Patent Publication Number: US-11390320-B2

Title: Vehicle control system, vehicle control method, and electric power steering system

Description:
TECHNICAL FIELD 
     The invention relates to vehicle control systems, vehicle control methods, and electric power steering systems. 
     BACKGROUND ART 
     A vehicle control system described in Patent Literature 1 reduces the assist torque of electric power steering when the tire force of a steered wheel is about to deviate from an estimated friction circle. 
     CITATION LIST 
     Patent Literature 
     PTL 1: Japanese Unexamined Patent Application Publication (Kokai) No. 11-48997 
     SUMMARY OF INVENTION 
     Technical Problem 
     With regard to vehicle control systems, there has been a need to generate a larger cornering force during a turning motion. 
     An object of the invention is to provide a vehicle control system, a vehicle control method, and an electric power steering system, which generate a larger cornering force during a turning motion. 
     Solution to Problem 
     A vehicle control system according to one embodiment of the invention reduces a turning angle if it is determined that a normative yaw rate is larger than an actual yaw rate. 
     The one embodiment of the invention thus generates a larger cornering force during the turning motion. 
    
    
     
       BRIEF DESCRIPTION OF DRAWINGS 
         FIG. 1  is a configuration diagram of an electric power steering system according to an Embodiment 1. 
         FIG. 2  is a control block diagram of turning angle limitation control according to the Embodiment 1. 
         FIG. 3  is a flowchart showing a processing flow of the turning angle limitation control according to the Embodiment 1. 
         FIG. 4  is a time chart showing the action of turning angle limitation according to the Embodiment 1. 
         FIG. 5  is a control block diagram of a turning angle limitation section  23  according to an Embodiment 2. 
         FIG. 6  is a time chart showing the action of turning angle limitation according to the Embodiment 2. 
         FIG. 7  is a control block diagram of a turning angle limitation section  23  according to an Embodiment 3. 
         FIG. 8  is a time chart showing the action of turning angle limitation according to the Embodiment 3. 
     
    
    
     DESCRIPTION OF EMBODIMENTS 
     Embodiment 1 
       FIG. 1  is a configuration diagram of an electric power steering system according to an Embodiment 1. 
     A steering mechanism  1  includes a rack and pinion steering gear  4  which turns front wheels (steered wheels)  3 ,  3  along with rotation of a steering wheel  2 . The steering gear  4  includes a pinion gear  5  which is disposed at a pinion shaft  6 . The pinion shaft  6  is joined to a column shaft  8  through a joint  7 . The column shaft  8  is joined to the steering wheel  2 . A joint  9  is disposed at a point of the column shaft  8 . The steering gear  4  includes a rack gear  10  disposed at a rack shaft  11 . The rack shaft  11  is joined to the front wheels  3 ,  3  at both ends through tie rods  12 ,  12 . Joined to the pinion shaft  6  through a speed reducer  13  is an electric motor (hereinafter, referred to as motor)  14 . Rotation torque from the motor  14  is transmitted through the speed reducer  13  to the pinion shaft  6 . A torque sensor  15  is disposed at the pinion shaft  6 . The torque sensor  15  detects torque which acts on the pinion shaft  6 , on the basis of twist amount of a torsion bar (not shown) disposed at the pinion shaft  6 . Attached to the motor  14  is a resolver  16 . The resolver  16  detects a rotation angle of the motor  14 . A yaw rate sensor (actual yaw rate detection section)  17  detects a yaw rate (actual yaw rate) of a vehicle. An EPS controller (control unit)  18  drive-controls the motor  14  on the basis of steering torque and driving conditions (vehicle speed and other conditions) and thus implements assist control for applying assist torque to the steering mechanism  1 . The EPS controller  18  further drive-controls the motor  14  in accordance with a turning angle command from an AD controller  19  during automatic operation and thus implements automatic steering control for automatically turning the front wheels  3 ,  3  so that the vehicle travels along a target route. The EPS controller  18  provides information using a CAN communication system and a VDC controller  20  installed in the vehicle. The VDC controller  20  automatically carries out brake control and engine output control on the basis of driving maneuvers by a driver, vehicle speed and the like. The VDC controller  20  thus implements skid prevention control for suppressing the skidding of the vehicle on low-friction (low μ) roads and curved roads. 
     The EPS controller  18  of the Embodiment 1 is designed to enable a turning motion of the vehicle using the cornering force limit during the automatic steering control, and implements turning angle limitation control on the front wheels  3 ,  3  as described below. The turning angle limitation control is supposed to be implemented in parallel with the brake control carried out by the VDC controller  20 . 
       FIG. 2  is a control block diagram of the turning angle limitation control according to the Embodiment 1. 
     The EPS controller  18  includes a normative yaw rate calculation section  21 , a turning-angle limitation determination section  22 , a turning angle limitation section  23 , and a motor torque control section  24 . 
     The normative yaw rate calculation section  21  calculates a normative yaw rate y that is an ideal yaw rate for a turning angle θ based on the assumption that tire characteristics of the front wheels  3 ,  3  are within a linear range, from the turning angle θ obtained from vehicle speed V and a motor rotation angle in view of a vehicle model shown in the following expression (1). 
     
