JP4792709B2 - Vehicle steering control device - Google Patents

Description

  The present invention belongs to the technical field of a vehicle steering control device including a steering control unit that variably controls a steering gear ratio according to a traveling state.

Conventionally, a vehicle steering control device detects vehicle behavior such as lateral acceleration, roll speed, and yaw rate by a plurality of sensors, and changes a steering gear ratio based on a roll angle estimation value calculated according to the vehicle behavior. In this way, the roll behavior is stabilized (for example, see Patent Document 1).
JP 2001-213345 A

  However, in the above prior art, since the feedback control that varies the steering gear ratio according to the detected vehicle behavior, there is a problem that transient response and vibration accompanying the feedback control lead to a steering delay in the steering control. there were.

  The present invention has been made paying attention to the above-mentioned problems, and the object of the present invention is to provide a vehicle steering control that can prevent idling of the inner ring without generating a transient response or vibration associated with the feedback control. To provide an apparatus.

In order to achieve the above object, in the present invention,
In a vehicle steering control device including a steering control unit that variably controls a steering gear ratio, which is a ratio of a steering steering angle to a steered wheel turning angle, according to a traveling state,
The steering control means includes
A target value generator for calculating a target yaw rate of the vehicle according to the vehicle speed and the steering angle,
Calculate the turning acceleration estimated value from the vehicle speed, steering angle and steering gear ratio,
An inner ring idling determination unit that predicts whether or not the inner ring idles from a change in the estimated value of turning acceleration,
Limiting the idling of the inner ring in the inner ring idling determination unit is predicted, in accordance with the turning acceleration estimated value, the inner ring than when it is determined not to idle, the target yaw rate calculated by the target value generating unit size And an anti-spinning correction unit that increases the steering gear ratio and slows down the steering response to achieve the limited target yaw rate.

In the present invention, the inner wheel idling is predicted based on the estimated turning acceleration calculated from the vehicle speed, the steering angle, and the steering gear ratio, and the steering gear ratio is increased from the initial state of the vehicle behavior by feedforward control. Since the steering response can be made slow and the peak of lateral acceleration can be suppressed, it is possible to prevent idling of the inner ring without generating a transient response or vibration accompanying the feedback control of the vehicle behavior.

  Hereinafter, the best mode for carrying out the present invention will be described based on Examples 1 and 2.

First, the configuration will be described.
FIG. 1 is an overall system diagram of the vehicle steering control apparatus according to the first embodiment.
A driver steering angle sensor 1 and a front wheel steering actuator 5 are provided on a column shaft 13 that connects the steering wheel 10 and a front wheel steering mechanism 12 that steers the left and right front wheels 11a and 11b.

  The front wheel steering actuator 5 is constituted by, for example, a motor and a speed reducer, and the output shaft of the motor is connected to the column shaft 13 via the speed reducer. The front-wheel steering actuator 5 decelerates the rotation input via the column shaft 13 by the variable gear ratio according to the steering angle command value from the front-wheel steering controller 4 and outputs the reduced speed to the steering gear of the front-wheel steering mechanism 12. Thus, the steering gear ratio (= θ / δ), which is the ratio of the steering angle θ to the steering angle δ of the left and right front wheels 11a, 11b, is variably controlled.

  The front wheel steering controller 4 calculates a steering angle command value that eliminates the deviation between the target front wheel steering angle generated by the steering control controller 3 and the actual front wheel steering angle value, and uses the calculated steering angle command value as the front wheel steering actuator. 5 is output.

The steering control controller 3 generates a target front wheel steering angle according to the driver steering angle detected by the driver steering angle sensor 1 and the vehicle body speed detected by the vehicle speed sensor 2, and outputs the target front wheel steering angle to the front wheel steering controller 4. To do.
FIG. 2 is a control block diagram of the steering control controller 3 according to the first embodiment.
The steering steering controller 3 includes a target value generation unit 31, a target output value generation unit 32, and an inner wheel idling determination unit 33.

The target value generation unit 31 generates a target yaw rate based on the driver steering angle and the vehicle body speed, and outputs the target yaw rate to the target output value generation unit 32. The target output value generation unit 32 generates a target front wheel steering angle based on the target yaw rate and outputs it to the front wheel steering controller 4. The inner wheel idling determination unit 33 determines the possibility of idling of the inner wheel based on the driver steering angle and the vehicle body speed, and outputs a turning acceleration change rate estimated value and a control switching flag to the target value generation unit 31.
Here, the inner wheels are front and rear wheels that are turned in the turning direction while the vehicle is turning.

