JP4996956B2 - Steering characteristic control device - Google Patents

Description

  The present invention relates to a steering characteristic control device that controls steering characteristics (characteristics of the relationship of steering torque with respect to a steering angle) by a steering wheel in a vehicle that employs a strut suspension as a front suspension.

Some vehicles employ a strut suspension (McPherson strut suspension) as a front suspension. The shock absorbers connected to the left and right knuckles are connected by a stabilizer.
In recent years, development of a technique for controlling the torsional force of a stabilizer by an electric actuator has been advanced (for example, see Patent Document 1). According to this technique, by controlling the torsional force of the stabilizer, an appropriate roll moment can be applied from the outside during the turning of the vehicle, and the roll motion of the vehicle body can be suppressed.
JP 2004-314947 A

  By the way, the directions of the left and right knuckles change according to the steering of the steering wheel. As a result, the twisting force of the stabilizer changes. As is well known, the torsional force of the stabilizer is a restoring force that is generated when the stabilizer is twisted, and is also called a stabilizer reaction force. This twisting force varies depending on the “spring characteristics” of the stabilizer. The spring characteristic (spring rate) of the stabilizer is the relationship between the torsional load applied to the stabilizer and the resulting deflection of the stabilizer.

  The steering torque of the steering wheel also changes according to the change in the twisting force of the stabilizer. That is, the torsional force of the stabilizer increases according to the steering angle of the steering wheel, and as a result, the steering torque also increases. On the other hand, in order to always optimize the steering characteristics by the steering wheel, it is preferable to suppress the steering torque that increases in accordance with the torsional force.

  An object of the present invention is to provide a technique that can always optimize the steering characteristics of a steering wheel in a vehicle that employs a strut suspension as a front suspension.

The invention according to claim 1 includes a stabilizer electric actuator that connects one end of a stabilizer to a shock absorber of a strut suspension that supports a steering wheel, and adjusts a spring characteristic of the stabilizer, and increases from 0 to a predetermined value. By adjusting the spring characteristics of the stabilizer with this stabilizer electric actuator so that the steering torque at the time is directly proportional to the torsional force of the stabilizer, the characteristic of the relationship of the steering torque with respect to the steering angle by the steering wheel becomes a linear characteristic. The steering characteristic control device is configured to adjust.

  The invention according to claim 2 further includes a control unit that controls the electric actuator for stabilizer according to claim 1, and the control unit receives the condition that the vehicle is traveling on rough terrain and the vehicle. When it is determined that one of the conditions that the lateral acceleration exceeds a reference value is satisfied, the electric actuator for the stabilizer is controlled so that the spring characteristic is a characteristic with a small amount of deformation per unit load. It is the structure.

  The invention according to claim 3 further includes a control unit that controls the electric actuator for stabilizer according to claim 1, wherein the control unit is configured to select a vehicle running condition from a plurality of preset control modes. The stabilizer electric actuator is controlled to adjust the spring characteristic of the stabilizer based on one control mode selected in accordance with the control mode.

According to the first aspect of the present invention, one end of a stabilizer is connected to a shock absorber of a strut suspension that supports a steering wheel. In the invention which concerns on Claim 1, the steering characteristic by a steering wheel can be adjusted by adjusting the spring characteristic of a stabilizer with the electric actuator for stabilizers.
For this reason, in a vehicle that employs a strut suspension as a front suspension, the steering characteristics (relationship of the steering torque with respect to the steering angle) by the steering wheel can be freely set. Therefore, the steering characteristics can always be optimized. For example, the steering electric characteristic can be freely adjusted by the stabilizer electric actuator adjusting the spring characteristic of the stabilizer in accordance with the steering angle of the steering wheel. In particular, in a region where the steering angle of the steering wheel is small, that is, a region where the torsion angle of the stabilizer is small, the steering torque relative to the steering angle is such that the steering torque when increasing from 0 to a predetermined value is directly proportional to the torsional force of the stabilizer . The relationship characteristics can be easily adjusted to linear characteristics.
Moreover, by controlling the spring characteristics of the stabilizer, an appropriate roll moment can be applied from the outside during the turning of the vehicle, and the roll motion of the vehicle body can be suppressed.