       
         
           
             
               
                 
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     where I wb  is a wheel base; G ov  is an overall gear ratio; A st  is a stability factor; and δ is a steering angle of the steering wheel  2 . The steering angle δ multiplied by the overall gear ratio G ov  makes the turning angle θ. Therefore, the expression (1) is obtained from the vehicle speed V and the turning angle θ. 
     The turning-angle limitation determination section  22  determines, on the basis of a yaw rate deviation obtained by deducting the actual yaw rate from the normative yaw rate, whether turning angle limitation for limiting the turning angle command for automatic steering should be implemented. 
     When the turning-angle limitation determination section  22  determines that the turning angle limitation should be implemented, the turning angle limitation section  23  limits the turning angle command for automatic steering. The turning angle limitation section  23  includes an adder  23   a , a multiplier  23   b , an adder  23   c , and a limiter  23   d . The adder  23   a  outputs the yaw rate deviation obtained by deducting the actual yaw rate from the normative yaw rate. The multiplier  23   b  multiplies the yaw rate deviation by a predetermined turning angle conversion factor to calculate a turning angle corresponding to the yaw rate deviation (turning angle corresponding to yaw rate deviation). The adder  23   c  outputs a turning angle limit value obtained by deducting the turning angle corresponding to yaw rate deviation from output (post-limitation turning angle command) of the limiter  23   d  in a previous control cycle. When the turning-angle limitation determination section  22  determines that the turning angle limitation should be implemented, the limiter  23   d  limits the turning angle command so that the yaw rate deviation equals a threshold value D (second threshold value) on the basis of the turning angle limit value. The limiter  23   d  includes a turning-angle limitation information transmitting section  23   e . The turning-angle limitation information transmitting section  23   e  transmits behavior information of the turning angle limitation section  23  (yaw rate deviation, turning angle limit value, post-limitation turning angle command, etc.) to the VDC controller  20 . The VDC controller  20  is capable of estimating a more accurate road friction coefficient μ from the behavior information of the turning angle limitation section  23 , which improves control accuracy in the skid prevention control. 
     The motor torque control section  24  controls motor torque so that the turning angle of the front wheels  3 ,  3  matches the post-limitation turning angle command issued by the turning angle limitation section  23 . 
       FIG. 3  is a flowchart showing a processing flow of the turning angle limitation control according to the Embodiment 1. 
     In Step S 1 , the turning-angle limitation determination section  22  reads the actual yaw rate detected by the yaw rate sensor  17  (actual yaw rate detection step). 
     In Step S 2 , the normative yaw rate calculation section  21  calculates the normative yaw rate from the turning angle and the vehicle speed (normative yaw rate calculation step). 
     In Step S 3 , the turning-angle limitation determination section  22  determines whether the normative yaw rate is equal to or larger than a threshold value A (third threshold value). If the determination result is YES, the flow moves to Step S 3 . If NO, the flow moves to Step S 9 . The threshold value A is a value which enables a determination that the vehicle is making the turning motion. 
     In Step S 4 , the turning-angle limitation determination section  22  determines whether the normative yaw rate and the actual yaw rate are in the same direction. If the determination result is YES, the flow moves to Step S 5 . If NO, the flow moves to Step S 9 . 
     In Step S 5 , the turning-angle limitation determination section  22  determines whether the yaw rate deviation is equal to or larger than a threshold value B (first threshold value) (turning angle limitation determination step). If the determination result is YES, the flow moves to Step S 8 . If NO, the flow moves to Step S 6 . The threshold value B is a value that is larger than the threshold value D. 
     In Step S 6 , the turning-angle limitation determination section  22  determines whether the yaw rate deviation is equal to or smaller than −C. If the determination result is YES, the flow moves to Step S 9 . If NO, the flow moves to Step S 7 . 
     Step S 7  determines whether the turning angle limitation is active. If the determination result is YES, the flow moves to Step S 8 . If NO, the flow moves to Step S 9 . 
     In Step S 8 , the turning angle limitation section  23  outputs the post-limitation turning angle command with limitation of the turning angle command so that the yaw rate deviation equals the threshold value D (turning angle limitation step). The turning angle limitation section  23  transmits the behavior information to the VDC controller  20  (turning-angle limitation information transmitting step). 
     In Step S 9 , the turning angle limitation section  23  outputs the turning angle command without limiting the turning angle command. 