FIG. 3 is a control block diagram of the target value generation unit 31.
The target value generation unit 31 includes a vehicle model calculation unit 311 and a target value calculation unit 312. The vehicle model calculation unit 311 calculates vehicle parameters using a two-wheel model from the driver steering angle and the vehicle body speed, and outputs the vehicle parameters to the target value calculation unit 312.

  The target value calculation unit 312 calculates a target yaw rate based on the vehicle parameters from the vehicle model calculation unit 311, the estimated value of the turning acceleration change rate and the control switching flag from the inner wheel idling determination unit 33.

FIG. 4 is a control block diagram of the target value calculation unit 312.
The target value calculation unit 312 includes a target yaw angular acceleration calculation unit 312a, an idling prevention correction unit 312b, a control switching unit 312c, and a target yaw rate calculation unit 312d.

  The target yaw angular acceleration calculation unit 312a calculates the target yaw angular acceleration from the vehicle parameters. The idling prevention correction unit 312b corrects the target yaw angular acceleration based on the target yaw angular acceleration and the estimated value of the turning acceleration change rate.

  When the value of the control switching flag is zero, the control switching unit 312c outputs the target yaw angular acceleration calculated by the target yaw angular acceleration calculating unit 312a to the target yaw rate calculating unit 312d, and when the value of the control switching flag is 1. The target yaw angular acceleration corrected by the idling prevention correction unit 312b is output to the target yaw rate calculation unit 312d.

  The target yaw rate calculation unit 312d calculates a target yaw rate from the input target yaw angular acceleration and outputs the target yaw rate to the target output value generation unit 32.

Next, the operation will be described.
[Vehicle model calculation]
In the steering control controller 3, the vehicle model calculation unit 311 of the target value generation unit 31 obtains vehicle parameters using a two-wheel model from the driver steering angle and the vehicle body speed as described below.

である。 In general, assuming a two-wheel model, the yaw angular acceleration of the vehicle can be expressed by the following equation (1).
ψ ″ = a ₁₁ ψ ′ + a ₁₂ V _y + b _f1 θ (1)
Further, the lateral acceleration of the vehicle can be expressed by the following equation (2).
V _y ′ = a ₂₁ ψ ′ + a ₂₂ V _y + b _f2 θ (2)
here,

It is.

When the transfer function of the yaw rate for front wheel steering is obtained from the equations of motion of equations (1) and (2), the following equation (4) is obtained.

The yaw rate transfer function is expressed by the following equation (5) using vehicle parameters.

であるため、式(3)とから、車両パラメータ

が求められる。 here,

Therefore, from equation (3), the vehicle parameters

Is required.

[Target value generation]
Next, the target value calculation unit 312 of the target value generation unit 31 obtains the target yaw rate ψ ′ ^* from the vehicle body speed V, the vehicle parameter, the target value parameter, and the control switching flag F _c .

The target yaw angular acceleration is represented by the following equation (7) from equation (5).
ψ " ^* = − 2ζ _{ψ ′ *} (V) ω _{ψ ′ *} (V) ψ ′ ^* (s) + ω _{ψ ′ *} (V) ² T _{ψ ′ *} (V) θ (s)
+ 1 / s × ω _{ψ '*} (V) ² (g _{ψ' *} (V) θ (s) −φ ' ^* (s))… (7)

ただし、yrate_gain_map、yrate_omegn_map、yrate_zeta_map、yrate_zero_mapはチューニングパラメータである。 Here, the target value parameter is set as shown in the following equation (8).

However, yrate_gain_map, yrate_omegn_map, yrate_zeta_map, and yrate_zero_map are tuning parameters.

When F _c = 0 (normal control), the target yaw rate is obtained from the target yaw angular acceleration by the following equation (9).
ψ ' ^* (s) = 1 / s x ψ " ^* (s)… (9)

When F _c = 1 (idling prevention control), the target yaw angular acceleration value is limited as shown in the following equation (10), and the corrected target yaw angular acceleration is corrected according to equation (9). Find the yaw rate.
−L _{ψ ″ *} ≦ ψ ″ ^* (s) ≦ L _{ψ ″ *} (10)
Here, the target yaw angular acceleration limit value L _{ψ ″ *} is a turning acceleration change rate estimated value EG _y ′ when the driver steering angle θ passes a threshold value T _θ (described later) by the driver's return steering. In contrast to (described later), L _{ψ ″ *} is determined from the map shown in FIG.