In the invention according to claim 2, the control unit satisfies one of (1) a condition that the vehicle is traveling on rough terrain and (2) a condition that the lateral acceleration received by the vehicle exceeds a reference value. When this is done, the stabilizer electric actuator is controlled so that the spring characteristic of the stabilizer is “a characteristic with a small amount of deformation per unit load”, that is, a characteristic that is difficult to deform.
For this reason, when the vehicle is traveling on rough terrain or when the vehicle receives a large lateral acceleration, that is, when the steering wheel operation is easily disturbed, the spring characteristic of the stabilizer can be made difficult to deform. . As a result, since the steering reaction force by the stabilizer increases, the steering torque of the steering wheel increases. Therefore, it is possible to suppress the steering operation in the traveling direction intended by the driver from being disturbed. For this reason, steering stability can be further improved.

In the invention according to claim 3, the control unit adjusts the spring characteristic of the stabilizer based on one control mode selected according to the traveling condition of the vehicle from a plurality of preset control modes. In addition, the electric actuator for the stabilizer is controlled.
For this reason, the spring characteristic of the stabilizer can be automatically set according to the traveling state of the vehicle. Therefore, the steering stability can be further enhanced regardless of the traveling state of the vehicle.

The best mode for carrying out the present invention will be described below with reference to the accompanying drawings. "Front", "Rear", "Left", "Right", "Up", "Down" follow the direction seen from the driver, Fr is front, Rr is rear, Le is left, Ri is right Indicates.
First, a first embodiment of the steering characteristic control device will be described with reference to FIGS.
FIG. 1 shows a vehicle 10 provided with a pair of left and right strut suspensions 20 (only the left suspension 20 is shown), a steering device 40 and a steering characteristic control device 50 according to the present invention.

Hereinafter, the left strut suspension 20 will be described. The right strut suspension 20 has the same configuration as the left, and a description thereof will be omitted.
The strut suspension 20 is employed as a front suspension, and includes a shock absorber 21 that also serves as a strut (support) and a coil spring 22. The upper end 21a of the shock absorber 21 is connected to a vehicle body (not shown). A lower end 21 c of the outer cylinder 21 b of the shock absorber 21 is fixed to the knuckle 31. The lower end 31 a of the knuckle 31 is connected to the vehicle body via the lower arm 32. A straight line KL passing through the upper end 21a of the shock absorber 21 and the lower end 31a of the knuckle 31 is referred to as a kingpin axis KL.

  The strut-type suspension 20 and the knuckle 31 can rotate left and right around the kingpin axis KL. As a result, the steering wheel 33 (front wheel 33) attached to the knuckle 31 can be steered about the kingpin axis KL.

  Incidentally, one end portion 23 a of a stabilizer 23 is connected to a shock absorber 21 in a strut suspension 20 that supports the steering wheel 33 (hereinafter simply referred to as “suspension 20”). More specifically, the outer cylinder 21b of the shock absorber 21 has, for example, a bracket 21d at a position near the center of the vehicle width and at a front position. The stabilizer 23 is a bar that is formed in a generally U shape in plan view, and is disposed below the bracket 21d. One end portion 23 a of the stabilizer 23 is connected to the bracket 21 d via the stabilizer link 24. The stabilizer link 24 is composed of an elongated bar. The stabilizer 23 is supported on the vehicle body via a support member 26.

  More specifically, the stabilizer 23 has a pair of left and right in the vehicle width direction. The ends of the left and right stabilizers 23 are connected to a stabilizer electric actuator 25 attached to the vehicle body. The stabilizer electric actuator 25 is driven to adjust the spring characteristics of the left and right stabilizers 23 and 23 individually. For example, the stabilizer electric actuator 25 individually adjusts the spring characteristics of the left and right stabilizers 23 and 23 as the built-in electric motor rotates.

The steering device 40 turns the left and right steering wheels 33 with the steering torque by the steering wheel 41.
More specifically, the steering device 40 includes a steering wheel 41, a torque transmission shaft 43 coupled to the steering shaft 42 of the steering wheel 41, and a rack shaft 45 coupled to the torque transmission shaft 43 via a rack and pinion mechanism 44. It consists of. The rack and pinion mechanism 44 is housed in a housing 47. The rack shaft 45 is connected to the knuckle arm 31 b of the knuckle 31 via a tie rod 48.

  Steering torque generated by steering the steering wheel 41 is transmitted to the knuckle 31 via the rack shaft 45, the tie rod 48, and the knuckle arm 31b. As a result, the steering wheel 33 is steered around the kingpin axis KL.

