JPS61229678A - Steering angle controller for vehicles - Google Patents

Abstract

PURPOSE:To improve realizable performance in the desired kinetic performance ever so better, by finding the desired value of cornering force in each wheel as to at least one side of front and rear wheels in order to realize the desired kinetic performance with one's own car and, according to the value, controlling the steering force. CONSTITUTION:In case of a motor-driven front-rear wheel steering gear, there is provided with an operational device 102 which finds the desired value M of a kinetic variable corresponding to a steering angle thetas of a steering wheel to be detected by a steering angle detecting device 100 and a car speed V to be detected by a car speed detecting device 101 on the basis of a kinetic equation concerning the desired car provided with the desired kinetic performance preset. In addition, there is also provided with an operational device 103 which finds the desired value C of at least one cornering force of front and rear wheels necessary for realizing the kinetic variable desired value M with one's own car with car mechanical data of one'own car. And, in order to realize this desired value C, a wheel steering actuator 105 is controlled by a steering force controlling device 104, thus wheel steering force is controlled in this way.

Description

Detailed Description of the Invention (Field of Industrial Application) The present invention relates to a steering angle control device for a vehicle that can freely control the dynamic performance of a vehicle during steering, and in particular, it relates to a steering angle control device for a vehicle that can freely control the dynamic performance of a vehicle during steering, and in particular, Aim by controlling! Exercise performance fn1
The present invention relates to a steering angle control device for a vehicle that can be realized once and for all.

(Prior art) Vehicles equipped with conventional mechanical link steering devices are configured to steer the front wheels in response to the steering angle of the steering wheel, and the dynamic performance associated with steering depends on the vehicle. The driving performance is uniformly determined by the vehicle specifications.
Specific to each car model.

It has become.

On the other hand, the applicant of the present application previously filed a patent application filed in
No. 018, Japanese Patent Application No. 188158, Japanese Patent Application No. 1881, Japanese Patent Application No. 1881-
No. 188158 et al., assuming a target vehicle with a target dynamic performance, and based on the vehicle specifications and equation of motion regarding the target vehicle, change the motion corresponding to the steering wheel steering lid and vehicle speed.

The target value of the number, that is, the value of the kinematic variable representing the kinematic performance exhibited by the target vehicle is determined, and the wheels (front or rear proposed a device that controls the steering angle of at least one of the wheels.

In other words, if you use this device, for example, even if your own vehicle is a sedan type vehicle, if you set the target vehicle to a sports car type vehicle, you can achieve the driving performance of a sports car even though the body structure etc. is of the sedan type. It is possible to freely control exercise performance, such as by making the body possess the following characteristics.

(Problems to be Solved by the Invention) By the way, the inventor of the present application has discovered the following improvements while further researching the above-mentioned device.

That is, the device according to the prior application calculates the target value of the steering angle of the vehicle's wheels in order to achieve the target driving performance, and calculates the actual steering angle of the vehicle's wheels based on this steering angle target value. The wheel steering angle is controlled to match the value.

However, when the steering angle of the wheels is controlled in this way, the cornering power, which greatly affects the dynamic characteristics during steering, fluctuates due to changes in the friction coefficient of the road surface. Even the dynamic characteristics depend on the road surface condition or the tires.

It varies depending on the degree of wear and tear. For this reason, it is conceivable that the target motion characteristics are affected by the coefficient of friction of the road surface, resulting in a decrease in the accuracy of realization.

As one of the means to solve this problem, the amount of motion state of the own vehicle,
For example, luck like cornering force.

A method that detects the actual value of the dynamic variable and performs feedback control is considered, but this method requires multiple sensors to detect the motion state quantity and the content of the feedback control becomes complicated, so it is not the best method. It can not be said.

(Means for Solving the Problems) In order to solve the above problems, each invention according to the present application includes the means shown in FIG. 1 (AI or (Bl).

117) The invention includes each means shown in FIG. 1 (Al).

The motion variable target value calculation means 102 calculates the steering angle θS of the steering wheel and the vehicle speed detected by the steering wheel angle detection means 100 based on the equation of motion regarding the target vehicle having the target motion performance set in advance by 1°. Detection means] Find the target value π of the motion variable corresponding to the vehicle speed V detected at 01.

