JP5863344B2 - Reference response calculation device and vehicle steering device using the same - Google Patents

Description

  The present invention relates to a normative response calculation device and a vehicle steering device using the same.

  Patent Document 1 discloses an electric power steering device that corrects an assist torque according to a difference between a standard response of a yaw rate corresponding to a steering wheel angle and an actual yaw rate.

JP 2008-062837 A

  However, in the above prior art, since the normative response is calculated from the handle angle using a low-order transfer function, there is a problem that the gain and phase characteristics of the normative response cannot be set independently.

  An object of the present invention is to provide a normative response calculation device capable of independently setting the gain and phase characteristics of a normative response, and a vehicle steering apparatus using the same.

In the present invention, with respect to nominal response base value corresponding to the input signal, by multiplying a larger gain than zero computed by based-out non-linear filter to the absolute value of the differential value of the input signal and calculates the nominal response.

Therefore, since only the gain of the base value can be corrected in accordance with the absolute value of the change rate of the input signal (differential input signal) , the gain and phase characteristics of the normative response can be set independently.

1 is a configuration diagram of a vehicle steering apparatus according to Embodiment 1. FIG. It is a steering control block diagram of the controller 8 of Example 1. FIG. 6 is a flowchart illustrating a flow of a steering control process executed by a controller 8 according to the first embodiment. 3 is a block diagram of a normative yaw response calculation unit 11 of Embodiment 1. FIG. FIG. 6 is a diagram illustrating a method for setting gain characteristics and phase characteristics in the reference yaw response calculation unit 11 according to the first embodiment. It is a frequency characteristic figure of a primary delay element. 4 is a time-series waveform of an input signal and an output signal in the normative yaw response calculation unit 11 of the first embodiment. FIG. 6 is a frequency characteristic diagram of the reference yaw response calculation unit 11 according to the first embodiment. FIG. 5 is a time-series waveform of yaw rate when a lane change is performed in a vehicle equipped with the vehicle steering device of Embodiment 1. FIG. It is a time-sequential waveform of the output response when the low pass filter process is not performed on the gain. It is a block diagram of the steering apparatus for vehicles of Example 2. FIG. FIG. 7 is an assist control block diagram of a controller 8 according to a second embodiment.

EMBODIMENT OF THE INVENTION Hereinafter, the form for implementing the normative response calculating apparatus of this invention and the vehicle steering device using the same is demonstrated based on the Example shown on drawing.
[Example 1]
First, the configuration will be described.
FIG. 1 is a configuration diagram of a vehicle steering apparatus according to a first embodiment.
The vehicle steering apparatus according to the first embodiment includes a handle 1, a column shaft 2, a steering reaction force motor 3, a steering motor (steering actuator) 4, a rack (steering unit) 5, and front wheels (steering). Wheel) tire 6, yaw rate sensor 7, and controller 8.
The vehicle steering apparatus according to the first embodiment employs a so-called steer-by-wire (SBW) system in which the handle 1 and the rack 5 that steers the tire 6 are mechanically separated.

The controller 8 is a steering motor based on the motor rotation angle of the steering reaction force motor 3 detected by a resolver (handle operation measuring means) 9 provided in the steering reaction force motor 3 and the yaw rate detected by the yaw rate sensor 7. 4 is driven and the turning angle of the tire 6 is controlled. Here, since the motor rotation angle of the steering reaction force motor 3 has a certain relationship with the steering angle (handle angle) of the handle 1, detection of the motor rotation angle is equivalent to obtaining the steering angle of the handle 1. It is.
Further, the controller 8 drives the steering reaction force motor 3 based on the motor rotation angle of the steering motor 4 detected by the resolver 10 provided in the steering motor 4 and the current value of the steering reaction force motor 3, The steering reaction force of the handle 1 is controlled. Here, since the motor rotation angle of the steering motor 4 has a certain relationship with the steering angle of the tire 6, the detection of the motor rotation angle is equivalent to obtaining the steering angle of the tire 6. In addition, since the current value of the steering reaction force motor 3 has a certain relationship with the steering torque acting on the handle 1, detection of the current value is equivalent to obtaining the steering reaction force of the handle 1.