Here, the change of the strut suspension 20 and the change of the twisting force of the stabilizer 23 accompanying the steering of the steering wheel 41 will be described with reference to FIGS. FIG. 2 schematically shows a main part of FIG.
As shown in FIG. 1, the connection point between the upper end of the stabilizer link 24 and the bracket 21d is referred to as an upper connection point Pu. A connection point between the lower end portion of the stabilizer link 24 and the one end portion 23a of the stabilizer 23 is referred to as a lower connection point Pd. A straight line LL passing through the upper connection point Pu and the lower connection point Pd is referred to as a link axis LL.

  As shown in FIGS. 1 and 2, the upper connection point Pu can pivot about the kingpin axis KL. That is, the upper connection point Pu turns on the turning locus Tr. For example, when the steering wheel 41 is steered to the left by a desired angle, the upper coupling point Pu is displaced on the turning locus Tr to the point Pu1. Further, when the steering wheel 41 is steered to the right by a desired angle, the upper coupling point Pu is displaced on the turning locus Tr to the point Pu2.

  For this reason, the distance from the upper connection point Pu to the lower connection point Pd increases. The lower connection point Pd is lifted upward. As a result, the stabilizer 23 is twisted against its own elastic force. That is, the twisting force (stabilizer reaction force) of the stabilizer 23 changes. The steering torque of the steering wheel 41 also changes according to the change in the twisting force. That is, the twisting force of the stabilizer 23 increases according to the steering angle, and as a result, the steering torque also increases. On the other hand, in order to always optimize the steering characteristics by the steering wheel 41, it is preferable to suppress the steering torque that increases in accordance with the torsional force.

In contrast, the present invention is characterized in that a steering characteristic control device 50 having the following configuration is provided. FIG. 3 is a block diagram of the steering characteristic control device 50 of the present invention.
As shown in FIG. 3, the steering characteristic control device 50 includes a steering torque sensor 51, a vehicle speed sensor 52, a left suspension stroke sensor 53, a right suspension stroke sensor 54, a lateral acceleration sensor 55, a control unit 56, and an electric actuator for stabilizer. 25.

  As shown in FIGS. 1 and 3, the steering torque sensor 51 detects the steering torque applied to the steering handle 41. The vehicle speed sensor 52 detects the traveling speed of the vehicle 10. The left suspension stroke sensor 53 detects the stroke of the left shock absorber 21. The right suspension stroke sensor 54 detects the stroke of the right shock absorber 21 (not shown). The lateral acceleration sensor 55 detects lateral acceleration acting on the vehicle 10 from the side. The control unit 56 receives the signals of the sensors 51 to 55 and controls the stabilizer electric actuator 25.

Next, a control flow when the control unit 56 shown in FIG. 3 is a microcomputer will be described with reference to FIG. In the figure, STxx indicates a step number. Step numbers that are not specifically described proceed in numerical order. Hereinafter, a description will be given with reference to FIGS. 1 and 3.
FIG. 4 is a control flowchart of the control unit 56 shown in FIG. 3 and shows a control flow for controlling the stabilizer electric actuator 25.

ST01: Various data are read.
ST02: Check whether the vehicle 10 is traveling on rough terrain. If NO, the process proceeds to ST03. If YES, the process proceeds to ST04. For example, the difference between the strokes of the left and right shock absorbers 21 and 21 detected by the left and right suspension stroke sensors 53 and 54 is calculated, and the number of times that the difference between the strokes exceeds a predetermined reference difference (actual occurrence number) When the actual number of occurrences exceeds a predetermined reference number within a predetermined time, it is determined that the vehicle is traveling on rough terrain.

  ST03: Check whether the lateral acceleration AL detected by the lateral acceleration sensor 55 exceeds a predetermined reference lateral acceleration As (reference value As). If YES, the process proceeds to ST04, and if NO, the process proceeds to ST05.

  ST04: The target drive current Isc value of the stabilizer electric actuator 25 is set to the hard reference current IsH. The hard reference current IsH is set to a value for driving and controlling the stabilizer electric actuator 25 so as to increase the twisting force of the stabilizer 23. In other words, the hard reference current IsH is set to a value that drives and controls the stabilizer electric actuator 25 so that the spring characteristic of the stabilizer 23 is “a characteristic with a small amount of deformation per unit load”, that is, a characteristic that hardly deforms. ing.

