JP4622851B2 - Vehicle steering device - Google Patents

Description

  The present invention relates to a vehicle steering device that steers wheels by a driving force of a steering device regardless of operating force, and more particularly to a steering device that is prepared for a failure of the steering device.

Currently, the use of steer-by-wire steering devices for vehicles is being studied. The steer-by-wire steering device detects the operation performed on the operation member without the operation force input to the operation member such as the steering wheel being transmitted to the steering device, and steers based on the detected operation. A steering device that steers wheels by electrically controlling the device. Such steer-by-wire steering devices are described in Patent Documents 1 to 4 listed below. The steering device may be provided with means for dealing with a failure of an operating device or a steering device for performing a steering operation. For example, Patent Document 1 below describes a device that applies a reaction force to an operation member by an elastic force of a spring member when a reaction force motor fails. Further, for example, Patent Document 2 described below describes a steering device provided with two systems of a steering motor as a driving force source of the steering device, a control device for controlling the steering motor, and the like. The steering device can be steered by the remaining steering force generation source even if one system of the steering motor, the control device, or the like fails. Further, for example, in Patent Document 3 below, in order to steer a wheel with an operating force when the steering device cannot generate a driving force, the operating force input to the operating member is transferred. A mechanism for transmitting to the rudder device is described.
JP 2004-359001 A JP 2004-291877 A JP 2004-122827 A JP 2004-182008 A

  However, the technique described in Patent Document 1 has a problem that, for example, when the operating force is transmitted to the steering device when the steering device fails, the steering reaction force becomes excessive. Moreover, in the description of the said patent document 2, the control system of 2 systems must monitor each other's state, and it cannot respond to the case where control becomes complicated and both the steering device etc. have failed. There are problems. Furthermore, in the technique described in Patent Document 3, when the steering device fails, the steering must be suddenly performed by the operation force, which may impose a heavy burden on the driver. Such a problem is an example of a problem of a steer-by-wire type steering apparatus that has been studied conventionally, and the steering apparatus has various problems. In other words, the steer-by-wire type steering device that has been studied in the past has room for improvement from various viewpoints in order to improve practicality, such as being able to cope more appropriately with the failure of the steering device. There is. The present invention has been made in view of such circumstances, and an object of the present invention is to obtain a more practical vehicle steering operation device.

In order to solve the above-described problems, a first steering device of the present invention includes a steering device configured to include a plurality of steering systems each of which steers a wheel with its own driving force, and an anti-steering operation. A steer-by-wire type steering device including a steering reaction force applying device that applies a steering reaction force, which is a force, to the operation member, the steering reaction force applying device includes one reaction force generation device and one reaction force In addition to the force generation device, a failure reaction force generation device that generates a steering reaction force only at the time of a partial failure in which some of the plurality of steering systems that do not exceed the set number have failed is provided. Thus, in the case of partial failure, the steering reaction force is configured to be larger than normal. More specifically, each of the plurality of steering systems controls the power supplied to the driving force source, and when the steering system to which the steering system belongs is normal, the normal power is generated when the failure occurs. The system is equipped with a drive power controller that is configured not to supply normal power to the reaction force generator at the time of failure when the steering system to which it belongs has failed while continuously supplying to the device. The falling reaction force generators (1) are moved relative to each other according to the steering operation and supported so as to be relatively displaceable in a direction intersecting with the direction of relative movement, and the relative displacement in the intersecting direction. Only when the amount is within the set range, two relative action bodies that engage with each other to generate a resistance force to the relative action, and (2) one that does not supply normal power among a plurality of drive power controllers Two phases for every increment of When the operating body is relatively displaced by a set amount in the set direction, and (a) some of the plurality of driving power controllers that do not exceed the set number are not supplied with normal power, the two relative operating bodies The relative displacement amount of the two relative motion bodies is within the set range when (b) the set number of drive power controllers exceeds the set number but normal power is not supplied. The system is configured to generate a steering reaction force when a part of the plurality of steering systems that does not exceed the set number does not supply normal power by including a relative displacement device configured to exceed It is characterized by that.

  The second steering device of the present invention is inputted to the operation member to steer the wheel by the operation force when a large number of the plurality of steering systems exceeding the set number has failed. The steer-by-wire steering device includes a transmission mechanism that transmits an operating force to the steering device. When the steering reaction force applying device is in a partial failure state, the steering reaction force applied to the operation member is normal. The steering reaction force is configured to be larger than the steering reaction force, while the steering reaction force is made smaller at the time of the majority failure than at the time of the partial failure. A third steering device of the present invention is the steer-by-wire type steering device, and the steering reaction force applying device applies the steering reaction force applied to the operating member when the partial failure occurs, to the speed of the steering operation. Based on the above, it is configured to be larger than the normal steering reaction force.

  According to the first steering device of the present invention, the reaction force generating device at the time of failure reduces the burden on the steered portion by increasing the steering reaction force at the time of partial failure and suppressing quick steering operation. can do. According to the second steering device of the present invention, the steering reaction force is increased at the time of a partial failure to suppress a quick steering operation, and at the time of a large number of failures, the steering reaction is more effective than at the time of the partial failure. By reducing the force, it is possible to reduce the burden on the driver when the wheel is steered by the operation force. According to the third steering device of the present invention, by increasing the steering reaction force based on the speed of the steering operation, the quick steering operation can be suppressed more effectively. That is, according to the present invention, a practical steering device can be obtained. Various aspects of the steering device of the present invention and their functions and effects will be described in detail in the following [Aspect of the Invention] section.

Aspects of the Invention

  In the following, some aspects of the invention that can be claimed in the present application (hereinafter sometimes referred to as “claimable invention”) will be exemplified and described. As with the claims, each aspect is divided into sections, each section is numbered, and is described in a form that cites the numbers of other sections as necessary. This is for the purpose of facilitating the understanding of the claimable invention, and is not intended to limit the combinations of the constituent elements constituting the claimable invention to those described in the following sections. In other words, the claimable invention should be construed in consideration of the description accompanying each section, the description of the embodiments, etc., and as long as the interpretation is followed, another aspect is added to the form of each section. In addition, an aspect in which some constituent elements are deleted from the aspect of each item can be an aspect of the claimable invention.

In each of the following items, the combination of items (1) , (7), (8), (9), and (13) corresponds to claim 1, and (14) The technical features of (4) are added to the second aspect, and the technical features of (4) are added to the first or second aspect of claim (3). These technical features are added to the fourth aspect. Further, the combination of paragraphs (1), (3) and (4) corresponds to claim 5 , and the combination of paragraphs (1) and (2) corresponds to claim 6. .

(1) an operation member that is steered;
A steering device configured to include a plurality of steering systems each having a driving force source and steering a wheel by the driving force of the driving force source,
A device that applies a steering reaction force, which is a reaction force to a steering operation, to the operation member, and when a part of the plurality of steering systems that does not exceed a set number has failed A steering apparatus comprising: a steering reaction force applying device that increases a steering reaction force applied to the operation member more than normal.