[Inner wheel idling judgment]
In the inner ring idling determination unit 33, the driver steering angle θ and the vehicle speed V, and determines the inner ring idling possibility to determine the control switching flag F _c.
If F _c = 0 in the previous calculation, first, the turning acceleration estimated value EG _y is obtained by the following equation (11).
EG _y = (V ² × θ) / {(1 + AV ² ) × (L _f + L _r ) × N _f } (11)
Here, A is a stability factor.

When the absolute value of the turning acceleration estimated value EG _y | EG _y | is equal to or greater than a threshold value TG _{y at} which an inner wheel idling may occur when the driver performs back-up steering, the acceleration determination flag F _a is The following equation (12) is set.
F _a = 1 (12)

When | EG _y | is smaller than the threshold value TG _y , the acceleration determination flag _Fa is set as the following equation (13).
F _a = 0 (13)

| EG _y | is smaller than the threshold value TG _y, and, when the time T _a from the acceleration judgment flag F _a is switched from 1 to zero is less than the threshold value T _ta, in switchback driver steering, the inner ring idling It is determined that there is a possibility of the occurrence of the problem, and the inner ring idling determination is continued.

| EG _y | When the time T _a from becoming smaller than the threshold value TG _y becomes greater than the threshold value T _ta, it is determined that the vehicle becomes a stable state, returns to normal control.

Next, the steering angular velocity dθ is expressed by the following equation (14) from the driver steering angle θ.
dθ = (θ _t −θ _t-1 ) / ΔT (14)
Here, ΔT is a control cycle.

Whether the steering angular velocity dθ when the driver steering angle θ passes the threshold T _θ by the driver's switchback steering is the threshold T _dθ is determined as in the following equation (15),
| θ _t | ≦ T _θ and | θ _t-1 |> T _θ (15)
When the steering angular velocity dθ at that time becomes the following equation (16),
dθ ≧ T _dθ (16)
It is determined that there is a possibility of idling of the inner ring, and the control switching flag _Fc is set to the following expression (17), and idling prevention control is performed.
F _c = 1 (17)

Here, the threshold value T _theta, in accordance with the turning acceleration estimated value EG _y, is determined by the map of FIG. 6 a steering angle position to determine the returning steering of the driver. In order to determine the driver's switchback steering earlier as EG _y is larger, T _θ is set larger.

Further, the threshold T _dθ is determined by the map shown in FIG. 7 according to the turning acceleration estimated value EG _y , which is a steering angular velocity that may cause idling of the inner ring. As EG _y is larger, T _dθ is set to be smaller in order to perform anti-skid control even if the driver's switchback steering is slower. However, it is determined that the vehicle is in the stable state when the estimated time T _g when the estimated turning acceleration value EG _y is equal to or less than the threshold value TG _{y is} equal to or greater than the threshold value TT _g , and the control switching flag F _c is set. Then, the normal control is restored as the following equation (18).
F _c = 0 (18)

[Target front wheel rudder angle calculation]
Using the following equation (19), the target front wheel steering angle θ ^* is calculated from the target yaw rate ψ ′ ^* .
ψ ″ ^* = a ₁₁ ψ ′ ^* + a ₁₂ V _y + b _f1 θ ^* (19)
Therefore, the target front wheel steering angle θ ^* is expressed by the following equation (20).
θ ^* = (ψ ″ ^{* −} a ₁₁ ψ ′ ^{* −} a ₁₂ V _y ) / b _f1 (20)

[Steering control processing]
FIG. 8 is a flowchart showing the flow of the steering control process executed by the steering control controller 3 of the first embodiment. Each step will be described below.

In step S1, the target value calculation unit 312 determines whether or not the control switching flag _Fc is zero. If YES, the process proceeds to step S2, and if NO, the process proceeds to step S10.

In step S2, the inner wheel idling determination unit 33 calculates the absolute value | EG _y | of the turning acceleration estimated value EG _y and proceeds to step S3.

In step S3, the inner wheel idling determination unit 33 determines whether or not the absolute value | EG _y | of the turning acceleration estimated value EG _y obtained in step S2 is greater than or equal to a threshold value TG _y . If YES, the process proceeds to step S4. If NO, the process proceeds to step S5.