  ST05: The value of the target drive current Isc of the stabilizer electric actuator 25 is set to the soft reference current IsL. The soft reference current IsL is set to a value for driving and controlling the stabilizer electric actuator 25 so as to reduce the twisting force of the stabilizer 23, and is smaller than the hard reference current IsH.

  ST06: After controlling the stabilizer electric actuator 25 with the value of the target drive current Isc, the control by this control flow is terminated.

  As is apparent from the above description, the control unit 56 of the first embodiment determines that the vehicle 10 is traveling on rough terrain (ST02) and the lateral acceleration AL received by the vehicle 10 exceeds the reference value As. When it is determined that one of the conditions (ST03) is satisfied, the spring characteristic is set to “a characteristic with a small amount of deformation per unit load”, that is, a characteristic that is difficult to deform (ST04). The electric actuator 25 is controlled (ST06).

  For this reason, when the vehicle 10 is traveling on rough terrain or when the vehicle 10 is subjected to a large lateral acceleration, that is, when the steering wheel operation is likely to be disturbed, the spring characteristics of the stabilizer 23 are made difficult to deform. be able to. As a result, since the steering reaction force by the stabilizer 23 increases, the steering torque of the steering wheel 41 increases. Therefore, it is possible to suppress the steering operation in the traveling direction intended by the driver from being disturbed. For this reason, steering stability can be further improved.

Next, the control part 56 in the modification of 1st Example is demonstrated based on FIG.
FIG. 5 is a control flowchart of a modification of the control unit 56 shown in FIG. 3 and shows a control flow for controlling the stabilizer electric actuator 25.

ST11: Various data are read.
ST12: One of a plurality of control modes is selected and switched according to the running condition determined based on various data. For example, if it is determined that the first traveling condition is applicable, the process proceeds to ST13. If it is determined that the second traveling condition is applicable, the process proceeds to ST14. If it is determined that the third traveling condition is applicable, the process proceeds to ST15.
ST13: A predetermined first control mode is selected.
ST14: A predetermined second control mode is selected.
ST15: A predetermined third control mode is selected.
ST16: Based on the selected control mode, the target drive current Isc of the stabilizer electric actuator 25 is set.
ST17: After controlling the stabilizer electric actuator 25 with the value of the target drive current Isc, the control by this control flow is terminated.

  As is clear from the above description, the control unit 56 of the modification automatically selects one control mode from a plurality of preset control modes according to the traveling condition of the vehicle 10 (ST12). To ST15), based on the selected one control mode, the stabilizer electric actuator 25 is controlled to adjust the spring characteristic of the stabilizer 23 (ST16) (ST17).

  For this reason, the spring characteristic of the stabilizer 23 can be automatically set according to the traveling state of the vehicle 10. Therefore, the steering stability can be further enhanced regardless of the traveling state of the vehicle 10.

  FIGS. 6A to 6C are graphs showing the relationship between the reaction force of the stabilizer and the steering torque obtained by executing the control flow shown in FIG. In (a) to (c), the horizontal axis is the reaction force of the stabilizer 23 and the vertical axis is the necessary steering torque by the steering wheel 41, and the relationship between the reaction force and the steering torque is represented.

(A) shows the result of the control unit 56 controlling the stabilizer electric actuator 25 based on the first control mode selected in ST13 shown in FIG.
(B) shows the result of the control unit 56 controlling the stabilizer electric actuator 25 based on the second control mode selected in ST14 shown in FIG.
(C) shows the result of the control unit 56 controlling the stabilizer electric actuator 25 based on the third control mode selected in ST15 shown in FIG.

  The above description is summarized as follows. In the first embodiment and the modification, one end portion 23 a of the stabilizer 23 is connected to the shock absorber 21 of the strut suspension 20 that supports the steering wheel 33. In the invention according to the first embodiment and the modification, the steering characteristic by the steering wheel 41 can be adjusted by adjusting the spring characteristic of the stabilizer 23 by the electric actuator 25 for the stabilizer.

For this reason, in the vehicle 10 that employs the strut suspension 20 as the front suspension, the steering characteristics (the relationship of the steering torque with respect to the steering angle) by the steering wheel 41 can be freely set. Therefore, the steering characteristics can always be optimized. For example, the steering electric actuator 25 adjusts the spring characteristic of the stabilizer 23 according to the steering angle of the steering wheel 41, so that the steering characteristic can be freely adjusted. Particularly, in a region where the steering angle of the steering wheel 41 is small, that is, a region where the twist angle of the stabilizer 23 is small, the steering characteristic can be easily adjusted to a linear characteristic.
In addition, by controlling the spring characteristics of the stabilizer 23, an appropriate roll moment can be applied from the outside during the turning of the vehicle 10, and the roll motion of the vehicle body can be suppressed.