Cornering force target value calculation means 108 calculates a target value of 0 for cornering force of at least one of the front wheels or rear wheels of the own vehicle (referred to as a vehicle equipped with the present invention device) necessary for realizing the motion variable target value M in the own vehicle. ) is calculated using the vehicle specifications.

The steering force control means 104 controls the wheel steering actuator 1 so as to realize the cornering torque target value 0.
05 to control the steering force of the wheels generated.

The wheel steering actuator 105 is connected to the wheel on which the cornering force target value is calculated, and variably sets the steering angle of the wheel depending on the magnitude of the steering force.

Further, a second invention, as shown in FIG. 1 (Bl), includes an actual steering angle detection means in addition to the configuration of the first invention.

107, wheel steering angle target value calculation means 108, and steering force correction means 109.

The actual steering angle detection means 107 is the wheel steering actuator 10
The actual steering angle δ of the wheel 106 steered by the wheel 5 is detected.

The target value 7 of the wheel steering angle required to achieve the desired result is determined.

The steering force correction means 109 compares the actual wheel steering angle δ and the wheel steering angle target value 7, and adjusts the steering force that occurs in the wheel steering actuator 051 in accordance with the difference between the two. Correct force.

(Function) In the first invention, in order to achieve the target exercise performance,
The motion variable target value 100 is determined, and the cornering force target value C required to achieve this requirement with the own vehicle is determined. Then, this cornering force target value 0 is realized as the actual cornering force of the wheels of the own vehicle by controlling the steering force of the wheels.

Through this kind of control, the accuracy of achieving the cornering force target value of 0 is always constant regardless of changes in the coefficient of friction of the road surface or the degree of tire wear, and as a result, the accuracy of achieving the target driving performance is also stable. do.

In addition to the effects of the first invention, the second invention realizes the motion variable target value M in the own vehicle by the actual steering angle detection means 107, the wheel steering angle target value calculation means 108, and the steering force correction means 109. Corresponds to the deviation between the target value δ of the wheel steering angle required to achieve this and the actual wheel steering angle δ.

By correcting the steering force of the wheels, for example, when the coefficient of friction of one road surface is extremely small (for example, on an icy road), the amount of steering of the wheels due to the above steering force is too large and the control is corrected. Difficulties can be prevented.

(Embodiment) FIG. 2 shows the configuration of a first embodiment of the first invention according to the present application.

Arithmetic processing unit A is composed of a microcomputer or other electric circuit, and is configured to calculate the steering angle θ8 of the steering wheel handle 8 detected by the steering wheel angle sensor 2, and the own vehicle's own vehicle detected by the vehicle speed sensor 8. The vehicle speed V of the vehicle equipped with the apparatus of this embodiment is input, and a predetermined calculation is performed to determine and output a front wheel cornering power target value OF and a rear wheel cornering force target value range.

The front wheels 9, 10 and the rear wheels 11.12 are each steered by a linear motor type steering actuator 6 or 7. The steering force is controlled by the current control circuit 4 or 5. .

It is controlled by the current IF or R given from

Since the two linear motor type steering actuators 6.7 have the same configuration, FIG. 8 shows a representative structure of the linear motor type steering actuator 6 for front wheel steering.

The secondary conductor 29 is integrated with the tie rod 27, and the current IF given from the current control circuit 4 flows through the renoid 28 which becomes the stator winding, and the tie rod 27 is moved depending on the magnitude of this current F. force, that is, front wheel 9
．． The steering force of lO is variably controlled.

Next, FIG. 4 is a flowchart showing the processing executed by the arithmetic processing device IA when the arithmetic processing device IA is configured with a microcomputer. In the process of step 201, the steering wheel steering angle θ8 and the vehicle speed V are read, and in the process of the next step 201, the target value of the motion variable corresponding to these θs and (in this example, the yaw angular acceleration) is read. The target value V and the target value of the centripetal G (centripetal acceleration) are also calculated.

This calculation is performed according to a motion equation regarding a target vehicle having a preset target motion performance. The above-mentioned target vehicle is a simulation model expressed by an equation of motion using vehicle specifications (hereinafter referred to as "target vehicle specifications"), and when the above-mentioned steering wheel steering angle θ8 and vehicle speed V are given, According to the motion performance, the yaw angular acceleration target value V and the centripetal G target value YG are determined.

