deviation becomes large, a sudden operation of the drive motor is prevented. be able to. If the upper and lower limit values are set based on the target rotational speed before correction (for example, 0 to 50% of the target rotational speed before correction), the degree of correction can be more accurately limited. The same applies when the upper and lower limits are limited by the limiter and then multiplied by the target rotational speed correction gain.

  In the first to third embodiments, the target rotation speed correction unit detects a deviation between the target rotation angle and the rotation angle detected by the motor rotation angle sensor, or the target actual steering angle and the actual steering angle detected by the actual steering angle sensor. Is multiplied by the target rotational speed correction gain and added to the target rotational speed to obtain the corrected target rotational speed. The target rotational angle and the rotational angle detected by the motor rotational angle sensor, or target actual steering The same applies when the target rotational speed correction gain is multiplied by each of the angle and the actual steering angle detected by the actual steering angle sensor and the deviation is added to the target rotational speed.

It is a block diagram of the steering device in Embodiment 1 of this invention. It is a block diagram of the control apparatus 100 in Embodiment 1 of this invention. It is a block diagram of the transmission ratio setting part 110 in Embodiment 1 of this invention. It is a block diagram of the target rotational speed correction | amendment part 120 in Embodiment 1 of this invention. It is a whole block diagram of the steering device in Embodiment 2 of this invention. It is a block diagram of the control apparatus 101 in Embodiment 2 of this invention. It is a block diagram of the transmission ratio setting part 111 in Embodiment 2 of this invention. It is a block diagram of the target rotational speed correction | amendment part 121 in Embodiment 2 of this invention. It is a block diagram of the target rotational speed correction | amendment part 122 in Embodiment 3 of this invention. It is explanatory drawing of the steering device in Embodiment 3 of this invention. It is explanatory drawing of the steering device in Embodiment 3 of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Handle 20 Input side steering shaft 30 Steering angle sensor 40 Sub steering mechanism 41 Drive motor 42 Motor rotation angle sensor 43 Gear mechanism 50 Output side steering shaft 60 Rack and pinion mechanism 70, 80 Wheels 100, 101 Control device 110, 111 Transmission ratio Setting unit 120, 121, 122 Target rotational speed correction unit 130 Compensator 140, 150 Differentiator 200 Vehicle speed sensor

Claims (8)

A vehicle steering apparatus for turning a wheel of a vehicle by adding a rotation angle from a sub steering mechanism to a steering angle of a steering wheel by a driver, wherein the steering wheel is turned according to a traveling state of the vehicle and a steering state of the driver. Target calculation means for calculating the target rotation angle and target rotation speed of the auxiliary steering mechanism, rotation angle detection means for detecting the rotation angle of the auxiliary steering mechanism, and rotation speed detection means for detecting the rotation speed of the auxiliary steering mechanism; A target rotational speed correcting means for correcting a target rotational speed calculated by the target calculating means according to a target rotational angle calculated by the target calculating means and a rotational angle detected by the rotational angle detecting means; and the rotational speed Control means for controlling the rotation speed of the auxiliary steering mechanism so that the rotation speed detected by the detection means matches the target rotation speed corrected by the target rotation speed correction means. The target rotation speed correction means is configured to reduce the deviation of the target rotation speed when there is a deviation between the target rotation angle calculated by the target calculation means and the rotation angle detected by the rotation angle detection means. A vehicle steering apparatus characterized by correcting the above. The target rotation speed correction means is a value obtained by multiplying a deviation between a target rotation angle calculated by the target calculation means and a rotation angle detected by the rotation angle detection means by a predetermined target rotation speed correction gain. The vehicle steering apparatus according to claim 1, wherein the vehicle steering device is added to the target rotation speed calculated by the calculation means and output as a correction result of the target rotation speed. The target rotational speed correction means has a predetermined upper and lower limit value obtained by multiplying a deviation between the target rotational angle calculated by the target arithmetic means and the rotational angle detected by the rotational angle detection means by a predetermined target rotational speed correction gain. The vehicle steering apparatus according to claim 2, wherein the vehicle steering device is added to the target rotation speed calculated by the target calculation means and output as a correction result of the target rotation speed. The target rotational speed correction means is configured to calculate the target rotational speed based on a deviation between a target rotational angle calculated by the target calculating means and a rotational angle detected by the rotational angle detecting means, and a target rotational speed calculated by the target calculating means. The vehicle steering apparatus according to claim 2 or 3, wherein a speed correction gain is determined. A steering apparatus for a vehicle that steers a vehicle wheel by adding a rotation angle of a sub steering mechanism to a steering angle of a steering wheel by a driver, wherein the wheel according to a traveling state of the vehicle and a steering state of the driver A target calculation means for calculating a target actual steering angle and a target rotational speed of the auxiliary steering mechanism, an actual steering angle detecting means for detecting the actual steering angle, and a rotational speed of the auxiliary steering mechanism. And a target rotation for correcting the target rotation speed calculated by the target calculation means according to the target actual steering angle calculated by the target calculation means and the actual steering angle detected by the actual steering angle detection means. And a speed correction means and a control means for controlling the rotation speed of the auxiliary steering mechanism so that the rotation speed detected by the rotation speed detection means matches the target rotation speed corrected by the target rotation speed correction means. The target rotational speed correcting means is arranged to reduce the deviation when there is a deviation between the target actual steering angle calculated by the target calculating means and the actual steering angle detected by the actual steering angle detecting means. A vehicle steering apparatus that corrects the target rotational speed. The target rotational speed correcting means is a value obtained by multiplying a deviation between a target actual steering angle calculated by the target calculating means and an actual steering angle detected by the actual steering angle detecting means by a predetermined target rotational speed correction gain. The vehicle steering apparatus according to claim 5, wherein the value is added to the target rotation speed calculated by the target calculation means and output as a correction result of the target rotation speed. The target rotational speed correcting means is a value obtained by multiplying a deviation between a target actual steering angle calculated by the target calculating means and an actual steering angle detected by the actual steering angle detecting means by a predetermined target rotational speed correction gain. The vehicle steering apparatus according to claim 6, wherein the value is limited by a predetermined upper and lower limit value, added to the target rotational speed calculated by the target calculation means, and output as a correction result of the target rotational speed. The target rotational speed correcting means is based on a deviation between a target actual steering angle calculated by the target calculating means and an actual steering angle detected by the actual steering angle detecting means, and a target rotational speed calculated by the target calculating means. The vehicle steering apparatus according to claim 6 or 7, wherein the target rotational speed correction gain is determined.

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