FIG. 2 is a steering control block diagram of the controller 8 according to the first embodiment.
The reference yaw response calculation unit (reference response calculation means, reference response calculation device) 11 calculates an input signal from the resolver 9, that is, a reference response of the yaw rate (reference yaw response) corresponding to the steering angle of the handle 1. A method for calculating the reference yaw response will be described later.
The turning angle command value calculation unit 12 calculates a turning angle command value based on the difference between the reference yaw response and the actual yaw rate (actual yaw rate) detected by the yaw rate sensor 7. The calculation of the turning angle command value may be performed using a known PID control, a control system including a steering system and vehicle dynamic characteristics.
The servo control unit (steering control means) 13 drives the steering motor 4 so that the actual turning angle (actual turning angle) of the tire 6 detected by the resolver 10 matches the turning angle command value. .

[Steering control processing]
FIG. 3 is a flowchart showing the flow of the steering control process executed by the controller 8 of the first embodiment, and each step will be described below.
In step S1, the reference yaw response calculation unit 11 reads the steering angle, and the turning angle command value calculation unit 12 reads the yaw rate.
In step S2, the reference yaw response calculation unit 11 calculates a reference yaw response based on the steering angle.
In step S3, the turning angle command value calculation unit 12 calculates a deviation between the normative yaw response calculated in step S2 and the actual yaw rate.
In step S4, the turning angle command value calculation unit 12 calculates a turning angle command value based on the deviation calculated in step S3.
In step S5, the servo control unit 13 performs servo control so that the actual turning angle follows the turning angle command value calculated in step S4.

[Standard yaw response calculation]
FIG. 4 is a block diagram of the normative yaw response calculator 11 of the first embodiment.
A linear filter (standard response base value calculation unit) 14 is a first-order lag filter, and calculates a standard value of a standard yaw response based on an input signal. Here, s means a Laplace operator, and τ means a time constant.
The differentiator 15 outputs a differential input signal obtained by subjecting the input signal to time differential processing.
The absolute value calculator 16 outputs the absolute value of the differential input signal.
The non-linear filter (gain calculation unit) 17 calculates a gain based on the absolute value of the differential input signal, and outputs a value obtained by low-pass filtering the calculated gain.
The multiplier 18 multiplies the base value of the reference yaw response and the gain to calculate the reference yaw response.

[Standard yaw response calculation method]
First, the gain | h (ω) | and the phase ∠ {h (ω)} of the reference yaw response calculation unit 11 are set in advance according to the following equations (1) and (2).
| h (ω) |: = [G _ωmin … G _ωmax ]… (1)
∠ {h (ω)}: = [P _ωmin … P _ωmax ]… (2)
Note that ω is a frequency (angular frequency), and ω = [ω _min , ω _min + Δω,..., Ω _max ].
Since the reference yaw response calculation unit 11 is not a linear filter, it is possible to arbitrarily set the gain and phase values at each frequency. In the linear filter as shown in FIG. 5 (b), the gain and phase are independent. Although it cannot be set, by using the present invention, it is possible to design such that the phase is fixed and the gain has a desired characteristic as shown in FIG.

Subsequently, as shown in FIG. 5B, the linear filter 14 has a filter characteristic that realizes the phase characteristic shown in Expression (2). Here, for the sake of simplicity, an example in which the normative yaw response calculation unit 11 can be expressed by a first-order delay is shown. When the frequency transfer function k ₂ (jω) of the linear filter 14 is a first-order lag of the time constant τ ₂ , the gain | k ₂ (jω) | and the phase ∠ {k ₂ (jω)} are expressed by the following equation (3) , (4).
| k ₂ (jω) | = 1 / | τ ₂ jω + 1 |… (3)
∠ {k ₂ (jω)} = ∠ {1 / (τ ₂ jω + 1)}… (4)
J is an imaginary number.
Here, the time constant τ ₂ is determined so that the expression (4) becomes equal to the expression (1) or the difference becomes small. Further, the gain characteristic of the linear filter 14 obtained by Expression (3) is corrected by the non-linear filter 17, and the gain characteristic of the reference yaw response calculation unit 11 is realized.

The non-linear filter 17 sets the gain y as the following equation (5) as a function of the absolute value | du / dt | of the differential value (differential input signal) du / dt of the input signal u. In the following description, the differential value du / dt of the input signal u indicates the absolute value | du / dt |.
y = g ₂ (du / dt)… (5)
Here, the differential value du / dt of the input signal u is determined as the following equation (6).
du / dt = A (ω) ω (6)
A (ω) means the amplitude of the input signal u at each frequency. Since A (ω) may be a constant value or may be variable depending on the frequency, the amplitude is a function of frequency.