The above target vehicle specifications are stored in the memory in advance.
These are shown below.

Yaw inertia of the target vehicle M□ : Vehicle weight of the target vehicle Lo : Wheelbase of the target vehicle LFl 'Distance between the front axle and center of gravity of the target vehicle LR1' Distance between the rear axle and center of gravity of the target vehicle LKl 'Target Inertia around the kingpin of the vehicle Ks□: Steering stiffness DKl of the target vehicle ' Steering system viscosity coefficient ξ of the target vehicle:
Trail N□ of the target vehicle: Steering gear ratio of the target vehicle KF0: Cornering power of the front wheels of the target vehicle KR1' Cornering power of the rear wheels of the target vehicle, and the target yaw angular acceleration value γ and the target value YG of the centripetal G are: It is determined according to the following formula.

IK□'δ'fl =”IK81 (θS '1δfx
)-DKzmi□-2ξ1cF1 - (])M, ('y
□Jusho□V) -20F, +20R
...(2).

Engineering Z1(v,'9'l-2LF10F1-"LRloR
l ”' ”IF 1δf□−(shi□
+LF1φ□)/V...(4)β
R1-(enter-LR1 meeting,)/■ ・
...(5) OF□−KF□βFl
...-(6) CR1=KR1βR1...(
7) Hibiki.

ψ=91
...(8) YG = '/□+ψ□V
...(9) Here, δfl' Front wheel steering angle of the target vehicle (assuming that the target vehicle is a two-wheel steered vehicle) Lateral velocity yo: Lateral acceleration of the target vehicle βFl' Lateral angle of the front wheels of the target vehicle βR1' Lateral angle of the rear wheels of the target vehicle OF□2Cornering force of the front wheels of the target vehicle...
.

OR1: Cornering force of the rear wheels of the target vehicle.

Next, in the process of step 208, the front wheel cornering force and rear wheel I necessary for realizing the above-mentioned yaw angular acceleration target value V and centripetal G target value 7 degrees in the own vehicle are determined.

Target values OF and OR of cornering force are calculated. This calculation is performed according to the following equation using the vehicle specifications of the host vehicle stored in advance in the memory, the yaw angular acceleration target value ψ, and the centripetal G target value ψ.

CF=, L (MLRYG+ ■z ”?)
”' (1O)OR= = (MLF YG IZ
ψ) ...(11) Here, L: Wheelbase of own vehicle M: Vehicle weight of own vehicle Z: Yaw inertia of own vehicle LF2 Distance between front axle of own vehicle and center of gravity LR: Back of own vehicle It is the distance between the axis and the center of gravity.

The front and rear wheel cornering force target values OF and On obtained in this manner are outputted to the current control circuit board or 5 through the process of the next step 204.

The current control circuit 4 and the current control circuit 5 generate currents or currents R whose magnitude is proportional to the input front wheel cornering force target value OF or rear wheel cornering force target value OR. These IF, IB
The relationship between , OF, and OR is set as follows.

Here, TF is the length ratio of X and Y shown in FIG. 8, that is, the lever ratio X/Y, and TR is the rear wheel 11.
The lever ratio for 12. Also, 1. .

By is the magnetic flux density generated in the solenoid 28 of the linear motor steering actuator 6 for the front wheels, BR is the magnetic flux density generated in the solenoid of the linear motor steering actuator 6 for the rear wheels, and IF is the linear motor steering actuator for the front wheels. 6 effective solenoid length, lR is the effective solenoid length of the linear motor type steering actuator for the rear wheels.

Therefore, by applying the electric current F or R as described above to the linear motor type steering actuator 6 or 7, the front wheels 9. Cornering foo of lO.

The cornering force of the rear wheels (11.12) is equal to the front wheel cornering force target value OF.
R is equal to the rear wheel cornering force target value OR.

By realizing the front wheel cornering force target value and the rear wheel cornering force target value in your own vehicle,
The yaw angular acceleration target value φ° and the centripetal G target value YG are realized by the own vehicle, and as a result, the target driving performance can be realized by the own vehicle.