  The steered device described in this section has a plurality of steered systems, and some steered systems that do not exceed the set number have failed. A turning force that is a force for turning the wheel can be generated. Specifically, for example, when one of the two turning systems fails, the turning force can be generated by the remaining one turning system. Further, for example, when one or more of the three or more steering systems fail, the steering force can be generated by the remaining one or more steering systems.

  However, in the case of partial failure, the wheels are steered with fewer steering systems than in the normal case, so that “delay of steering” may occur when the operating member is operated quickly. That is, at the normal time, the actual steering with respect to the target value of the turning amount (amount steered from the straight position) determined based on the steering amount of the operation member such as the steering wheel (the amount manipulated from the neutral position) Although the “deviation” of the amount is small, there is a possibility that the deviation becomes large due to a quick steering operation in the case of partial failure. That is, there is a possibility that a delay in steering occurs. Even if there is no delay in turning, if the wheels are steered quickly in the event of a partial failure, the remaining normal steering system (for example, a driving force source) that has not failed will have a heavy load. May be prone to failure.

  Therefore, according to the aspect described in this section, it is possible to increase the steering reaction force in the event of partial failure so that the operation member is not operated quickly, and the delay in turning becomes large or It can suppress that the load of the steering system which has not fallen becomes large. That is, according to the aspect described in this section, it is possible to obtain a highly practical steering apparatus such that the wheels are steered more appropriately in the event of partial failure. Note that if only the driver is made aware of the failure of the steering device, the amount of increase in the steering reaction force can be made relatively small. On the other hand, in the aspect described in this section, it is desirable to increase the steering reaction force until the steering speed is considerably reduced in the case of partial failure as compared with the normal state. For example, in the event of a partial failure, the steering reaction force is increased to the extent that the operating member does not move quickly when the driver tries to perform a steering operation that allows the operating member to move quickly if normal. By making it, it can suppress effectively that the delay of steering becomes large.

  In the aspect described in this section, the steering reaction force at the time of partial failure does not always need to be larger than the normal steering reaction force in all steering states (steering amount, steering speed, etc.). If it is possible to prevent the operation member from being operated quickly, for example, it is sufficient if the steering reaction force increases in a limited steering state. Specifically, for example, in a state where the steering operation is moderately performed, a steering reaction force having a magnitude equal to or less than that in a normal state is applied, and when the steering speed exceeds a set value, the steering reaction force is increased. In the state where the steering amount is near the maximum, a steering reaction force having a magnitude equal to or less than that in the normal state is applied, and the steering reaction force is increased when the steering amount is less than the set steering amount. It can be prevented from being operated quickly.

  The steering system described in this section includes, in addition to the driving power source, for example, a driving circuit such as an inverter for supplying electric power to the driving power source, a controller for instructing the driving circuit, and the like. it can. And, for example, in a state where the driving force source, the driving circuit, the controller, etc. belonging to any one of the steering systems cannot exhibit sufficient driving force due to at least one abnormality or the driving force cannot be displayed at all. It can be considered that the system has failed. The steering device described in this section can be considered to include a steering reaction force increasing unit that increases the steering reaction force when a partial failure occurs. The steering reaction force increasing means is a reaction force control device that increases the steering reaction force by controlling the steering reaction force applying device, and a failure reaction force generation device that generates a steering reaction force only in the case of a partial failure. It can be set as a means to operate.

  In the embodiment described in this section, basically, when all of the plurality of steering systems are normal, it can be considered that the time is normal. However, even if a small part of the plurality of steering systems (for example, one of the three or more steering systems) fails, the wheels can be turned quickly without imposing a heavy load on the steering system. When the steering device is designed so that it can be steered, the necessity to increase the steering reaction force is low, so even if a few of the multiple steering systems have failed, It can be regarded as normal.

  (2) The steering device according to (1), wherein the steering reaction force applying device is configured to change an increase amount of the steering reaction force based on a speed of a steering operation when a partial failure occurs.

  As described above, at the time of partial failure, the delay in turning or the load on the remaining turning system tends to increase when a quick steering operation is performed. Therefore, according to the aspect described in this section, for example, the steering reaction force can be increased only when the operation speed exceeds the set speed, or the steering reaction force can be increased in accordance with the increase in the operation speed. it can. Therefore, the aspect described in this section can suppress the quick steering operation more effectively by increasing the steering reaction force based on the speed of the steering operation. That is, a practical steering device can be obtained. Whether the steering operation is fast or not can be estimated from the magnitude of the delay in turning. Specifically, when there is a partial failure, if the turning delay is large, it can be determined that a quick steering operation has been performed, and if it is small, it can be determined that a gentle operation has been performed. . Therefore, as with the operation speed, the steering reaction force is increased only when the steering delay (for example, the deviation of the actual steering amount from the target value) exceeds the set value, or the steering delay is increased. Accordingly, the steering reaction force can be increased.

(3) The steering device is
In order to steer a wheel by operating force when a large number of faults have exceeded the set number of the plurality of steering systems, the operating force input to the operating member is applied to the steering device. The steering device according to (1) or (2), comprising a transmission mechanism for transmitting.

(4) The steering reaction force applying device includes:
The steering apparatus according to any one of (1) to (3), wherein a steering reaction force applied to the operation member is made smaller in the case of multiple failures than in the case of a partial failure.

  In the former of the above two modes, for example, when many or all of the steering systems have failed, the wheels cannot be steered due to an excessive load on the steering system or the steering force of the steering system. In order to avoid a serious situation, the wheel can be steered by the operation force transmitted to the steering device. Further, in the case of many failures, the steering operation becomes heavy when the reaction force from the steering device is transmitted to the operation member by the transmission mechanism, but in the latter of the two modes, the steering reaction force is reduced. As a result, the steering operation can be made lighter than when it is not reduced. Therefore, according to the latter aspect, the steering reaction force is increased at the time of partial failure to suppress a quick steering operation, and at the time of multiple failures, the steering reaction force is increased from that at the time of partial failure. By making it smaller, it is possible to reduce the burden on the driver when the wheels are steered by operating force. The magnitude of the steering reaction force at the time of many failures can be, for example, the same as that at the normal time or can be made smaller than that at the normal time.

(5) The steering reaction force applying device is
(1) to (1) comprising a generator-type reaction force generator configured to include a generator that is operated by an operation force input to the operation member and generates a steering reaction force in the event of partial failure The steering device according to any one of (4).

  For example, when the generator is electrically connected between its output terminals, the generator generates a resistance force due to copper loss, inductance, etc. of the coil, that is, a “power generation braking force”. Therefore, when operated (for example, rotated) with the output terminals connected, it is possible to generate a power generation braking force according to the operating speed (for example, the rotating speed), and for a sudden operating speed. When increasing, a relatively large power generation braking force can be generated. By applying a steering reaction force that depends on the generated braking force to the operation member, a quick steering operation can be easily suppressed. For example, the generator can include an electromagnetic motor. Note that the power generation type reaction force generator of this section can function as a failure reaction force generator described later. Further, the aspect described in this section can be an aspect configured to change the amount of increase in the steering reaction force based on the speed of the steering operation when a partial failure occurs.

(6) The power generation type reaction force generator
The steering apparatus according to item (5), which is configured to increase a steering reaction force by reducing an electrical resistance between output terminals of the generator smaller than that in a normal state when a partial failure occurs.