In step S4, the inner ring idling determination unit 33 sets a 1 to the acceleration determination flag F _a, the process proceeds to step S9.

In step S5, the inner ring idling determination unit 33 sets the zero acceleration determination flag F _a, the process proceeds to step S6.

In step S6, the inner ring idling determination unit 33, the acceleration judgment flag F _a calculates the time T _a from switched from one to zero, the process proceeds to step S7.

In step S7, the inner ring idling determination unit 33 determines whether _Ta calculated in step S6 is equal to or less than _a threshold value _Tta . If YES, the process moves to step S8, and if NO, the process moves to step S15.

In step S8, the inner wheel idling determination unit 33 calculates the steering angular velocity dθ when the driver steering angle _θ passes the threshold Tθ, and the process proceeds to step S9.

In step S9, the inner wheel idling determination unit 33 determines whether or not the steering angular velocity dθ calculated in step S8 is greater than or equal to a threshold T _dθ . If YES, the process proceeds to step S10, and if NO, the process proceeds to step S16.

In step S10, the inner ring idling determination unit 33, | EG _y | calculates the time The T _g has continued equal to or less than the threshold value TG _y, the process proceeds to step S11.

In step S11, it determines in the inner ring idling determination unit 33, T _g calculated in step S10 whether it is less than the threshold value TT _g. If YES, the process proceeds to step S12. If NO, the process proceeds to step S15.

In step S12, the inner ring idling determination unit 33 determines that there is idle possible, sets 1 to control switching flag F _c, the process proceeds to step S13.

In step S13, the idling prevention correction unit 312b restricts the target yaw angular acceleration ψ " ^* according to the turning acceleration change rate estimated value EG _y ', and the target yaw rate calculation unit 312d corrects the idling prevention correction unit 312b. The idling prevention control for calculating the target yaw rate ψ ′ ^* from the target yaw angular acceleration ψ ″ ^* is performed, and the process proceeds to step S16.

In step S14, the idling prevention correcting unit 312b, and set to zero to control switching flag F _c, the process proceeds to step S15.

In step S15, the target yaw rate calculation unit 312d performs normal control for calculating the target yaw rate ψ ′ ^* from the target yaw angular acceleration ψ ″ ^* calculated by the target yaw angular acceleration calculation unit 312a, and the process proceeds to step S17.

In step S17, the target output value generation unit 32 calculates the target front wheel steering angle θ ^* based on the target yaw rate ψ ′ ^* calculated in step S14 or step S16, and the front wheel steering controller 4 calculates the target front wheel steering angle. A steering angle command value for obtaining θ ^* is output to the front wheel steering actuator 5 and the routine proceeds to return.

[Steering control operation]
If the absolute value of the turning acceleration estimated value EG _y | EG _y | is equal to or greater than the threshold value TG _y , the process proceeds from step S1 to step S2 to step S3 to step S4 in the flowchart of FIG. 1 is set to the determination flag F _a.

On the other hand, if | EG _y | is smaller than the threshold value TG _y , the process proceeds from step S 1 → step S 2 → step S 3 → step S 5 → step S 6 → step S 7 in the flowchart of FIG. Subsequently, in step S7, if the time T _a from the acceleration judgment flag F _a is switched from 1 to zero is less than or equal to the threshold value T _ta proceeds to step S8.

Further, in step S7, when T _a is greater than the threshold value T _ta, the process proceeds to step S15 → step S16, in step S15, since the control switching flag F _c is zero, if there is no inner ring idling possibility The normal control for determining and calculating the target yaw rate ψ ′ ^* from the target yaw angular acceleration ψ ″ ^* calculated by the target yaw angular acceleration calculation unit 312a is performed.

Next, from step S4 or step S7, the process proceeds from step S8 to step S9. In step S9, when the steering angular velocity dθ is equal to or greater than the threshold value T _dθ , the process proceeds from step S10 to step S11. On the other hand, if dθ is smaller than the threshold value T _dθ or more, the process proceeds from step S15 to step S16. In step S15, since the control switching flag _Fc is zero, it is determined that there is no possibility of idling of the inner ring, and the target Normal control for calculating the target yaw rate ψ ′ ^* from the target yaw angular acceleration ψ ″ ^* calculated by the yaw angular acceleration calculation unit 312a is performed.