Further, in this embodiment, the steering force of the wheels is controlled.

Therefore, even if the road surface friction coefficient changes, the corner link force of the wheels always remains at the front and rear wheel cornering force target value O.
y is equal to OR. That is, when the steering force of the wheels is constant, the smaller the coefficient of road friction, the larger the turning angle of the wheels, and conversely, the larger the coefficient of road friction, the smaller the turning angle of the wheels.

Therefore, the front and rear wheel cornering force target values OF and OR are always faithfully realized while the steering angle of the wheels changes in magnitude with changes in the road surface friction coefficient.

Next, FIG. 5 shows the structure of the second embodiment of the first invention! FIG.

In this embodiment, the front wheels 9 and 10 and the rear wheel 1].

12 is configured to be steered by hydraulic steering actuators 28 and 24. Correspondingly, two hydraulic control devices 2 are provided in place of the current control circuits 4 and 5 in the first embodiment. , 22 are provided. Other configurations are the first
This is completely the same as the embodiment, and in FIG. 5, the same components as those of the first embodiment shown in FIG. 2 are given the same reference numerals. l...The hydraulic control device 21.22 is, for example, the sixth hydraulic control device 21.22.
The configuration is as shown in the figure.

The hydraulic steering actuator 28.24 is equipped with two pistons 82.88, and has both ends connected to a tie rod (not shown). The wheels are steered by moving them in the axial direction.

Also, within the center chamber 37, there are repulsion plates 88 and 39 biased in opposite left and right directions by springs 86.

It is loosely fitted to the shaft 81, and when the working pressure of the left and right oil pressure chambers 34.85 is removed, the shaft 81
This is to return the vehicle to its original neutral position.

The hydraulic control device 21.22 is composed of a solenoid driver 41, a control valve 42, an oil pump 46, and an oil tank 47. The control valve 42 is connected to the left and right hydraulic chambers of the hydraulic steering actuator 28.24. To 134.85.

Oil passages 48, 49e are provided, and these oil passages 48° 49
A spool valve 45 is provided to adjust the hydraulic oil t'e flowing into the pump. The left and right ends of this spool valve 45 are loosely fitted into electromagnetic solenoids 48.44, and the spool valve 45 moves in the axial direction depending on the magnitude of the magnetic force of the electromagnetic solenoid 48.44, and adjusts the hydraulic pressure applied to the left and right hydraulic chambers 84 and 85. to sort out.

The solenoid driver 41 receives front and rear wheel cornering power target values OF and OB given from the arithmetic and control unit A.
A current signal proportional to the left or right electromagnetic solenoid 48
．． 44. In this case, control is performed by switching the electromagnetic solenoid that applies current between the left and right sides depending on the steering direction of one wheel.

Here, the working oil pressures P, , P given from the hydraulic control device 21.22 to the hydraulic steering actuator 28.24 are
Before being released from R and the arithmetic processing unit IA.

The relationship between the rear wheel cornering force target values OF and OR is set as follows.

Here, TF and Tn are the front wheel or rear wheel 1 mentioned above.
AF is the pressure receiving area of the hydraulic cylinder in the hydraulic steering actuator 28 for the front wheels, and AR is the lever ratio for the hydraulic steering actuator 2 for the rear wheels.
4 is the pressure receiving area of the hydraulic cylinder.
...For the above front and rear wheel cornering force target values.

The OR is determined according to the process shown in FIG. 4, as in the first embodiment.

The present embodiment differs from the first embodiment in that the wheel steering actuators are hydraulic.
The same effects as in the embodiment can be obtained.

In addition, in the above-mentioned first and second embodiments, an example was shown in which oven loop control was used to control the steering actuator of the wheels.・、.

Can be controlled. That is, in the first embodiment, a current detector is attached to the linear motor type steering actuator 6.7, and the current I output from the current control circuit 4.5,
, I is detected and fed back to the current control circuits 4 and 5.