The gain characteristics of the linear filter 14, the non-linear filter 17, and the reference yaw response calculation unit 11 hold the relationship expressed by the following equation (7).
| k ₂ (jω) | × g ₂ {A (ω) ω} = | H (ω) |… (7)
Accordingly, in the reference yaw response calculation unit 11, the nonlinear filter 17 can be derived as shown in the following equation (8).
g ₂ {A (ω) ω} = | H (ω) | / | k ₂ (jω) |… (8)
Equation (8) is arranged with respect to the differential value du / dt of the input signal u and the gain y that is the output signal using Equation (6).

Here, when the differential value du / dt of the input signal u is equal to or less than the first predetermined value a, y = 1 is set so that the gain of the reference yaw response calculation unit 11 in the low frequency region is the gain characteristic of the linear filter 14. It can be. Here, the first predetermined value a can be obtained by the following equation (9).
a = A (ω _a ) ω _a … (9)
Note that ω _a is a frequency at which y = 1 is desired.

Further, in the first embodiment, when the differential value du / dt of the input signal u is equal to or greater than the second predetermined value b (> a), y = 0.5 is set so that the reference yaw response calculation unit 11 in the high frequency region The gain can be set to 0.5 of the gain characteristic of the linear filter 14. Although it is possible to make the value smaller than y = 0.5, if the value is smaller than zero, the phase is inverted (the phase changes by 180 degrees), so it is necessary to make it larger than zero. Here, the second predetermined value b can be obtained by the following equation (10).
b = A (ω _b ) ω _b (10)
Note that ω _b is a frequency at which y = 0.5 is desired.
In addition, the gain y of the nonlinear filter 17 is set to a characteristic that smoothly changes with respect to the differential value du / dt of the input signal u, so that even when the waveform of the input signal u changes abruptly, output is possible. The waveform can be set smoothly.

  The solid line in FIG. 5C is a characteristic diagram of the nonlinear filter 17 set as described above. As shown in FIG. 5C, the gain y increases as the differential value du / dt of the input signal u increases. It has the characteristic of a small value. The gain y becomes the minimum value (0.5) when the differential value du / dt of the input signal u is large. Here, when it is desired to suppress a decrease in gain when the differential value du / dt is large, a one-dot chain line characteristic is used.

Next, the operation will be described.
In a conventional vehicle steering apparatus, a reference yaw response corresponding to an input (steering angle of a steering wheel) is calculated using a transfer function with a low order, so that the gain and phase characteristics with respect to the input are the numerator of the transfer function, It depends on the coefficient of each term of the denominator Laplace operator and the order of the Laplace operator. Therefore, since the gain and phase characteristics cannot be set independently, it is difficult to set a desired response.

  FIG. 6 is a frequency characteristic diagram (gain characteristic diagram, phase characteristic diagram) of the first-order lag element, with the gain being reduced by 3 dB (the phase is delayed by 45 degrees) with respect to the gain in the steady state (very low frequency). L1 is the specification with 0.3Hz set, and L2 is the specification with the same frequency set to 1.5Hz. When the cut-off frequency is changed, the gain and phase are uniquely determined as shown in FIG. 6. Therefore, when only such a linear first-order lag element is used, it is not possible to set the gain and phase characteristics independently of each other. Can not.

Here, search for appropriate values of the gain and phase characteristics of the vehicle response to the steering operation is discussed in the following documents.
Reference A: W. Bergman: Relationships of Certain Vehicle Handling Parameters to Subjective Ratings of Ease of Vehicle Control, Proceedings of 16th FiISITA congress, Tokyo, May 1976
Literature B: Serizawa, Irie, Kuroki: Development of simulator vehicle for research on maneuverability, automotive technology Vol.43, No.4 (1989)
Literature C: Mouri, Serizawa: Development and application of simulator vehicle, Robotics and Mechatronics Lecture Meeting of the Japan Society of Mechanical Engineers (1992)
Reference D: Hisaoka, Yamamoto, Fujioka, Research on Vehicle Response and Steering Torque Desired for Drivers, Automotive Technology Solutions, Vol.28, No.4, Oct., (1997)

However, even in each of the above-mentioned documents, the discussion is limited to the discussion of the time constant of the linear filter, and no consideration is given to setting the gain and phase characteristics independently.
Although it is conceivable to increase the degree of freedom in designing the gain and phase characteristics by increasing the order of the transfer function that calculates the normative yaw response, it is very difficult to specifically design the desired characteristics. is there.