     Operation and advantageous effects of the Embodiment 1 will be now discussed. 
     At quick turning or at turning on a low-friction (low μ) road, a friction force between a road surface and a tire is liable to reach a limit. When the friction force reaches the limit, the cornering force is saturated. When the cornering force is saturated, the cornering force is prone to decrease even if the turning angle further increases. This incurs a deterioration in turning performance. In order to enhance the turning performance, the vehicle needs to make the turning motion using the cornering force limit. This can be achieved by limiting the turning angle so as not to exceed the friction force limit between the road surface and the tire. Some related technologies calculate the friction force limit from an estimated road friction coefficient μ. Regardless of driving conditions or environment, however, it is difficult to accurately estimate the road friction coefficient μ. If the turning angle is limited on the basis of the friction force limit obtained from the road friction coefficient μ, the turning angle cannot be properly limited, which results in the saturation or insufficiency of the cornering force. If this happens, it is impossible to prevent the vehicle skidding and thus to stabilize a turning behavior. 
     In contrast, the Embodiment 1 implements the turning angle limitation on the basis of the yaw rate deviation obtained by deducting the actual yaw rate from the normative yaw rate. When the cornering force is saturated, the vehicle does not make a vehicle motion corresponding to the turning angle. Consequently, the actual yaw rate detected by the yaw rate sensor  17  is saturated along with the saturation of the cornering force. The normative yaw rate is a yaw rate estimated from the turning angle and the vehicle speed using a model based on the assumption that the tire characteristics of the front wheels  3 ,  3  are within the linear range. As the normative yaw rate is the yaw rate estimated using the model with no saturation element, the normative yaw rate will not be saturated even if the cornering force is saturated. If the cornering force is not saturated, the normative yaw rate and the actual yaw rate are substantially identical with each other. If the turning angle exceeds the friction force limit, a deviation occurs between the normative yaw rate and the actual yaw rate. In other words, whether the cornering force is saturated can be determined with higher accuracy by looking at the yaw rate deviation than by estimating the road friction coefficient μ. When the yaw rate deviation occurs, the turning angle is limited. When the yaw rate deviation is solved, the vehicle can make the turning motion using the cornering force limit by cancelling the limitation on the turning angle. This prevents the saturation and insufficiency of the cornering force, preventing the vehicle skidding and stabilizing the turning behavior. 
       FIG. 4  is a time chart showing the action of turning angle limitation according to the Embodiment 1. 
     At time t 1 , the turning angle command for automatic steering is activated. The increase of the turning angle command increases the normative yaw rate and the actual yaw rate in an interval between the time t 1  and time t 2 . The normative yaw rate and the actual yaw rate are identical with each other. 
     At the time t 2 , the yaw rate deviation during the turning angle limitation control, which occurs due to an increase of the normative yaw rate up to the threshold value A, starts being monitored. The turning angle limitation based on the yaw rate deviation is carried out only when the vehicle is making the turning motion, which prevents false intervention of the turning angle limitation when the vehicle travels straight. In an interval between the time t 2  and time t 3 , the normative yaw rate and the actual yaw rate increase due to the increase of the turning angle command. The normative yaw rate and the actual yaw rate are identical with each other. 
     At the time t 3 , the yaw rate deviation increases to the threshold value B, so that the limitation of the turning angle is started. In an interval between the time t 3  and time t 4 , the turning angle is limited on the basis of such a turning angle limit value as to make the yaw rate deviation equal to the threshold value D. The normative yaw rate becomes smaller than it is in a case without the turning angle limitation, and the yaw rate deviation remains equal to the threshold value D. This prevents the saturation of the cornering force. 
     At the time t 4 , the yaw rate deviation decreases to the threshold value −C, so that the limitation of the turning angle is cancelled. When the normative yaw rate becomes smaller than the actual yaw rate, the cancellation of the turning angle limitation prevents a decrease in the cornering force, which is caused by the turning angle limitation. 