In addition, in the second embodiment, a hydraulic sensor is installed to detect the hydraulic pressure PF and PR of the hydraulic steering actuator 28.24, and the hydraulic pressure values of the detected hydraulic pressure PF and PR are transmitted to the hydraulic control device 21.22. It is sufficient to configure the structure to provide feedback to the

In particular, in the second embodiment, the hydraulic pressures PF and lPR are values that directly correspond to the cornering forces of the front and rear wheels, so the effect is the same as that of detecting and feeding back the actual values of the cornering forces of the front and rear wheels. is obtained.

Next, the configuration of an embodiment of the second invention is shown in FIG. are given the same reference numerals, and their explanation will be omitted.

The arithmetic processing unit IB in this embodiment uses a steering wheel steering angle θ8 detected by a steering wheel steering angle sensor 2 and a vehicle speed V of the own vehicle detected by a vehicle speed sensor 8, as well as a front wheel actual steering angle sensor 51. The front wheel actual steering angle δF and the rear wheel actual steering angle aR detected by the rear wheel actual steering angle sensor 52 are input.

In addition, the front wheel side current value IF given to the front wheel linear motor type steering actuator 6, the rear wheel side current value given to the rear wheel linear motor type steering actuator 7, and the bichamber flow There is a current control gain K of 1° to control the gain of the values IF, In.

The front wheel actual steering angle sensor 51 detects the amount of displacement of the tie rod on the front wheel side. The actual steering angle δF of lO is indirectly detected, and the rear wheel actual steering angle sensor 52 similarly detects the displacement amount of the tie rod on the rear wheel side.
The actual steering angle δR of 1.12 is indirectly detected.

The front wheel side current value IF and the rear wheel 1411 current value R are gain controlled by a gain controller 54 and supplied to a current control circuit 55 or 56.

The Kane controller 54 outputs a current R) according to the current control gain K input via the low-pass filter 58.

The low-pass filter 53 functions to stabilize the value of the current control gain output from the arithmetic processing device 1B when the value changes frequently in a short period of time.

The current control circuit F15.56 receives the input current value.

K'or the current KIF corresponding to KI or...
F R KI is formed and supplied to the linear motor type steering actuator 6 for front wheels or the linear motor type steering actuator 7 for rear wheels.

The flow chart shown in FIG. 8 is based on the arithmetic processing unit IB.
This shows the process executed in the process, and is executed repeatedly at predetermined time intervals.

The processing in steps 201 to 208 is the same as the processing shown in FIG. 4, and the yaw angular acceleration target value γ and the centripetal G target value YG are determined based on the target vehicle.

OR the front wheel cornering force target value and rear wheel cornering force target value necessary to achieve these in your own vehicle.
seek.

In the process of step 80], the current control circuit 4.5 in the first embodiment of the first invention controls the current.

Iy, IRkSimilar to the determined operation, the above equation (12
).

(18) f Therefore, the front wheel side current value and the rear wheel side current value Y8 are determined from the front wheel cornering force target value range or the rear wheel cornering force target value range.

Ru. These TF and 7R are obtained by performing the following calculations using the vehicle specifications used in step 208.

0, = = (M LRYo+ Izp')
-(la)1...
・(17) OR= = (ML7 YG-I2φ°)
β, -oF/KF...(
18) βR-OR/KR... (19) Here, CFg' Cornering force of the front wheels of the own vehicle OR2: Cornering force of the rear wheels of the own vehicle βFg' Side slip angle of the front wheels of the own vehicle β11' Rear wheels of the own vehicle Transverse angle φ2: Yaw rate 9 of own vehicle: Lateral speed of own vehicle.

Once the front wheel steering angle target value JF and the rear wheel steering angle target value δR are determined,
Next, the front wheel actual steering angle sensor 51 and the rear wheel actual steering angle sensor 5
The front wheel actual steering angle δF and the rear wheel actual steering angle δ detected in step 2 are read (step 803), and the current control gain K is set to 1. ·Desired.

This current control gain is set in accordance with the magnitude of the steering angle deviation rate. For example, the relationship shown in Fig. 9 is set in memory as a data table, and table lookup processing is performed. A single method is used.

The steering angle deviation 1 rate represents the degree of agreement between the front and rear wheel actual steering angles δF and δR and the front and rear wheel steering angle target values δF and δR, and is obtained by the calculation (24J).