Next, a second embodiment of the steering characteristic control device will be described with reference to FIGS. In addition, the same code | symbol is attached | subjected about the structure similar to 1st Example shown in the said FIGS. 1-4, and the description is abbreviate | omitted.
FIG. 7 is a view corresponding to FIG. 1 described above, and a pair of left and right strut suspensions 20 (only the left suspension 20 is shown), a steering device 40A, and a steering characteristic control device of the second embodiment. The vehicle 10 provided with 50A is shown.
FIG. 8 is a block diagram of the steering characteristic control device 50A of the second embodiment shown in FIG.

  In the second embodiment, the stabilizer electric actuator 25 shown in FIG. 1 is eliminated, the steering device 40 shown in FIG. 1 is changed to a steering device 40A, and the control unit 56 shown in FIG. 3 is changed to a control unit 56A. Features. Details will be described below.

As shown in FIG. 7, the pair of left and right stabilizers 23, 23 shown in FIG.
The steering device 40A is composed of an electric power steering device that steers the left and right steering wheels 33 by a combined torque obtained by adding the assist torque generated by the electric motor 46 to the steering torque by the steering wheel 41. The electric motor 46 (steering electric motor 46) adds auxiliary torque to the torque transmission shaft 43 or the rack shaft 45. Steering torque and auxiliary torque generated by steering the steering wheel 41 are transmitted to the knuckle 31 via the rack shaft 45, the tie rod 48, and the knuckle arm 31b.

As shown in FIG. 8, the steering characteristic control device 50A includes a steering torque sensor 51, a vehicle speed sensor 52, a left suspension stroke sensor 53, a right suspension stroke sensor 54, a lateral acceleration sensor 55, a control unit 56A, and a steering electric motor. 46.
The control unit 56A receives the signals from the sensors 51 to 55 and controls the steering electric motor 46.

Next, a control flow when the control unit 56A shown in FIG. 8 is a microcomputer will be described with reference to FIG. In the figure, STxx indicates a step number. Step numbers that are not specifically described proceed in numerical order. Hereinafter, a description will be given with reference to FIGS.
FIG. 9 is a control flowchart of the control unit 56 </ b> A shown in FIG. 8 and shows a control flow for controlling the steering electric motor 46.

ST21: Data for calculation necessary for calculating the auxiliary torque is detected. For example, each signal of the steering torque sensor 51, the vehicle speed sensor 52, and the lateral acceleration sensor 55 is read.
ST22: The necessary auxiliary torque is calculated based on the calculation data.
ST23: The target drive current Ib of the steering electric motor 46 is set based on the necessary auxiliary torque.

ST24: The stroke SL of the left shock absorber 21 and the stroke SR of the right shock absorber 21 are detected. The left and right strokes SL and SR may be detected by the left and right suspension stroke sensors 53 and 54.
ST25: The difference SA between the left and right strokes SL and SR (stroke difference SA) is calculated.

  ST26: A correction value Ih of the target drive current Ib is calculated based on the stroke difference SA. For example, the correction value Ih is obtained by an arithmetic expression “Ih = SA × Ck”. Here, Ck is a correction coefficient. Note that the arithmetic expression is not limited to a linear expression, and may be a polynomial, for example. As for the correction value Ih, a map for obtaining the correction value Ih from the stroke difference SA may be used. The map is stored in advance in the memory of the control unit 56A.

ST27: The value of the target drive current Ib is corrected with the correction value Ih. For example, the correction is made by an arithmetic expression “Ib = Ib + Ih”. Note that the arithmetic expression is not limited to a linear expression, and may be a polynomial, for example. Further, the final target drive current Ib may be obtained from the correction value Ih using a map stored in advance in the memory of the control unit 56A.
ST28: After controlling the steering electric motor 46 with the corrected value of the target drive current Ib, the control by this control flow is terminated.

  As is apparent from the above description, the control unit 56A of the second embodiment adjusts the steering characteristics according to the difference SA between the SL and SR of the strokes of the left and right strut suspensions 20 and 20 (ST25). (ST26 to ST27), the steering electric motor 46 is controlled (ST28).