  When the steering reaction force is generated by the generator, the generated braking force increases as the resistance between the output terminals decreases. Therefore, the power generation braking force can be increased by reducing the electrical resistance when a partial failure occurs. It is also possible to generate a power generation braking force by short-circuiting the output terminals without interposing a resistor between the output terminals of the generator. Further, the steering reaction force applying device described in this section includes, for example, a variable resistor that changes the magnitude of the electrical resistance between the output terminals, and an electromagnetic actuator such as a relay that determines whether or not there is electrical continuity between the output terminals. A steering reaction force increasing device such as a continuity switching device to be switched by (described later) can be provided. The steering reaction force increasing device can be an aspect of the steering reaction force increasing means.

  When the power generation type reaction force generation device of this section functions as the above-described reaction force generation device at the time of failure, for example, the steering reaction force increasing device interrupts conduction between the output terminals during normal operation (opens). State), the “power generation braking force” can be prevented from being generated, and the output terminals can be electrically connected (closed state) when a partial failure occurs, so that the “power generation braking force” is generated. In addition, when the power generation type reaction force generation device of this section is made to function as the reaction force generation device at the time of failure, the generator is operated according to the steering operation in a state where the continuity between the output terminals is cut off at the normal time. Can be configured. In that case, it is desirable that the operating resistance when the generator is operated in a state where the continuity is cut off is as small as possible as compared with the power generation braking force.

(7) The steering reaction force applying device includes:
The steering device according to any one of (1) to (6), further including a failure reaction force generating device that generates a steering reaction force only at the time of partial failure.

  Although different from the mode described in this section, the steering reaction force applying device includes a normal reaction force generation device that generates a steering reaction force in a normal state, and in the event of partial failure, only the normal reaction force generation device is used. Further, it is possible to generate a steering reaction force larger than that in the normal state. On the other hand, in the aspect described in this section, for example, when the steering reaction force applying apparatus of this section includes a normal reaction force generator, a normal reaction force generator and The failure reaction force generating device can generate a steering reaction force larger than that in the normal state. In addition, for example, even when the normal reaction force generator is configured not to generate a reaction force in the case of partial failure, the failure reaction force generator generates a larger steering reaction force than normal. Can be generated. That is, according to the aspect described in this section, the failure reaction force generation device increases the steering reaction force in the event of partial failure to suppress quick steering operation and reduce the burden on the steered portion. Can do it.

  The aspect of the failure reaction force generator in this section is not particularly limited as long as it can generate a steering reaction force in the event of a partial failure. For example, an electromagnetic motor that generates a driving force by supplying power, the above-described power generation Machine, a resistance force generating mechanism (for example, a mechanism for generating a viscous resistance force by a viscous fluid, a mechanism for generating a frictional resistance force by engagement of two relative operation bodies described later), and the like. . Note that the steering reaction force applying device described in this section can be configured so that the steering reaction force applied to the operation member is smaller than that at the time of partial failure when a large number of failures occur. In that case, for example, the failure reaction force generating device described in this section shall reduce the steering reaction force that is generated in the event of many failures, or may not generate the steering reaction force in the event of many failures. Can do. Further, the failure reaction force generating device may include a steering reaction force increasing device. In this case, for example, the steering reaction force increasing device of the failure reaction force generating device switches between a state in which the steering reaction force is generated and a state in which the steering reaction force is not generated by changing the presence / absence of normal power supply described later. be able to.

(8) Each of the plurality of steered systems includes a drive power controller that controls power supplied to the drive power source,
When the drive power controller continuously supplies normal power to the steering reaction force imparting device when the steering system to which it belongs is normal, while the steering system to which it belongs has failed The steering device according to any one of (1) to (7), wherein normal power is not supplied to the steering reaction force applying device.

  When the steering device includes a plurality of steering systems, for example, whether or not the plurality of drive power controllers are normal with each other and whether the normal drive power controller should increase the steering reaction force It may be necessary to decide whether or not. On the other hand, the drive power controller described in this section supplies normal power to the steering reaction force applying device. Therefore, for example, the steering reaction force application device can increase the steering reaction force by determining whether or not the steering system is normal depending on whether or not normal power is supplied. There is no need to check. Further, the drive power controller described in this section can supply normal power to the steering reaction force applying apparatus directly or indirectly, for example. When indirectly supplying normal power, for example, by instructing a drive circuit for changing the steering reaction force of the steering reaction force applying device, for example, a drive circuit for operating the steering reaction force increasing means, etc. Normal power can be supplied. In the case where normal power is not supplied, for example, power is not supplied at all or power different in magnitude from normal power is supplied. In addition, the drive power controller described in this section may include a normal power supply unit that supplies normal power to the steering reaction force applying device, for example.

  For example, when the steering reaction force applying device includes a failure reaction force generation device, normal power can be supplied to the failure reaction force generation device. Further, for example, when the steering reaction force applying device, the failure reaction force generating device, and the like are provided with the steering reaction force increasing means, normal power can be supplied to the steering reaction force increasing means.

(9) The steering reaction force applying device is
When some of the plurality of turning systems do not exceed the set number do not supply normal power, the steering reaction force to be applied to the operation member is all of the plurality of turning systems. The steering apparatus according to the item (8), wherein the steering device is configured to be larger than a case where power is supplied in a normal state.

(10) The steering reaction force applying device includes:
The steering reaction force applied to the operating member does not exceed the set number of the plurality of steered systems when the set number of the plurality of steered systems does not supply normal power. The steering apparatus according to item (9), which is configured to be smaller than a case where some of the devices do not supply normal power.

  According to the above two aspects, it is easy to determine whether or not each turning system has failed due to the presence / absence of normal power without having to confirm whether or not the other driving systems are normal by a plurality of drive power controllers. Can be determined. In the latter of the two modes, for example, when a large number or all of the steering systems fail, the steering reaction force is reduced, and the mode including the transmission mechanism is adopted. Is preferred. In addition, the steering reaction force applying device described in this section can be provided with a steering reaction force increasing device. In this case, the steering reaction force increasing device is supplied with normal power from several steering systems. It is possible to increase or decrease the steering reaction force depending on whether or not the operation is performed.

  In the case where the steering reaction force application device includes a failure reaction force generation device, for example, the failure reaction force generation device may include a part of the plurality of steering systems that does not exceed the set number. It can be configured to generate a steering reaction force when the object does not supply normal power. Further, for example, the failure reaction force generation device can be configured not to generate a steering reaction force when a power exceeding the set number of the plurality of steering systems does not supply normal power. .

(11) The steering reaction force applying device is
Each includes a plurality of electromagnetic actuators corresponding to each of the plurality of driving power controllers, which are in an operating state when normal power is supplied and are inactive when normal power is not supplied. ,
When some of the plurality of electromagnetic actuators that do not exceed the set number are in the non-operating state, the steering reaction force applied to the operation member is made larger than when all of them are in the operating state. The steering device as set forth in any one of (8) to (10).