On the other hand, in the reference yaw response calculation unit 11 of the first embodiment, the reference response base value corresponding to the input signal u by the driver operation is calculated by the linear filter 14, and the differential value du of the input signal u is calculated by the nonlinear filter 17. The gain y is calculated based on / dt, and the reference yaw response is obtained by multiplying the reference response base value by the gain y.
Here, the non-linear filter 17 can correct only the gain characteristic (amplitude) of the base value according to the speed of the driver operation (the differential value du / dt of the input signal u).

That is, the base value having a phase characteristic that matches the phase characteristic of the reference yaw response is obtained by the linear filter 14, and the gain y for correcting the gain characteristic of the base value to the gain characteristic of the reference yaw response is obtained by the nonlinear filter 17. Since only the gain of the base value can be corrected according to the change speed of the input signal, the gain and phase characteristics of the reference yaw response can be set independently.
If the gain and phase characteristics can be set independently, it is possible to set a standard yaw response with a small gain at a high frequency and a small phase delay, and a response without delay can be realized even for a fast input. That is, the driver's desired movement can be realized.

FIG. 7 is a time series waveform of the input signal and the output signal in the reference yaw response calculation unit 11 of the first embodiment, and the input signal is swept in the range of 0.0001 Hz to 20 Hz. The output signal of the reference yaw response calculation unit 11 is indicated by a solid line and a comparative example in which a first-order lag filter is applied by a broken line.
As is clear from FIG. 7, in the comparative example, the gain decreases as the frequency increases, and a phase delay occurs with respect to the input signal. On the other hand, in Example 1, the phase delay is the same as that of the comparative example, but the gain can be made smaller than that of the comparative example.

FIG. 8 is a frequency characteristic diagram of the normative yaw response calculator 11 of the first embodiment. The gain and phase characteristics of the reference yaw response calculation unit 11 are indicated by solid lines, the gain and phase characteristics of two comparative examples in which a first-order lag filter is applied are indicated by two broken lines, and the target response (target value) is indicated by a one-dot chain line.
The target response is obtained by improving the phase of the high frequency (suppressing the delay) while suppressing the high frequency gain. In Comparative Examples 1 and 2, the gain and phase are uniquely determined by the size of the time constant (difference in cut-off frequency). For this reason, when the phase characteristic is adjusted to the target response as in the comparative example 1, the high frequency gain becomes too high with respect to the target response, so that the convergence and stability are deteriorated. On the other hand, when the gain characteristic is matched with the target response as in Comparative Example 2, the response at high frequency is reduced.
On the other hand, in the first embodiment, the phase characteristics of the linear filter 14 are set to the same characteristics as in the first comparative example, and only the gain is corrected by the non-linear filter 17 to obtain the same gain characteristics as in the second comparative example. That is, since the gain and phase characteristics can be set arbitrarily, a desired target response can be realized.

FIG. 9 is a time-series waveform of yaw rate when a lane change is performed in a vehicle equipped with the vehicle steering apparatus of the first embodiment. Example 1 is shown by a solid line and two comparative examples using a first-order lag filter are shown by a broken line.
In Comparative Example 1 having a small time constant, the response is good, but the convergence and stability are deteriorated because the amplitude of the yaw rate is large. In Comparative Example 2 having a large time constant, the convergence and stability are high, but the responsiveness is lowered.
On the other hand, Example 1 showed a stable response while ensuring responsiveness. That is, in the first embodiment, excellent convergence and stability can be obtained while ensuring the responsiveness to the steering operation of the driver, and thus the drivability is excellent.

  FIG. 10 shows output responses (time-series responses) when the low-pass filter processing is performed on the calculated gain in the nonlinear filter 17 (solid line) and when it is not performed (broken line). When low-pass filter processing is not performed on the gain calculated based on the input signal, high-frequency protrusions occur near the position where the output signal peaks (the circle in the dashed line in the figure), resulting in a smooth signal Cannot be output. On the other hand, when low-pass filter processing is performed, the output signal becomes a smooth output. In other words, it is very important to perform low-pass filter processing in the nonlinear filter from the viewpoint of implementation.