     As discussed above, the turning angle limitation control of the Embodiment 1 reduces the turning angle when the yaw rate deviation is equal to or larger than the threshold value D, and increases the turning angle when the yaw rate deviation is equal to or smaller than the threshold value −C. In other words, the turning angle limitation control changes the turning angle in response to the yaw rate deviation and thus searches for a saturation point of the actual yaw rate, that is, the cornering force limit. This enables the vehicle to make the turning motion using the cornering force limit, preventing the vehicle skidding and stabilizing the turning behavior. The increase of the turning angle, which does not contribute to vehicle motions, is also prevented. This reduces a returning amount of the steering wheel when the steering wheel is returning, and improves responsivity in lateral motions. 
     Moreover, the turning angle limitation control according to the Embodiment 1 minimizes a deviation from a target trajectory within a given friction force limit, and also prevents a motion in a drift-out direction, which is difficult to detect, during dead reckoning of ego-vehicle&#39;s position and attitude. The turning angle limitation control according to the Embodiment 1 is therefore suitable especially for automatically-operated vehicles. 
     Embodiment 2 
     As an Embodiment 2 is similar in basic constitution to the Embodiment 1, the following description only explains differences from the Embodiment 1. 
       FIG. 5  is a control block diagram of a turning angle limitation section  23  according to the Embodiment 2. 
     A dead zone block  25   a  outputs zero as a yaw rate deviation when the yaw rate deviation is equal to or smaller than a threshold value D, and outputs the yaw rate deviation without change when the yaw rate deviation is larger than the threshold value D. A multiplier  25   b  multiplies an integral gain K i  by the yaw rate deviation and outputs a yaw-rate-deviation integral term. An adder  25   c  outputs a yaw-rate-deviation change amount that is difference between the yaw rate deviation and a yaw rate deviation in the previous control cycle. A multiplier  25   d  multiplies a proportional gain K p  by the yaw-rate-deviation change amount and outputs a yaw-rate-deviation proportional term. An adder  25   e  outputs a value obtained by adding the yaw-rate-deviation integral term and the yaw-rate-deviation proportional term. The control block of  FIG. 5  corresponds to a PI controller. 
     Operation and advantageous effects of the Embodiment 2 will be discussed below. 
       FIG. 6  is a time chart showing the action of turning angle limitation according to the Embodiment 2. 
     Due to a delay in turning angle response to the turning angle command, the yaw rate deviation decreases below the threshold value −C if the PI controller excessively limits the normative yaw rate, and the turning angle limitation and the cancellation of the turning angle limitation are alternated on a frequent basis. In such a situation, the turning angle command is issued in a discontinuous manner, causing a phenomenon in which the normative yaw rate fluctuates in the vicinity of an actual yaw rate as shown in  FIG. 6 . The turning angle limitation control of the Embodiment 2 constantly moves the turning angle to keep exploring whether the yaw rate is saturated, and thus enables the vehicle to make the turning motion using the cornering force limit. It is further possible to quickly follow an abrupt change of the road friction coefficient μ and set the turning angle limit value. Moreover, the vibration of the steering wheel  2  informs the driver of the friction force limit in the form of a steering reaction force. The fluctuation of the turning angle command has only a small impact on the vehicle behavior while the actuate yaw rate is saturated. 
     Embodiment 3 
     As an Embodiment 3 is similar in basic constitution to the Embodiment 2, the following description only explains differences from the Embodiment 2. 
       FIG. 7  is a control block diagram of a turning angle limitation section  23  according to the Embodiment 3. 
     An adder  26   a  adds an actual yaw rate and a threshold value D to calculate a turning-angle-limitation lower limit value. A multiplier  26   b  multiplies a predetermined turning angle conversion factor by the turning-angle-limitation lower limit value to calculate a turning angle corresponding to the turning-angle-limitation lower limit value (turning angle corresponding to a turning-angle-limitation lower limit value). A turning-angle limit value selection section  26   c  compares the turning angle limit value to the turning-angle limitation lower limit value, and outputs whichever is larger to a limiter  23   d  as a final turning angle limit value. 
     Operation and advantageous effects of the Embodiment 3 will be now discussed below. 
       FIG. 8  is a time chart showing the action of turning angle limitation according to the Embodiment 3. 
     According to the Embodiment 2, if the vehicle is designed not to cancel automatic operation when the driver&#39;s hands are off the steering wheel  2 , the steering wheel  2  vibrates during the turning angle limitation, which might give an uncomfortable feeling to the driver. In contrast, the Embodiment 3 limits the lower limit of the turning angle limit value to a result of addition of the actual yaw rate to the threshold value D, so that a normative yaw rate converges on the threshold value D. This makes it possible to avoid a fluctuation of a turning angle command and thus prevent the vibration of the steering wheel  2  during the off-hand automatic operation. As compared to the turning angle limitation of the Embodiment 2, the Embodiment 3 reduces the uncomfortable feeling given to the driver. Furthermore, the normative yaw rate asymptotically converges on the threshold value D, which prevents the vibration of the steering wheel  2  in a more effective manner. 