(12) The steering reaction force applying device is
When the number of non-actuated ones of the plurality of electromagnetic actuators exceeds the set number, the steering reaction force is not activated, and some of the plurality of electromagnetic actuators not exceeding the set number are not activated. The steering device according to item (11), wherein the steering device is configured to be smaller than that in the state.

  In the above two modes, for example, electromagnetic actuators such as relays, solenoids, and electromagnetic clutches are operated with electric power during normal operation. Since normal power is not supplied from the failed steering system, the electromagnetic actuator corresponding to the failed steering system is deactivated. Therefore, for example, in the event of partial failure, a mechanism for switching the electric power conduction path for operating the steering reaction force applying device by a relay or switching the presence or absence of transmission of the operating force between the steering reaction force applying device and the operation member. It can be actuated by a solenoid and the steering reaction force can be increased. That is, the steering reaction force increasing device can be configured to include a plurality of electromagnetic actuators. The latter of the above two modes is designed not to increase the steering reaction force when the power to steer the wheels is insufficient, for example, when many or all of the steering systems have failed. It is preferable to employ an aspect provided with a transmission mechanism.

  In the case where the steering reaction force applying device described in this section includes a failure reaction force generation device, for example, the failure reaction force generation device includes the plurality of electromagnetic actuators, When some of the electromagnetic actuators that do not exceed the set number are in a non-operating state, a steering reaction force can be generated. Further, for example, the failure reaction force generating device can be configured not to generate a steering reaction force when a non-operating state of a plurality of electromagnetic actuators exceeds a set number.

(13) The steering reaction force applying device includes:
Each is operated relative to each other according to the steering operation, and is supported so as to be capable of relative displacement in the direction intersecting with the relative operation direction, and only when the relative displacement amount in the intersecting direction is within the set range. Two relative motion bodies that engage with each other to generate a resistance to the relative motion;
Each time the one that does not supply normal power among the plurality of drive power controllers increases, the two relative motion bodies are relatively displaced by a set amount in a set direction in the intersecting direction, and (a ) When the normal power is not supplied to some of the plurality of drive power controllers that do not exceed the set number, the relative displacement amounts of the two relative motion bodies are within a set range, and (b) the A relative displacement device configured to allow a relative displacement amount of the two relative operation bodies to exceed a setting range when normal power is not supplied although the number exceeds a set number of drive power controllers. The steering device according to any one of (8) to (12).

  The mode described in this section causes the relative displacement of the two relative motion bodies each time one supply of normal power is lost, that is, every time one of the steering systems fails, and the relative displacement amount thereof is When it falls within the set range, the two relative operating bodies engage with each other to generate a resistance force. The magnitude of the resistance force can be set, for example, to such an extent that the two relative motion bodies can be moved relative to each other by the operating force, or so large that the relative motion is impossible with the operating force. In addition, when the number of failed steering systems exceeds the set number, it is preferable to employ an aspect including the transmission mechanism without generating a resistance force. Further, in the aspect described in this section, the relative displacement is performed by displacing only one of the two relative motion bodies, the relative displacement is performed by displacing both of the two relative motion bodies simultaneously or alternately, and the like. it can.

  According to the aspect described in this section, the steering reaction force can be generated by the resistance force generated by the two relative motion bodies. For example, when one of the two relative motion bodies is connected to the operation member and the other is fixed to the main body of the steering reaction force applying device described in this section, a resistance force to the steering operation is applied to the operation member as a steering reaction force. be able to. On the other hand, when the steering reaction force applying device of this section is provided with a steering reaction force generating device such as a fluid damper, for example, the steering reaction force generating device depends on the presence or absence of the resistance force generated by the two relative motion bodies. It is possible to switch whether or not the steering reaction force generated by is transmitted to the operation member. Specifically, for example, one of the two relative motion bodies can be coupled to the operation member, and the other can be coupled to the operating portion (for example, a rotor) of the steering reaction force generator. The steering reaction force of the steering reaction force generator can be transmitted to the operation member only when a resistance force is generated between them.

  The relative displacement device described in this section can be an aspect of the steering reaction force increasing device. Further, when the steering reaction force application device described in this section includes a failure reaction force generation device, the failure reaction force generation device includes two relative operating bodies and a relative displacement device. Can be.

  When the steering device of this section has two turning systems as a plurality of turning systems, for example, the relative displacement device is (a) of the drive power controllers of the two turning systems. When one of the normal power is supplied, one of the two relative motion bodies is positioned at the first position which is a set position in a direction intersecting the relative motion direction, and the normal power is supplied. If not, a first displacement mechanism that positions one of the two relative motion bodies at a second position that is different from the first position, and (b) the other of the drive power controllers of the two steering systems. When the normal power is supplied, the other of the two relative motion bodies is positioned at a position where it can contact one of the two relative motion bodies in the second position, and the normal power is supplied. If not, place the other of the two relative motion bodies in the first position It can be made and a second displacement mechanism that is positioned one may contact the position of the two relative operating body case.

  When the embodiment described in this section is applied to the above section (11), the relative displacement device is provided with a plurality of electromagnetic actuators, and one of them is in an inoperative state. Each time it increases, the two relative motion bodies are displaced relative to each other by a set amount in the set direction in the intersecting direction. (A) Some of the plurality of electromagnetic actuators that do not exceed the set number do not operate At the time of partial failure, the relative displacement of the two relative motion bodies was within the set range, and (b) many of the multiple electromagnetic actuators that were over the set number were inactive. At the time of failure, the relative displacement amount of the two relative motion bodies can be configured to exceed the set range.

(14) The relative displacement device is
Each includes a plurality of electromagnetic actuators corresponding to each of the plurality of driving power controllers, which are in an operating state when normal power is supplied and are inactive when normal power is not supplied. ,
Each of the plurality of electromagnetic actuators
An elastic body that urges the two relative motion bodies to be displaced relative to each other by a set amount in the set direction; and the two relative motions against the urging force of the elastic body when normal power is supplied. Including an electromagnet that relatively displaces the operating body by a set amount in a direction opposite to the set direction,
In the operating state, the two relative operating bodies are maintained in a state in which the two relative operating bodies are relatively displaced by a set amount in a direction opposite to the set direction by the magnetic force of the electromagnet, and in the non-operating state, the two relative operating bodies are The steering apparatus according to (13), configured to be relatively displaced by a set amount in a set direction.

  According to the aspect described in this section, by supplying normal power to all of the plurality of electromagnetic actuators at normal time, the two relative motion bodies are set to the maximum in the opposite direction to the set direction (set amount). Multiple times), each time the supply of electric power in the normal state is stopped, the two relative operating bodies can be displaced by a set amount in the set direction by the urging force of the elastic body. When the steering device of this section has two steering systems as a plurality of steering systems, for example, two electromagnetic actuators as a plurality of electromagnetic actuators are respectively connected to the first steering system. , Can function as a second displacement mechanism.

  Hereinafter, some embodiments of the present invention will be described in detail with reference to the drawings. It should be noted that the present invention is by no means limited to the following examples, and in addition to the following examples, there are various types based on the knowledge of those skilled in the art including the aspects described in the above [Aspect of the Invention] section. It can implement in the various aspect which gave the change and improvement of these.