In step S11, when the absolute value | EG _y | of the turning acceleration estimated value EG _y is equal to or less than the threshold value TG _y and the continuing time T _g is equal to or less than the threshold value TT _g , step S12 → step S13 → step The flow proceeds to S16. That is, in step S12, since 1 is set to the control switching flag F _c, in step S13, together with applying a limit to the target yaw angle acceleration [psi ^"* in accordance with the turning acceleration change rate estimated value EG _y ', the target yaw rate In the calculation unit 312d, anti-skid control is performed in which the target yaw rate ψ ' ^* is calculated from the target yaw angular acceleration ψ " ^* corrected by the anti-skid correction unit 312b. Therefore, in step S16, the steering gear ratio becomes larger than that in the normal control, and as a result, the steering response becomes slow.

In step S11, if the T _g is greater than the threshold value TT _g, the process proceeds to step S14 → step S15 → step S16, in step S14, since zero is set to the control switching flag F _c, the inner ring idling possibility Normal control for calculating the target yaw rate ψ ′ ^* from the target yaw angular acceleration ψ ″ ^* calculated by the target yaw angular acceleration calculation unit 312a is performed.

[Steering gear ratio correction action according to inner ring idling prediction]
In Japanese Patent Laid-Open No. 2001-213345, vehicle behavior such as lateral acceleration, roll speed, yaw rate is detected by a plurality of sensors, and a steering gear ratio is changed based on a roll angle estimated value calculated according to these vehicle behaviors. Thus, a technique for stabilizing the roll behavior is described.

  However, since this conventional technique requires a plurality of sensors for detecting the vehicle behavior, the manufacturing cost increases, and the transient response and vibration accompanying the feedback control of the vehicle behavior lead to a delay in steering, which is not preferable in terms of control. There is a case.

  In contrast, in the vehicle steering control device of the first embodiment, the inner wheel idling is predicted from the output of the vehicle speed sensor and the driver steering angle sensor used for normal steering control, and the steering gear ratio is increased by feedforward control. By making the steering response slow, it is possible to prevent idling of the inner ring without adding an idling prediction sensor.

  FIG. 9 is a diagram showing the lateral G and the left wheel load at the time of turning sudden steering when the anti-skid control is not performed. When the steering is steered from the neutral position to the right direction to the left direction, the excessive lateral G A peak occurs, the left wheel load becomes zero, and the left wheel runs idle.

  FIG. 10 is a diagram illustrating the lateral G and the left wheel load at the time of reverse turning sudden steering when the idling prevention control of the first embodiment is performed. In the first embodiment, when the idling of the inner ring is predicted, the steering gear ratio is changed. By increasing the width, the peak of the lateral G is suppressed and the left wheel load is zero, that is, the left wheel idling is prevented in advance.

Next, the effect will be described.
In the vehicle steering control device according to the first embodiment, the following effects can be obtained.

  (1) The steering controller 3 includes an inner wheel idling determination unit 33 that predicts whether or not the inner wheel is idling, and the steering gear ratio (when the inner wheel is judged not idling when it is judged that the inner wheel idly idles). The anti-spinning correction unit 312b that increases (θ / δ) is provided, so that the peak of the lateral G is suppressed and the idling of the inner ring can be prevented.

(2) The steering controller 3 calculates a target value generation unit 31 that calculates a target yaw rate ψ ′ ^* of the vehicle according to the vehicle speed and the steering steering angle, and calculates a target front wheel steering angle according to the target yaw rate ψ ′ ^*. A target output value generation unit 32, and the idling prevention correction unit 312b limits the magnitude of the target yaw rate ψ ′ ^* calculated by the target value generation unit 31 when it is determined that the inner ring is idling (−L _{ψ ”*} ≦ ψ” ^* (s) ≦ L _{ψ ″ *} , ψ ″ ^* : target yaw angular acceleration), the target yaw rate ψ ′ ^* is reduced to suppress the lateral G peak, and the inner ring idle Can be prevented.

(3) The idling prevention correction unit 312b limits the magnitude of the target yaw rate ψ ′ ^* as the change rate EG _y ′ of the vehicle turning acceleration estimated value EG _y obtained from the vehicle speed and the steering angle is increased (FIG. 5). map reference) to order, while preventing the inner ring idling in accordance with the magnitude of the turning acceleration estimated value EG _y, can be suppressed from becoming excessive understeer.