Therefore, the larger the front and rear wheel actual steering angles δF, δR are than the front and rear wheel steering angle target values, ay, aa, the smaller the value of the current control gain becomes.

In the process of step 805, the front wheel side current value 4 and the rear wheel side current value obtained in step 301, and step 8
The current control gain K determined in step 04 is output.

Through the above processing, for example, when the vehicle equipped with the device of this embodiment is traveling on a good road (for example, a flat asphalt paved road), the above-mentioned yaw angular acceleration target value and centripetal G target value Y are determined. The front and rear wheel steering angle target values required to achieve this, especially the front and rear wheel cornering force target values OF, O
Front wheels steered to achieve R9. IO and the actual steering angles δF and δR of the rear wheels 11 and 12 substantially match. Therefore, the value of the current control gain becomes "]", and the current KI given to the linear motor steering actuator 6.7
The current values of F and KIR are equal to the current values IF and IR determined by the arithmetic processing unit IB.

Therefore, in this case, the front and rear wheel cornering force target values Op, GY are realized as they are, and the target dynamic performance is faithfully realized in the own vehicle.

On the other hand, when the friction coefficient of the road surface is small, for example when driving on an icy road, the front and rear wheel cornering force target values OF
(When the wheels are steered to achieve 3R, the wheel steering angle becomes larger than when driving on a normal road, so the steering angle deviation rate is smaller than 1.

Become.

In this case, since the value of the current control gain decreases in accordance with the amount of decrease in the steering angle deviation rate, the currents KI, , K given to the linear motor type steering actuator 6.71 decrease.
The current value of I□ is determined by the arithmetic processing unit IB.

The current values are smaller than the calculated current values F and R.

Therefore, the actual cornering forces OF and OR of the front wheels 9 and 10 and the rear wheels 11 and 12 are as follows.

The rear wheel cornering force target value Oy becomes smaller than OR, and as a result, the amount of steering of the front and rear wheels is suppressed.

In this way, in this embodiment, the friction coefficient of the road surface becomes smaller, and the front and rear wheel cornering force target values OF,
In order to realize OR, the amount of wheel turning is large and if it is possible that the vehicle behavior will become unstable, the system operates to suppress the amount of wheel turning and stabilize the vehicle behavior. Furthermore, when the vehicle is traveling on a normal road, the steering force of the wheels is controlled so that the vehicle faithfully achieves the target driving performance, similarly to the first embodiment of the first aspect of the invention.

In addition, in the above embodiment, an example was shown in which the current control gain K is variably set in response to a change in the steering angle deviation rate, but in addition to this, in response to a change in the steering angle deviation rate, Among the target vehicle specifications used when calculating YG, the front of the target vehicle,
A similar effect can be obtained by correcting the value of rear wheel cornering power -KF□I KRl. In addition, the front and rear wheel cornering power KF of the own vehicle's vehicle specifications,
The same holds true even if KR is corrected.

Moreover, the linear motor type steering in the said Example.

Instead of the actuator 6.7ζ, as in the second embodiment of the first invention, a hydraulic steering actuator 28 is used.
．． It goes without saying that the same effect can be obtained even if the configuration is made using 24.

Further, in each of the embodiments according to the first invention and the second invention, an example was shown in which the steering force of both the front wheels 9, 10 and the rear wheel 11°]2 is controlled. Alternatively, it is also possible to achieve the target driving performance by controlling the steering force of either the front wheels or the rear wheels. In this case, the motion variables are 1. .

Calculations of the target value, cornering force target value, etc. may be performed by correlating the cornering force of the controlled wheels with the change in the cornering force of the non-controlled wheels.

(Effects of the Invention) As explained in detail above, both the first invention and the second invention provide a method for at least one of the front wheels or the rear wheels in order to achieve the target driving performance in the own vehicle. , find the target value of the cornering force of the wheels, and calculate the cornering force target value.

By controlling the steering force of the wheels to be controlled so as to achieve this with the own vehicle's wheels, even if the cornering power changes due to changes in the friction coefficient of the road surface or changes in tire wear, the cornering force is always maintained. The target value can be achieved faithfully, and as a result, the accuracy of achieving the target exercise performance is improved.