1. First embodiment.
1.1. Outline of steering device.
FIG. 1 schematically shows a steering device according to an embodiment of the claimable invention. In the present steering apparatus, the operation unit 10 and the steering unit 12 are mechanically separated, and an operation performed on the steering wheel 14 as an operation member is detected, and the steering unit 12 is based on the detected operation. By electrically controlling the steering wheel 16, the steered wheel 16 (hereinafter sometimes simply referred to as “wheel 16”) is steered by the driving force of the steered portion 12 regardless of the operating force applied to the steering wheel 14. Steering apparatus. Moreover, this system is provided with the connection part 18 which mechanically connects the operation part 10 and the steering part 12 as needed, and transmits operation force.

1.2. Operation part.
The operation unit 10 is provided with a steering wheel 14 and a steering reaction force applying device 20 that supports the steering wheel 14 and applies a steering reaction force, which is a reaction force against the steering operation, to the steering wheel 14. In FIG. 2, the cross section of the steering reaction force provision apparatus 20 is shown typically. The steering reaction force imparting device 20 includes a shaft 24 having a steering wheel 14 attached to one end thereof, a reaction force motor 26 that generates a steering reaction force by applying a rotational driving force to the shaft 24, and the turning of the steering unit 12. And a resistance force generator 30 that generates a braking resistance force that is a resistance force in a direction in which the steering wheel 14 is braked by a frictional resistance when the force is reduced. In this figure, the right side of the figure is the vehicle rear side, that is, the driver side. In the following description, the front side of the vehicle is referred to as “front side”, and the rear side of the vehicle is referred to as “rear side”.

  The reaction force motor 26 is provided on the rear side (right side in the drawing) of the steering reaction force applying device 20. The reaction force motor 26 is a so-called print motor, and is relative to the outer periphery of the shaft 24, the motor housing 40 fixed to the resistance force generator 30, the stator 42 disposed on the periphery of the motor housing 40, and the shaft 24. And two disk-like rotors 44 that are fixed so as not to rotate. A large number of coils are formed on the surface of the rotor 44, and a rotational driving force corresponding to the electric power supplied to the coils via the brush 46 is generated.

  The resistance generating device 30 has a generally cylindrical housing 50, and the housing 50 is fixed to a part of the vehicle body at a mounting portion (not shown). An operation position sensor 52 for acquiring the operation position of the steering wheel 14 is disposed on the rear side inside the housing 50. The operation position sensor 52 includes a disk-shaped rotation code plate 54 on the circumference of which a code representing a rotation position is provided, and an optical sensor 56 that detects the code of the rotation code plate 54. The operation position sensor 52 detects the operation position of the steering wheel 14 by detecting the rotational position of the shaft 24 based on the detection result of the optical sensor 56.

  A partition wall 60 is provided on the rear side inside the housing 50, and the shaft 24 is rotatably supported by the partition wall 60 and the rear end wall of the housing 50 via bearings 64 and 66, respectively. Yes. The front side of the shaft 24 has a large diameter, and a spline shaft 72 in which a semicircular ball groove 70 is formed in the axial direction is not rotatable relative to the tip of the portion where the diameter is increased. It is fixed to. Further, an output shaft 74 that outputs an operating force is fixed to the front end portion of the spline shaft 72 so as not to be relatively rotatable. The output shaft 74 is rotatably supported via a bearing 78 on the front end wall and the partition wall 76 of the housing 50. The shaft 24, the spline shaft 72, and the output shaft 74 are configured to rotate integrally around the same axis. Further, an output pulley 79 for outputting an operating force is attached to the front end portion of the output shaft 74 so as not to be relatively rotatable.

  A slide body 80 is fitted on the outer periphery of the spline shaft 72 so as not to be relatively rotatable and to be movable in the axial direction. The slide body 80 includes a ball holder 84 that holds a large number of bearing balls 82. Then, the bearing ball 82 is fitted in the ball groove 70 of the spline shaft 72, so that the ball holding body 84 is not rotatable with respect to the spline shaft 72 and can move smoothly in the axial direction. A disk-shaped ferromagnetic member 86 including a ferromagnetic material such as steel is fixed to the front end portion of the ball holding body 84, and a circle having a large outer diameter is fixed to the rear end portion. A plate-like large-diameter member 88 is fixed, and the ferromagnetic member 86 and the large-diameter member 88 move integrally with the ball holder 84 (see FIG. 3).

  One end of a tension coil spring 90 (hereinafter sometimes abbreviated as “spring”), which is a kind of spring member as an elastic body, is fixed to an end face on the rear side of the large-diameter member 88. The other end of the spring 90 is fixed to the shaft 24, and the slide body 80 is urged toward the rear side by the spring 90. On the other hand, an electromagnet 92 is attached to the rear side end of the output shaft 74. When electric power is supplied to the electromagnet 92, that is, when the electromagnet 92 is in an activated state, a magnetic force is generated, the ferromagnetic member 86 is attracted by the magnetic force, and the slide body 80 moves forward against the urging force of the spring 90. It can be displaced to the side. An annular electrode 94 for supplying power to the electromagnet 92 is disposed on the outer peripheral portion of the output shaft 74, and a brush 96 for supplying power to the annular electrode 94 is provided on the inner peripheral portion of the housing 50. It is arranged. With such a configuration, electric power can be supplied to the electromagnet 92 that rotates together with the output shaft 74.

  A cylindrical slide member 100 including a ferromagnetic material such as steel is disposed on the inner peripheral portion of the housing 50 so as to be movable in the axial direction. A plurality of guide grooves 102 extending in the axial direction are formed in the inner peripheral portion of the housing 50, and a plurality of keys 104 that engage with the guide grooves 102 are attached to the outer peripheral portion of the cylindrical slide member 100. . Therefore, the cylindrical slide member 100 is not rotatable relative to the housing 50 and is movable in the axial direction. The cylindrical slide member 100 is arranged so as to surround the slide body 80 and has a plurality of protrusions 106 protruding toward the center. A friction member 110 made of an elastic resin is attached to the inner peripheral surface of each of the plurality of protrusions 106. When the friction member 110 is in contact with the large-diameter member 88, the friction member 110 generates a resistance force against relative rotation between the cylindrical slide member 100 and the slide body 80 (see FIGS. 3 and 4).

  One end of a plurality of tension coil springs 112 (hereinafter sometimes abbreviated as “springs”) for urging them forward is fixed to the cylindrical slide member 100. The other end of the spring 112 is fixed to a portion of the housing 50 located in front of the cylindrical slide member 100, and is urged by the spring 112 so that the cylindrical slide member 100 is displaced forward. On the other hand, an electromagnet 114 is disposed on the inner peripheral portion of the housing 50 on the rear side of the cylindrical slide member 100. When electric power is supplied to the electromagnet 114, the cylindrical slide member 100 is attracted and displaced rearward against the urging force of the spring 112 by the magnetic force of the electromagnet 114 (FIG. 4). Each of the electromagnets 92 and 114 has a plurality of cores (iron cores) and a coil wound around the outer periphery of the cores, and they can be arranged at equal angular intervals on a circle. .