(4) The inner wheel idling determination unit 33 predicts whether or not the inner wheel is idling based on the steering angular velocity dθ and the turning acceleration estimated value EG _y (step S9 and step S11 in FIG. 8). By using only the output of the vehicle speed sensor and driver steering angle sensor used in the above, the idling of the inner ring can be predicted without adding an idling prediction sensor, and the idling of the inner ring can be prevented by feedforward control.

(5) The inner wheel idling determination unit 33 decreases the value of the steering steering angular velocity dθ, which is determined to cause the inner wheel to idle by switching back steering, as the estimated turning acceleration value EG _y increases (see the map in FIG. 7). The idling of the inner ring can be accurately determined with respect to the turning state of the vehicle, and the idling of the inner ring can be prevented by feedforward control.

(6) The inner wheel idling determination unit 33 determines the inner wheel based on the steering steering angular velocity dθ at a position where the steering angle θ during steering of the return steering is larger (see the map in FIG. 6) as the turning acceleration estimated value EG _y is larger. Therefore, it is possible to determine idling of the inner ring at an accurate timing with respect to the turning state of the vehicle, and it is possible to prevent idling of the inner ring by feedforward control.

  The vehicle steering control device according to the second embodiment turns the rear wheel to the opposite side to the front wheel when the inner wheel idling is predicted.

  FIG. 11 is an overall system diagram of the vehicle steering control apparatus according to the first embodiment. Compared with the configuration of the first embodiment shown in FIG. 1, the rear wheel steering mechanism 15 that steers the left and right rear wheels 14 a and 14 b. Further, unlike the first embodiment in that the rear wheel steering actuator 16 is provided, the other components are the same, and therefore the same components are denoted by the same reference numerals and description thereof is omitted.

  The rear wheel steering actuator 16 includes a motor and a speed reducer, as in the case of the front wheel steering actuator 5, and the output shaft of the motor is connected to the rear wheel steering mechanism 15 via the speed reducer. The rear wheel steering actuator 16 variably controls the left and right rear wheels 14 a and 14 b according to the steering angle command value from the rear wheel steering controller 17.

  FIG. 12 is a control block diagram of the steering control controller 3 according to the second embodiment. The target value output value generation unit 32 generates a target rear wheel steering angle based on the target yaw rate and the like. Output.

  The rear wheel steering controller 17 calculates a steering angle command value that eliminates the deviation between the target rear wheel steering angle generated by the steering control controller 3 and the actual rear wheel steering angle value, and uses the calculated steering angle command value. Output to the rear wheel steering actuator 16.

Next, the operation will be described.
[Target rear wheel rudder angle calculation]
In the second embodiment, the target front wheel steering angle θ ^* calculated by the target front wheel steering angle calculation, the target front wheel steering angle θ ₀ ^* calculated from the target yaw rate when F _c = 0 (normal control), and a predetermined control constant are used. Based on c, the target rear wheel steering angle δ _r ^* is calculated using the following equation (21). However, the control constant c is a value by which the turning radius of the vehicle does not become smaller than that when there is no anti-slip control of the front and rear wheels.
δ _r ^* = (θ ^* −θ ₀ ^* ) / N × c (21)

θ ₀ ^* is represented by the following equations (19) ′ and (20) ′, similarly to equations (19) and (20).
ψ ₀ ″ ^* = a ₁₁ ψ ₀ ′ ^* + a ₁₂ V _y + b _f1 θ ₀ ^* (19) ′
θ ₀ ^* = (ψ ₀ ″ ^* −a ₁₁ ψ ₀ ′ ^* −a ₁₂ V _y ) / b _f1 (20) ′

[Rear wheel reverse phase control action according to inner ring idling prediction]
In the first embodiment, the idling is predicted from the vehicle speed and the driver steering angle, and the steering gear ratio is changed by feedforward control to prevent idling. However, as the steering gear ratio increases, understeering is shown. This tends to increase the turning radius of the vehicle.

  On the other hand, in the second embodiment, as shown in FIG. 13, the rear wheels 14a, 14b are moved to the front wheels 11a, 14b by an amount proportional to the difference between the target rear wheel steering angle and the rear wheel steering angle corrected by the anti-skid control. By turning to the opposite side to 11b, the yaw moment of the vehicle is increased and the turning radius of the vehicle is prevented from increasing. Further, since the yaw moment increases, the lateral G peak can be further reduced as compared with the anti-skid control using only the front wheels, so that the anti-skid effect is also improved.