The above description is summarized as follows. In the second embodiment, both ends 23a and 23a of the stabilizer 23 are connected to the shock absorbers 21 and 21 of the strut suspensions 20 and 20 that support the steering wheels 33 and 33, respectively, and the steering wheels 33 and 33 are steered. The electric motor 46 is connected.
In the invention according to the second embodiment, the steering characteristic by the steering wheel 41 can be adjusted by operating the steering electric motor 46 in accordance with the steering reaction force by the stabilizer 23.

  Therefore, in the vehicle 10 that employs the strut suspensions 20 and 20 as the front suspension, the steering characteristics (relationship of the steering torque with respect to the steering angle) by the steering wheel 41 can be freely set. Therefore, the steering characteristics can always be optimized. Particularly, in a region where the steering angle of the steering wheel 41 is small, that is, a region where the twist angle of the stabilizer 23 is small, the steering characteristic can be easily adjusted to a linear characteristic.

Furthermore, the control unit 56A controls the steering electric motor 46 so as to adjust the steering characteristics in accordance with the difference SA between the strokes SL and SR of the left and right strut suspensions 20 and 20.
The larger the difference SA between the strokes SL and SR of the left and right strut suspensions 20, 20, the greater the twist angle of the stabilizer 23. As a result, since the steering reaction force by the stabilizer 23 increases, the steering torque of the steering wheel 41 increases.
On the other hand, the steering electric motor 46 can be controlled so as to adjust the steering characteristics in accordance with the difference SA between the left and right strokes SL, SR, so that the steering torque can always be optimized.

  The steering characteristic control devices 50 and 50A of the present invention are suitable for being mounted on the vehicle 10 including the strut suspension 20 and the steering devices 40 and 40A.

1 is a perspective view of a vehicle including a strut suspension, a steering device, and a steering characteristic control device according to a first embodiment of the present invention. FIG. 2 is a schematic diagram of the strut suspension shown in FIG. 1. 1 is a block diagram of a steering characteristic control device according to a first embodiment of the present invention. FIG. It is a control flowchart of the control part shown by FIG. It is a control flowchart of the modification of the control part shown by FIG. It is a graph which shows the relationship between the reaction force of a stabilizer and steering torque which were obtained by performing the control flow shown by FIG. It is a perspective view of a vehicle provided with the strut type suspension of the 2nd example concerning the present invention, a steering device, and a steering characteristic control device. It is a block diagram of the steering characteristic control apparatus of 2nd Example which concerns on this invention. It is a control flowchart of the control part shown by FIG.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Vehicle, 20 ... Strut suspension, 21 ... Shock absorber, 23 ... Stabilizer, 23a ... One end part of stabilizer, 25 ... Electric actuator for stabilizer, 33 ... Steering wheel, 40, 40A ... Steering device, 41 ... Steering wheel, 46: Electric motor for steering, 50, 50A ... Steering characteristic control device, 51 ... Steering torque sensor, 52 ... Vehicle speed sensor, 53, 54 ... Suspension stroke sensor, 55 ... Lateral acceleration sensor, 56, 56A ... Control unit, SA ... Stroke difference, SL ... left stroke, SR ... right stroke.

Claims (3)

One end of the stabilizer is connected to the shock absorber of the strut suspension that supports the steering wheel,
Equipped with a stabilizer electric actuator that adjusts the spring characteristics of this stabilizer,
By adjusting the spring characteristics of the stabilizer with the stabilizer electric actuator so that the steering torque when increasing from 0 to a predetermined value is directly proportional to the torsional force of the stabilizer, the steering torque with respect to the steering angle by the steering wheel is adjusted . A steering characteristic control device configured to adjust a relational characteristic to a linear characteristic. A control unit for controlling the electric actuator for stabilizer;
When it is determined that one of the condition that the vehicle is traveling on rough terrain and the condition that the lateral acceleration received by the vehicle exceeds a reference value is satisfied, the control unit determines the spring characteristics as follows: The steering characteristic control device according to claim 1, wherein the stabilizer electric actuator is controlled so as to have a characteristic with a small deformation amount per unit load. A control unit for controlling the electric actuator for stabilizer;
The control unit includes the stabilizer electric actuator so as to adjust a spring characteristic of the stabilizer based on one control mode selected from a plurality of preset control modes according to a traveling condition of the vehicle. The steering characteristic control apparatus according to claim 1, wherein the steering characteristic control apparatus is configured to control the steering.

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