Next, the effect will be described.
The normative yaw response calculation unit 11 and the vehicle steering apparatus of the first embodiment have the effects listed below.
(1) The reference yaw response calculation unit 11 includes a linear filter 14 that calculates a base value of the reference yaw response based on the input signal u, a differentiator 15 that outputs a differential value du / dt of the input signal u, and an input signal A nonlinear filter 17 that calculates the gain y based on the differential value du / dt of u, and a multiplier 18 that calculates the reference yaw response by multiplying the reference response base value by the gain y.
Therefore, since only the gain of the base value can be corrected according to the change speed of the input signal u, the gain and phase characteristics of the reference yaw response can be set independently.

(2) The linear filter 14 is a first-order lag filter.
Therefore, the high frequency gain of the steering input can be suppressed and the phase can be changed.

(3) The relationship between the differential value du / dt of the input signal u and the gain y is nonlinear.
Therefore, the gain characteristic of the standard yaw response calculated with respect to the driver's operation input can be adjusted to a desired characteristic.

(4) The nonlinear filter 17 decreases the gain y as the differential value du / dt of the input signal u increases.
That is, when the steering speed is high, the gain of the base value is decreased, and when the steering speed is low, the gain of the base value is increased, so that only the gain characteristic can be corrected without correcting the phase characteristic of the base value.

(5) The nonlinear filter 17 sets the gain y to 1 when the differential value du / dt of the input signal u is equal to or less than the first predetermined value a.
Therefore, when the steering speed is low, the gain characteristic of the reference yaw response can be made the gain characteristic of the base value.

(6) The non-linear filter 17 sets the first predetermined value a based on the maximum value of the frequency of the input signal u to be matched with the gain characteristic of the reference yaw response.
Therefore, when the frequency of the input signal u is low, the gain characteristic of the reference yaw response can be made the gain characteristic of the base value.

(7) The nonlinear filter 17 sets the gain y to a value larger than zero.
Therefore, it is possible to prevent the phase of the reference yaw response from being reversed.

(8) The nonlinear filter 17 sets the gain y to a constant value (0.5) when the differential value du / dt of the input signal u is equal to or greater than the second predetermined value b.
Therefore, when the steering speed is high, the gain characteristic of the reference yaw response can be kept from changing more than a certain value.

(9) The nonlinear filter 17 smoothly changes the gain y with respect to the change of the differential value du / dt of the input signal u.
Therefore, it is possible to suppress a sudden change in the vehicle behavior due to a sudden change in the gain characteristic of the reference yaw response accompanying a change in the steering angle frequency.

(10) The nonlinear filter 17 determines a gain characteristic according to a change in the differential value du / dt of the input signal u, and outputs a gain by performing a low-pass filter process on the gain characteristic.
Therefore, it is possible to output a smooth waveform (gain) while suppressing a change in waveform when the magnitude of the output signal reaches a peak.

(11) The vehicle steering device includes a steering motor 4 that outputs a steering torque to a rack 5 that steers the tire 6, a resolver 9 that outputs an input signal u corresponding to a steering wheel angle, and a response that corresponds to the input signal u. A standard yaw response calculation unit 11 that calculates the standard yaw response, and a servo control unit 13 that controls the steered motor 4 based on the standard yaw response.
Therefore, the yaw response of the vehicle can be made to follow the standard yaw response corresponding to the steering angle, and the driver's desired movement can be realized.

[Example 2]
First, the configuration will be described.
FIG. 11 is a configuration diagram of the vehicle steering system according to the second embodiment.
The vehicle steering apparatus according to the second embodiment is different from the first embodiment in that a conventional steering system in which the steering wheel 1 and the rack 5 that steers the tire 6 are mechanically connected is employed. Hereinafter, a different part from Example 1 is demonstrated.
The controller 20 drives the power steering motor (steering actuator) 22 based on the steering torque (steering torque) detected by the torque sensor (steering operation measuring means) 21 to assist the driver in reducing the steering load. Control torque.