  At this time, the rear wheels are steered so that the turning radius of the vehicle does not become smaller than the turning radius when there is no anti-slip control of the front and rear wheels, thereby preventing the vehicle from being cut too far into the turning inside.

Next, the effect will be described.
In the vehicle steering control device of the second embodiment, the effects listed below are obtained in addition to the effects (1) to (6) of the first embodiment.

(7) A rear wheel steering mechanism 15 including a rear wheel steering actuator 16 for changing the rear wheel steering angle is provided, and the steering controller 3 determines whether the steering gear ratio correction amount by the idling prevention control is (δ _r ^* = (Θ ^* −θ ₀ ^* ) / N × c), the rear wheel turning angle is steered to the opposite side to the front wheels 11a, 11b, so that it is possible to prevent an increase in turning radius and to prevent idling more Can be increased.

  (8) The steering control controller 3 steers the rear wheels 14a and 14b so as to be equal to or greater than the turning radius of the vehicle when the anti-spinning prevention control by the front and rear wheel turning is not performed. Can be prevented.

1 is an overall system diagram of a vehicle steering control apparatus according to a first embodiment. FIG. 3 is a control block diagram of the steering control controller 3 according to the first embodiment. 3 is a control block diagram of a target value generation unit 31. FIG. 5 is a control block diagram of a target value calculation unit 312. FIG. It is a setting map of threshold value L _{ψ ″ *} according to the turning acceleration change rate estimated value EG _y ′. Is a setting map threshold T _{d [theta]} corresponding to the turning acceleration estimated value EG _y. Is a setting map threshold T _{d [theta]} corresponding to the turning acceleration estimated value EG _y. 4 is a flowchart illustrating a flow of a steering control process executed by the steering control controller 3 according to the first embodiment. It is a figure which shows the side G and the left-wheel load at the time of a turning-back sudden steering when not performing idling prevention control. It is a figure which shows the side G and the left-wheel load at the time of a turning-back sudden steering at the time of implementing the idling prevention control of Example 1. FIG. 1 is an overall system diagram of a vehicle steering control apparatus according to a first embodiment. It is a control block diagram of the steering control controller 3 of Example 2. FIG. It is a figure which shows the side G and the left-wheel load at the time of a turning-back sudden steering at the time of implementing the idling prevention control of Example 2. FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Driver | operator steering angle sensor 2 Vehicle speed sensor 3 Steering control controller 31 Target value production | generation part 311 Vehicle model calculating part 312 Target value calculating part 312a Target yaw angular velocity calculating part 312b Anti-spin correction part 312c Control switching part 312d Target yaw rate calculating part 32 Target Output value generation unit 33 Inner wheel idling determination unit 4 Front wheel steering controller 5 Front wheel steering actuator 6 Left and right driving force control controller 10 Steering wheel 11a Left front wheel 11b Right front wheel 12 Front wheel steering mechanism 13 Column shaft 14a Left rear wheel 14b Right rear wheel 15 Rear Wheel steering mechanism 16 Rear wheel steering actuator 17 Rear wheel steering controller

Claims (3)

In a vehicle steering control device including a steering control unit that variably controls a steering gear ratio, which is a ratio of a steering steering angle to a steered wheel turning angle, according to a traveling state,
The steering control means includes
A target value generator for calculating a target yaw rate of the vehicle according to the vehicle speed and the steering angle,
An inner ring idling determining unit calculates a turn acceleration estimate from the vehicle speed and the steering angle and the steering gear ratio, the swing acceleration estimated value or we inner ring to predict whether idles,
When the inner ring idling determination unit predicts idling of the inner ring, the target yaw rate calculated by the target value generation unit is larger than that determined when the inner ring does not idling according to the turning acceleration estimated value. The anti-spinning correction unit that increases the steering gear ratio and slows down the steering response to limit the target yaw rate,
A vehicle steering control device comprising:

The vehicle steering control device according to claim 1,
A rear wheel steering mechanism provided with a rear wheel steering actuator for changing the rear wheel steering angle is provided.
The vehicle steering control device characterized in that the steering control means turns the rear wheel turning angle to the opposite side to the front wheel according to the magnitude of the steering gear ratio correction amount by the idling prevention control . The vehicle steering control device according to claim 1 or 2,
The steering control device for a vehicle, wherein the steering control means steers the rear wheels in a range in which the turning radius of the vehicle is equal to or larger than the turning radius of the vehicle when the idling prevention control is not performed .

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