  As can be seen from the above description, in this embodiment, the slide body 80 and the cylindrical slide member 100 that rotate relative to each other (which is one aspect of “relative motion”) function as the “two relative motion bodies”. ing. In addition, a “relative displacement device” that relatively displaces the slide body 80 and the cylindrical slide member 100 in the rotation axis direction, that is, relative displacement in a direction perpendicular to the direction of relative rotation, includes electromagnets 92, 114, The springs 90 and 112 are included. In addition, one “electromagnetic actuator” is configured including the electromagnet 92 and the spring 90, and another “electromagnetic actuator” is configured including the electromagnet 114 and the spring 112. The “relative displacement device” is an aspect including two electromagnetic actuators. Each of the two electromagnetic actuators is “operating” when normal operating power is supplied to the electromagnet included therein, and “non-operating” when not supplied. In the present embodiment, the fact that the electromagnetic actuator is in the operating state / non-operating state may be expressed as the electromagnets 92, 114 being in the operating state / non-operating state.

  In the resistance generating device 30, whether or not the relative displacement amount of the slide body 80 and the cylindrical slide member 100 is changed depending on whether each of the electromagnets 92 and 114 is in an activated state or not, and resistance force is generated. Is to be switched. 3 to 5 show a cross section of the resistance force generator 30 when at least one of the electromagnets 92 and 114 is activated. In these figures, a black thick arrow indicates that the slide body 80 or the like is displaced by the magnetic force of the electromagnet 92 or the like, and a white thick arrow indicates that the slide body 80 or the like is displaced by the biasing force of the spring 90 or the like. It means that it is made to be.

  In this embodiment, when the steered portion 12 is normal, both the electromagnet 92 and the electromagnet 114 are activated as shown in FIG. In the present embodiment, the relative displacement amount between the slide body 80 and the cylindrical slide member 100 is based on the normal time, and therefore the relative displacement amount is assumed to be 0 in the state of this figure. Under normal conditions, the relative displacement amount is 0, so the set range is not reached, and the friction member 110 and the large-diameter member 88 are not in contact with each other, so that no resistance force is generated. As shown in FIGS. 3 and 4, when only one of the electromagnet 92 and the electromagnet 114 is in an operating state, the relative displacement amount is within the set range, so that the friction member 110 and the large-diameter member 88 are Are in contact with each other, and resistance is generated. Furthermore, when the power of the vehicle is stopped, as shown in FIG. 2, both the electromagnet 92 and the electromagnet 114 are deactivated, and the relative displacement exceeds the set range. Are not in contact with each other, and resistance is not generated.

1.3. Steering section.
The turning unit 12 is provided with a turning device 140 that turns the wheels 16. The steered device 140 includes a housing 142 and a steered rod 144 that is supported so as not to rotate while passing through the housing 142 in the vehicle width direction. The steered rod 144 is connected to the tie rod 148 via a ball joint 146 at each of both ends. The tie rod 148 is connected to a knuckle arm 152 fixed to a steering knuckle 150 that rotatably holds the wheel 16. That is, the steering device 140 rotates the steering knuckle 150 and drives the wheels 16 by driving the steering rod 144 left and right.

  FIG. 6 schematically shows a cross section of the steering device 140. The steered device 140 rotationally drives a ball nut 156 threadedly engaged with a ball screw portion 154 formed on the steered rod 144 by a steered motor 160 (electromagnetic motor) serving as a driving force source, whereby the steered rod 144 is moved. The 1st drive part 162 driven to right and left is provided. Each of the two steered motors 160 includes a stator 164 that includes an electromagnet fixed to the housing 142, a cylindrical motor shaft 166 that is rotatably supported by the housing 142, and an outer peripheral portion of the motor shaft. And a permanent magnet 168 fixed thereto. The steered device 140 includes a second drive unit 172 that drives the steered rod 144 to the left and right by rotating a pinion gear 171 that meshes with the rack gear 170 formed on the steered rod 144 by an operating force. An input roller 174 (see FIG. 1) to which an operating force is input is attached to the pinion gear 171.

  The housing 142 is provided with a steered position sensor 176 that detects the steered position of the steered rod 144. The steered position sensor 176 includes a cord tape 177 in which a cord representing the steered position is provided in the axial direction, and an optical sensor 178 that detects the cord of the cord tape 177. The steered position sensor 176 can detect the steered position by detecting the cord of the cord tape 177 affixed to the steered rod 144 by the optical sensor 178 fixed to the housing 142.

1.4. Connecting part.
The connecting portion 18 (FIG. 1) switches the input pulley 180 to which the operating force is input, the output roller 182 to which the operating force is output, and whether or not the operating force is transmitted between the input pulley 180 and the output roller 182. An electromagnetic clutch 184 is provided to connect them as possible. The input pulley 180 is connected to an output pulley 79 that is rotated integrally with the shaft 24 by a belt 186, and is rotated according to a steering operation performed on the steering wheel 14. On the other hand, the output roller 182 is connected to the input roller 172 of the steered portion 12 via the transmission cable 190, and outputs an operating force to the steered portion 12. The transmission cable 190 is guided by a guide tube 192 so that the transmission cable 190 can slide smoothly in the guide tube 192.

  The electromagnetic clutch 184 includes a spring member that is an elastic member, an operation side member that is integrally rotatable with the input pulley 180, a steering side member that is integrally rotatable with the output roller 182, and A relative rotation prohibiting member disposed on the steered side member and engaged with the operating side member by the biasing force of the spring member to prohibit relative rotation between the operating side member and the steered side member, and electric power is supplied. In this case, an electromagnet is provided that displaces the relative rotation prohibiting member by a magnetic force and releases the engagement between the member and the operation side member. And when electric power is not supplied to the electromagnetic clutch 184, relative rotation of the operation side member and the steered side member is prohibited, that is, the operation unit 10 and the steered unit 12 are mechanically coupled, The operating force input to the steering wheel 14 is transmitted to the steering device 140. Further, the reaction force from the steering device 140 is transmitted to the steering wheel 14. On the other hand, when electric power is supplied to the electromagnetic clutch 184, relative rotation between the operation side member and the steered side member is allowed, that is, the operation unit 10 and the steered unit 12 are mechanically separated. Thus, the operation force input to the steering wheel 14 is not transmitted to the steering device 140, and the transmission is disabled. In the present embodiment, the “transmission mechanism” that transmits the operation force to the steering device 140 includes the connecting portion 18. In this embodiment, the transmission mechanism includes an electromagnetic clutch 184 that is a connection switching mechanism.

1.5. Electronic control unit.
This steering apparatus is controlled by two electronic control units 200A, B (hereinafter, simply referred to as “ECU”) included in the steering apparatus (FIG. 1). Each of the ECUs 200A and 200B is configured mainly by a computer having a CPU, a ROM, a RAM, and the like. Various sensors such as an operation position sensor 52 (θ), a steering position sensor 176 (δ), and a vehicle speed sensor 210 (V) are connected to each of the ECUs 200A and 200B. The ECUs 200A, B are also connected to inverters 220, 222A, B that can be supplied by changing the driving power, and drivers 224, 230A, B that supply the set driving power. When various control commands are transmitted to 224 and the like, electric power is supplied from the inverter 220 and the like to the reaction force motor 26 and the steering motor 160, respectively, and from the driver 224 and the like to the electromagnetic clutch 184 and the resistance force generator 30 respectively. The inverter 220 and the driver 224 and the like are supplied with electric power from a battery (not shown) mounted on the vehicle.