FIG. 12 is an assist control block diagram of the controller 8 according to the second embodiment.
A reference yaw response calculation unit (reference response calculation means, reference response calculation device) 23 calculates an input signal from the torque sensor 21, that is, a reference yaw response corresponding to the steering torque. Since the calculation method of the reference yaw response is the same as that of the first embodiment except that the input signal is changed from the steering angle to the steering torque, the description is omitted.
The assist torque command value calculation unit 24 calculates an assist torque command value based on the difference between the reference yaw response and the actual yaw rate (actual yaw rate) detected by the yaw rate sensor 7. The calculation of the assist torque command value may be performed using a known PID control, a control system including a steering system and vehicle dynamic characteristics.
The motor drive unit (steering control means) 25 calculates a current command value corresponding to the assist torque command value and drives the power steering motor 22.
Since the reference yaw response calculation unit 23 and the vehicle steering apparatus of the second embodiment are configured as described above, the same effects as the effects (1) to (11) of the first embodiment can be obtained.

(Other examples)
As mentioned above, although the form for implementing this invention was demonstrated based on the Example, the specific structure of this invention is not limited to an Example, The design change etc. of the range which does not deviate from the summary of invention are included. Even if it exists, it is included in this invention.
For example, in the embodiment, the yaw rate normative response has been described, but the control target may be a lateral acceleration or a vehicle body side slip angle.
In the embodiment, the reference response base value calculation unit is a linear filter with a first-order lag, but a higher-order linear filter such as a second-order lag may be used. Moreover, it is good also as filterless which outputs as it is, without changing the frequency characteristic of an input signal.

1 Handle
2 Column shaft
3 Steering reaction force motor
4 Steering motor (steering actuator)
5 racks (steering part)
6 tires
7 Yaw rate sensor
8 Controller
9 Resolver (Measuring means for handle operation)
10 Resolver (Actual rudder angle measuring means)
11 Standard yaw response calculation unit (standard response calculation means, standard response calculation device)
12 Steering angle command value calculator
13 Servo controller (steering control means)
14 Linear filter (normative response base value calculation unit)
15 Differentiator
16 Absolute value calculator
17 Nonlinear filter (gain calculation section)
18 multiplier
20 Controller
21 Torque sensor (handle operation measurement means)
22 Power steering motor (steering actuator)
23 Standard yaw response calculation unit (standard response calculation means, standard response calculation device)
24 Assist torque command value calculator
25 Motor drive (steering control means)

Claims (6)

A norm response calculation device that calculates a norm response of vehicle behavior based on an input signal corresponding to a steering state of a steering wheel mechanically separated from a steered portion that steers steered wheels ,
A normative response base value computing unit for computing a base value of the normative response based on the input signal;
A differentiator that outputs a differential input signal obtained by differentiating the input signal;
An absolute value calculator for outputting an absolute value of the differential input signal;
A non-linear filter that calculates a gain greater than zero based on the absolute value of the differential input signal;
A multiplier for multiplying the reference response base value by the gain to calculate the reference response;
With
The non-linear filter is a normative response calculation device, wherein the gain decreases as the absolute value of the differential input signal increases. A norm response calculation device that calculates a norm response of vehicle behavior based on an input signal corresponding to a steering state of a steering wheel mechanically separated from a steered portion that steers steered wheels ,
A normative response base value computing unit for computing a base value of the normative response based on the input signal;
A differentiator that outputs a differential input signal obtained by differentiating the input signal;
An absolute value calculator for outputting an absolute value of the differential input signal;
A non-linear filter that calculates a gain greater than zero based on the absolute value of the differential input signal;
A multiplier for multiplying the reference response base value by the gain to calculate the reference response;
With
The non-linear filter has a gain of 1 when the absolute value of the differential input signal is less than or equal to a first predetermined value. In the normative response calculation device according to claim 1 or 2,
The normative response calculation device is characterized in that the normative response base value calculation unit is a first-order lag filter. In the normative response calculation device according to any one of claims 1 to 3 ,
The non-linear filter has a constant value when the absolute value of the differential input signal is greater than or equal to a second predetermined value. In the normative response calculation device according to any one of claims 1 to 4 ,
The non-linear filter , wherein the non-linear filter smoothly changes the gain with respect to a change in an absolute value of the differential input signal. A steering part that is mechanically separated from the steering wheel and steers the steering wheel ;
A steering actuator that outputs a steering torque to the steering unit ;
A handle operation measuring means for outputting an input signal corresponding to the steering state of the handle;
A norm response calculating means for calculating a norm response of the vehicle behavior according to the input signal;
Steering control means for controlling the steering actuator based on the normative response;
In a vehicle steering apparatus comprising:
A vehicle steering apparatus using the reference response calculation device according to any one of claims 1 to 5 as the reference response calculation means.

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