     Other Embodiments 
     The embodiments for carrying out the invention have been discussed. The specific constitution of the invention is not limited to those of the embodiments, and all design modifications and the like made without deviating from the gist of the invention are intended to be included in the invention. 
     The embodiments show an example in which the turning angle is limited during the automatic steering. The turning angle may be limited during the driver&#39;s manual steering. This provides the same operation and advantageous effects as those of the embodiments. 
     Behavior information of the turning angle limitation section may be transmitted to an engine controller. If the vehicle is an electric vehicle, the behavior information of the turning angle limitation section may be transmitted to a motor controller. 
     Technical ideas which can be understood from the foregoing embodiments will be discussed below. 
     According to an aspect, a vehicle control system comprises an actual yaw rate detection section configured to detect an actual yaw rate of a vehicle; a normative yaw rate calculation section configured to calculate a normative yaw rate from a turning angle of a steered wheel; a turning-angle limitation determination section configured to determine whether the normative yaw rate is larger than the actual yaw rate; and a turning angle limitation section configured to reduce the turning angle when it is determined that the normative yaw rate is larger than the actual yaw rate. 
     In a more preferable aspect according to the above aspect, the turning angle limitation section increases the turning angle when it is determined that the normative yaw rate is smaller than the actual yaw rate after the turning angle is reduced. 
     In another preferable aspect according to either one of the above aspects, the turning-angle limitation determination section determines whether a yaw rate deviation obtained by deducting the actual yaw rate from the normative yaw rate is equal to or larger than a first threshold value. When it is determined that the yaw rate deviation is equal to or larger than the first threshold value, the turning angle limitation section reduces the turning angle so that the yaw rate deviation is larger than zero and converges on a second threshold value that is smaller than the first threshold value. 
     In still another preferable aspect according to any one of the above aspects, the turning angle limitation section reduces the turning angle so that the yaw rate deviation asymptotically converges on the second threshold value. 
     In still another preferable aspect according to any one of the above aspects, when the normative yaw rate is equal to or larger than a third threshold value that is larger than zero, the turning-angle limitation determination section starts making a determination as to whether the normative yaw rate is larger than the actual yaw rate. 
     In still another preferable aspect according to any one of the above aspects, the vehicle control system comprises a turning-angle limitation information transmitting section configured to transmit behavior information of the turning angle limitation section to another control unit installed in the vehicle. 
     From another perspective, a vehicle control method according to an aspect comprises an actual yaw rate detection step configured to detect an actual yaw rate of a vehicle; a normative yaw rate calculation step configured to calculate a normative yaw rate from a turning angle of a steered wheel; a turning angle limitation determination step configured to determine whether the normative yaw rate is larger than the actual yaw rate; and a turning angle limitation step configured to reduce the turning angle when it is determined that the normative yaw rate is larger than the actual yaw rate. 
     In a more preferable aspect according to the above aspect, the turning angle limitation step increases the turning angle when it is determined that the normative yaw rate is smaller than the actual yaw rate after the turning angle is reduced. 
     In another preferable aspect according to either one of the above aspects, the turning angle limitation determination step determines whether a yaw rate deviation obtained by deducting the actual yaw rate from the normative yaw rate is equal to or larger than a first threshold value. When it is determined that the yaw rate deviation is equal to or larger than the first threshold value, the turning angle limitation step reduces the turning angle so that the yaw rate deviation is larger than zero and converges on a second threshold value that is smaller than the first threshold value. 
     In still another preferable aspect according to any one of the above aspects, the turning angle limitation step reduces the turning angle so that the yaw rate deviation asymptotically converges on the second threshold value. 
     In still another preferable aspect according to any one of the above aspects, when it is determined that the normative yaw rate is equal to or larger than a third threshold value that is larger than zero, the turning angle limitation determination step starts making a determination as to whether the normative yaw rate is larger than the actual yaw rate. 