  In this embodiment, one steering system is configured including the ECU 200, the inverter 222, and the steering motor 160, one of A and B, respectively. And this steering apparatus is taken as the aspect provided with two steering systems A and B. As shown in FIG. In the figure, the connection of the A system is indicated by a broken line, and the connection of the B system is indicated by a dotted line. The two steering systems A and B have the same configuration, and are configured to perform the same operation independently of each other. Therefore, even if one of the steering systems A and B fails, the wheel 16 can be steered by the other of them. In the following description, one of the two steering systems will be representatively described unless particularly necessary.

1.6. Operation of the steering system.
The operation of the steering device will be described below. First, control of the electromagnetic clutch 184 will be described. A driver 224 that supplies power to the electromagnetic clutch 184 is connected to both the ECUs 200A and 200B. Each of the ECUs 200 </ b> A and B is configured to continuously supply a normal signal to the driver 224 when the turning system to which the ECU 200 </ b> A belongs is normal. The driver 224 supplies electric power to the electromagnetic clutch 184 when a normal signal is supplied from at least one of the ECUs 200A and 200B. That is, if at least one of the two steering systems A and B is normal, the electromagnetic clutch 184 is actuated to disable transmission, and the wheels 16 are steered by the driving force of the steering device 140. is there. Further, when both of the two steering systems fail, the supply of electric power is stopped and the electromagnetic clutch 184 can be transmitted, and the wheels 16 can be steered by the driver's operating force. Is done.

  As described above, in this embodiment, during normal running, the electromagnetic clutch 184 is turned on to make the transmission impossible. In this state, a reaction force such as a resistance force to the operation generated by the steered portion 12 is not transmitted to the steering wheel 14. Therefore, each of the ECUs 200A and 200B acquires the steering angle, the vehicle speed, and the like based on the detection results of the operation position sensor 52 and the vehicle speed sensor 210, and the target of power supplied to the reaction force motor 26 according to the steering angle and the like. A supply power target value that is a value is determined, and the target value is transmitted to the inverter 220. The inverter 220 receives the supply power target value from both the ECUs 200 </ b> A and 200 </ b> B, and supplies the reaction motor 26 with electric power having a magnitude equal to the target value. In addition, when the power supply target value of ECU200A, B differs, the larger value is employ | adopted. When the power target value is transmitted from only one of the ECUs 200 </ b> A and 200 </ b> B, power equal to the power target value is supplied to the reaction motor 26. The reaction force motor 26 generates a steering reaction force by applying a rotational driving force corresponding to the supplied electric power to the shaft 24 to generate a response to the steering operation, and an operation position of the steering wheel 14. Is returned to the neutral position.

  Each of the ECUs 200A and 200B determines a target turning angle, which is a turning angle corresponding to the steering angle of the steering wheel 14, and the turning of the wheel 16 acquired based on the detection result of the turning position sensor 176. Obtain the measured turning angle, which is the rudder angle. Then, a target value of power corresponding to the deviation between the target turning angle and the measured turning angle is determined, and the target value is transmitted to the inverters 222A and 222B, respectively, and the turning motor 160 is supplied with electric power. The wheel 16 is steered by the rudder device 140. The ECUs 200A and B perform the same processing in determining the target turning angle, the target values of the electric power transmitted to the inverters 222A and 222B are substantially equal to each other, and the driving force generated by the turning motors 160A and B is also the same. They are almost equal to each other. That is, when both of the two steering systems are normal, one of the steering systems generates a force that is about half of the steering force that steers the wheel 16. In this embodiment, each of the ECUs 200 </ b> A and 200 </ b> B has a function as a “driving power controller” that controls electric power supplied to the steering motor 160 that is a driving force source.

  In the present steering device, when the two steering systems are normal, a resistance force to the steering operation is not generated by the resistance force generation device 30. This will be specifically described. The ECUs 200 </ b> A and B continuously supply a normal signal, which is a signal indicating that the steering system is normal, to the corresponding drivers 230 </ b> A and B when the steering system to which each belongs is normal. Has been. Receiving the normal signal, each of the drivers 230A and 230B has a normal operating power (“normal power”) that is power for operating the electromagnet 92 and the like when the steering system is normal in the resistance generating device 30. Is a kind of supply). In other words, in this embodiment, the ECU 200A, B supplies the normal signal to the drivers 230A, B, respectively, so that the normal operating power is indirectly supplied. In this embodiment, the driver 230A is connected to the brush 96, and when power is supplied to the electromagnet 92, the slide body 80 is displaced forward. On the other hand, the driver 230B is connected to the electromagnet 114, and when power is supplied to the electromagnet 114, the slide body 80 is displaced rearward. That is, when the two steering systems are normal, electric power is supplied to both the electromagnets 92 and 114, and the large-diameter member 88 and the friction member 110 are positioned at a relative position where they do not contact each other. No resistance against is generated.

1.7. Operation in case of failure.
The operation of the steering device when one of the two steering systems has failed will be described when the steering system partially fails (hereinafter sometimes abbreviated as “partial failure”). In a state where any one of the steering systems A and B has failed, at least one of the ECU 200, the inverter 222, and the steering motor 160 belonging to the steering system becomes abnormal, and a sufficient driving force cannot be exhibited. State. Each of the ECUs 200A, B monitors the magnitude of power supplied to the steering motors 160A, B from the inverters 222A, B of the steering system to which the ECU 200A belongs, the steering speed, etc., and no power flows due to disconnection. It is determined that the steering system is abnormal when a state, a state where sufficient power is supplied, and the state where the steering is not performed are detected. Each of the ECUs 200A and 200B includes two main and sub CPUs, and even when the calculated values of the two CPUs are different, it is determined that the steering system to which the two CPUs belong is abnormal. ing.

  When each of the ECUs 200A and 200B determines that the turning system to which the ECU 200A belongs is abnormal, the ECU 200A, B stops the function of the part that controls the reaction force motor 26, the turning motor 160, etc., and the inverter 220, the driver 230, etc. The command and the normal signal supply are stopped. As described above, the inverter 220 receives a command from one of the ECUs 200 </ b> A and 200 </ b> B and supplies power to the reaction force motor 26. On the other hand, inverters 222A and B stop supplying power to steered motors 160A and 160B when the commands from ECUs 200A and 200B stop, respectively. Further, relays (not shown) that are closed upon receiving normal signals from the ECUs 200A, B are arranged between each of the inverters 222A, 222B and each of the steering motors 160A, B. Yes. When the steering system to which the relay belongs is abnormal, the relay is not supplied with a normal signal and is opened. Therefore, the steered motor 160 belonging to the failed steered system can be idled with as little resistance as possible. Further, each of the drivers 230A and 230B is configured not to supply normal operating power to the resistance force generating device 30 when supply of normal signals from the corresponding ECUs 200A and 200B is interrupted.