In addition to the above-mentioned effects, the second invention obtains a target value of the wheel steering angle necessary to achieve the target motion performance, and compares this target value of the wheel steering angle with the actual wheel steering angle. Compare the rudder angles and deal with the deviation between the two.

By correcting the steering force of the wheels, for example,
When the friction coefficient of the road surface is extremely small, such as on an icy road, the wheel steering angle becomes too large if the wheel steering force necessary to achieve the above-mentioned target interlocking performance is generated as is. When there is a risk that the vehicle behavior may become unstable, it is possible to appropriately suppress the amount of wheel turning to stabilize the vehicle behavior.

[Brief explanation of the drawing]

Figure 1 (AJ is a configuration diagram of the first invention, Figure 1 (Bl is a configuration diagram of the second invention, Figure 2 is a configuration diagram of the first embodiment of the first invention, and Figure 8 is a configuration diagram of the first embodiment of the first invention. 2 is a schematic diagram showing the configuration of the linear motor type steering actuator, FIG. 4 is a flowchart showing the processing executed by the arithmetic processing unit in FIG. 2, and FIG. 5 is a second embodiment of the first invention. FIG. 6 is a configuration diagram of the hydraulic steering actuator and hydraulic control device in FIG. 5, FIG. 7 is a configuration diagram of an embodiment of the second invention, and FIG.
A flowchart showing the processing executed by the arithmetic processing unit in the figure. FIG. 9 is a diagram showing the relationship between the current control gain and the steering angle deviation rate determined in the same embodiment. -Vehicle speed detection means 102...Motion variable target value calculation means 108...Cornering force target value calculation means 10
4...Steering force control means 105...Wheel steering actuator
1゜106...Wheel 107...Actual steering angle detection means 108...Wheel steering angle target value calculation means 109...Steering force correction means IA, IB...Arithmetic processing unit 2...Steering wheel Steering angle sensor 8... Vehicle speed sensor 4.5... Current control circuit (steering force control means) 6.7.
...Linear motor steering actuator 8...Steering handle 9.10...Front wheel 11, 12...Rear wheel 2
], 22... Hydraulic control device (steering force control means) 2
8, 24...Hydraulic steering actuator 5]...
Front wheel actual steering angle sensor 52...Rear wheel actual steering angle sensor 58...
・Rono size filter 54...gain controller (steering force correction means) [1
5, 56...Current control circuit

Claims (1)

[Claims] 1. Steering wheel angle detection means for detecting the steering angle of the steering wheel; vehicle speed detection means for detecting vehicle speed; and based on an equation of motion regarding a target vehicle having preset target motion performance. a motion variable target value calculation means for calculating a target value of a motion variable corresponding to the steering angle of the steering wheel and the vehicle speed; and at least one of a front wheel or a rear wheel necessary for realizing the motion variable target value in the own vehicle. cornering force target value calculation means for calculating a target value of cornering force using vehicle specifications of the own vehicle;
a wheel steering actuator that is connected to the wheel on which the cornering force target value is calculated and variably sets the steering angle of the wheel depending on the magnitude of the steering force; A steering angle control device for a vehicle, comprising: steering force control means for controlling the steering force of the wheel steering actuator. 2. Steering wheel angle detection means for detecting the steering angle of the steering wheel; vehicle speed detection means for detecting vehicle speed; a motion variable target value calculating means for calculating target values of motion variables corresponding to the steering angle and vehicle speed; and a target value of cornering force of at least one of the front wheels or the rear wheels necessary for the own vehicle to realize the motion variable target values. cornering force target value calculation means for calculating the cornering force using the vehicle specifications of the own vehicle;
a wheel steering actuator that is connected to the wheel on which the cornering force target value is calculated and variably sets the steering angle of the wheel depending on the magnitude of the steering force; steering force control means for controlling the steering force of the wheel steering actuator; actual steering angle detection means for detecting the actual steering angle of the wheels steered by the wheel steering actuator; and at least the motion variable. wheel steering angle target value calculation means for calculating a target value of the wheel steering angle necessary to realize the motion variable target value based on the target value; A steering angle control device for a vehicle, comprising: a steering force correction unit that compares the steering force and corrects the steering force generated in the wheel steering actuator in accordance with a deviation between the two.