     In still another preferable aspect according to any one of the above aspects, the vehicle control method comprises a turning-angle limitation information transmitting step configured to transmit behavior information of the turning angle limitation section to another control unit installed in the vehicle. 
     From another perspective, an electric power steering system according to an aspect comprises an electric motor configured to apply a steering force to a steering mechanism for turning a steered wheel, and a control unit configured to control the steering force generated in the electric motor. The control unit includes an actual yaw rate detection section configured to detect an actual yaw rate of a vehicle; a normative yaw rate calculation section configured to calculate a normative yaw rate from a turning angle of the steered wheel; a turning-angle limitation determination section configured to determine whether the normative yaw rate is larger than the actual yaw rate; and a turning angle limitation section configured to reduce the turning angle when it is determined that the normative yaw rate is larger than the actual yaw rate. 
     Preferably, according to the above aspect, the turning angle limitation section increases the turning angle when it is determined that the normative yaw rate is smaller than the actual yaw rate after the turning angle is reduced. 
     In still another preferable aspect according to either one of the above aspects, the turning-angle limitation determination section determines whether a yaw rate deviation obtained by deducting the actual yaw rate from the normative yaw rate is equal to or larger than a first threshold value. When it is determined that the yaw rate deviation is equal to or larger than the first threshold value, the turning angle limitation section reduces the turning angle so that the yaw rate deviation is larger than zero and converges on a second threshold value that is smaller than the first threshold value. 
     In still another preferable aspect according to any one of the above aspects, the turning angle limitation section reduces the turning angle so that the yaw rate deviation asymptotically converges on the second threshold value. 
     In still another preferable aspect according to any one of the above aspects, the electric power steering system comprises a turning-angle limitation start determination section configured to determine whether the normative yaw rate is equal to or larger than a third threshold value that is larger than zero. When it is determined that the normative yaw rate is equal to or larger than the third threshold value, the turning-angle limitation determination section starts making a determination as to whether the normative yaw rate is larger than the actual yaw rate. 
     In still another preferable aspect according to any one of the above aspects, the electric power steering system comprises a turning-angle limitation information transmitting section configured to transmit behavior information of the turning angle limitation section to another control unit installed in the vehicle. 
     From another perspective, a vehicle control system according to an aspect comprises an actual yaw rate detection section configured to detect an actual yaw rate of a vehicle; and a turning angle limitation section configured to change a turning angle of a steered wheel to search for a saturation point of the actual yaw rate, and limit the turning angle when the actual yaw rate is saturated. 
     Preferably, according to the above aspect, the turning angle limitation section reduces the turning angle when the actual yaw rate is saturated, and increases the turning angle when the actual yaw rate is not saturated. 
     The invention is not limited to the embodiments and may be modified in various ways. For example, the embodiments are presented to facilitate understanding of the invention and do not necessarily have to include all the constitutions discussed above. The constitution of one of the embodiments may be partially replaced with or may be incorporated into the constitution of another one of the embodiments. It is also possible to incorporate, cancel or replace the configuration of one of the embodiments into, from or with the configuration of another one of the embodiments. 
     The present application claims priority under Japanese Patent Application No. 2016-182572 filed on Sep. 20, 2016. The entire disclosure of Japanese Patent Application No. 2016-182572 filed on Sep. 20, 2016, including the description, claims, drawings and abstract, is incorporated herein by reference in its entirety. 
     REFERENCE SIGN LIST 
     
         
         
           
               1  Steering mechanism 
               3  Front wheel (steered wheel) 
               14  Electric motor 
               17  Yaw rate sensor (actual yaw rate detection section) 
               18  EPS controller (control unit) 
               20  VDC controller (another control unit) 
               21  Normative yaw rate calculation section 
               22  Turning-angle limitation determination section 
               23  Turning angle limitation section 
               23   e  Turning-angle limitation information transmitting section