  In the case of the partial failure described above, since the force for turning the wheel 16 is generated by only one of the steering systems A and B, the turning speed is reduced, and a quick steering operation is performed as shown in FIG. In the case where the wheel turning is performed, the turning of the wheel 16 may be delayed and the deviation between the target turning angle and the measured turning angle may increase. However, in the case of a partial failure, the present steering device is configured such that the normal operation power is not supplied from the failed steering system to the resistance generating device 30, thereby suppressing a delay in the steering. . Specifically, when the normal operating power is not supplied, the magnetic force of one of the electromagnets 92 and 114 disappears, and either the slide body 80 or the cylindrical slide member 100 is attached to the springs 90 and 112. Displaced by the force, the friction member 110 and the large-diameter member 88 come into contact with each other to generate a resistance force to the steering operation (FIGS. 3 and 4). The frictional resistance between the friction member 110 and the large-diameter member 88 is adjusted so that the resistance force is larger when the two steering systems are normal, that is, when the two steering systems are normal.

  As described above, the resistance generating device 30 generates a resistance force to the steering operation only when a partial failure occurs, so that the steering reaction force applied to the steering wheel 14 by the steering reaction force applying device 20 is larger than that during normal operation. can do. This makes it difficult for the driver to perform a quick steering operation, that is, a gentle operation is performed, and an increase in the deviation between the target turning angle and the measured turning angle is suppressed. Further, even when the wheel 16 can be quickly steered in response to a quick steering operation, the steering reaction force is increased by the frictional resistance, thereby suppressing an increase in the load on the steering system. can do. That is, in this embodiment, the resistance force generating device 30 functions as a “failure reaction force generating device” that generates a steering reaction force only when a partial failure occurs.

  Next, the operation of the present steering apparatus when there is a large number of steering systems in which both of the two steering systems have failed (hereinafter sometimes abbreviated as “when many systems have failed”) will be described. When a large number of failures occur, the supply of normal signals to both the driver 224 and the drivers 230A and B of both ECUs 200A and B is stopped. Therefore, as described above, when the power supply from the driver 224 to the electromagnetic clutch 184 is stopped, the transmission becomes possible and the wheel 16 can be steered by the operation force. In this state, since both the steering systems A and B do not generate a steering force, a large operating force is required to steer the wheels 16. However, as described above, when both of the electromagnets 92 and 114 of the resistance generating device 30 are deactivated (FIG. 2), the resistance generating device 30 does not generate a resistance force to the steering operation, and the resistance force is generated. The steering reaction force by the device 30 is smaller than that at the time of partial failure. In addition, since the functions of both of the ECUs 200A and 200B are stopped, the inverter 220 does not supply power to the reaction force motor 26, and the steering reaction force applied by the steering reaction force applying device 20 is not applied when a large number of failures occur. That is, this steering device increases the steering reaction force in the case of partial failure, making it difficult to perform a quick steering operation. In addition, since the steering reaction force is not applied in the case of multiple failures, the steering force is applied to the wheels 16. Thus, the weight of the steering operation when turning can be reduced.

  In the present embodiment, the slide body 80 and the cylindrical slide member 100, which are two relative motion bodies, are displaced in directions opposite to each other. However, only one of them may be displaced. For example, when the slide body 80 is displaced by one step, the friction member 110 and the large-diameter member 88 come into contact with each other, and when the slide body 80 is displaced by two steps, it can be prevented from contacting. When the steering device includes a plurality of steering systems, for example, when the slide body 80 is displaced in the first setting stage, the friction member 110 and the large-diameter member 88 come into contact with each other, and the number is set more than in the first setting stage. It is possible to prevent contact when the second setting stage is displaced.

2. Second embodiment.
In the above embodiment, the steering reaction force applying device 20 includes the resistance force generating device 30 that functions as a reaction force generating device at the time of failure, but the power generation type steering that functions as the reaction force generating device at the time of failure. A reaction force generator may be provided. For example, when the generator is electrically connected between its output terminals, the generator generates a resistance force due to copper loss, inductance, etc. of the coil, that is, a “power generation braking force”. Based on the generated braking force, the steering reaction force applied to the steering wheel 14 in the event of partial failure can be increased. FIG. 8 schematically shows a steering apparatus including a steering reaction force applying apparatus 300 including an electromagnetic motor that functions as a generator to generate a steering reaction force only when a partial failure occurs. Since this steering device has many of the same configurations as those of the steering device of the above-described embodiment, the same components as those of the above-described embodiment are denoted by the same reference numerals, description thereof will be omitted, and different configurations will be mainly described.

  FIG. 9 schematically shows a cross section of the steering reaction force applying device 300. The steering reaction force applying apparatus 300 includes a reaction force motor 26 similar to that in the above embodiment, and a power generation motor 310 that generates a steering reaction force based on a power generation braking force when a partial failure occurs. The power generation motor 310 includes a cylindrical housing 320 fixed to a part of the vehicle body at a mounting portion (not shown), and a reaction force motor 26 is fixed to a rear side end portion of the housing 320. The housing 320 rotatably supports the shaft 24 via bearings 322 at both ends. An operation position sensor 52 is disposed on the rear side of the housing 320. A rotor 330 including a coil is attached to the shaft 24 on the front side of the operation position sensor 52 so as not to be relatively rotatable. A stator 332 including a permanent magnet is disposed on the inner peripheral portion of the housing 320 so as to surround the outer periphery of the rotor 330. Further, brushes 340X and Y are provided on the front side inside the housing 320, and a connection terminal 334 connected to a coil of the rotor 330 is in contact with the brushes 340X and Y while rotating.

  The brushes 340X and Y of the power generation motor 310 are connected to a conduction switch 350 schematically shown in FIG. The conduction switch 350 includes relays 360A and 360B serving as electromagnetic switches. Each of the relays 360A and 360B includes an electromagnet 364 and two conduction changeover switches 368 (hereinafter, may be abbreviated as “switches”) for switching the presence / absence of electrical conduction between the two conductive paths 366. Yes. In this figure, both of the relays 360A and 360B are in an operating state by supplying electric power, and one is opened and one is closed by the magnetic force of the electromagnet 364. Further, in each of the two conductive paths 366, one of the two switches 368 is opened and the other is closed. In this figure, between the brush 340X and the brush 340Y of the power generation motor 310 ( Hereinafter, the conduction of “between brushes 340X and Y” is cut off. That is, when both of the relays 360A and 360B are in an operating state, the power generation motor 310 is configured not to generate a power generation braking force.

  When power is not supplied to any one of the relays 360A and 360B, that is, when the relay 360A is deactivated, the two conductive paths are set by the two switches 368 of the deactivated relay 360. The presence or absence of 366 conduction is switched. For example, when power is not supplied to the relay 360A, as shown in FIG. 11, one of the switches 368 of the relay 360A is switched from the open state to the closed state, and the other is switched from the closed state to the open state. Therefore, in the drawing, the upper conductive path 366 causes conduction between the brushes 340X and Y of the power generation motor 310, and a power generation braking force of the power generation motor 310 is generated. When both of the relays 360A and 360B are deactivated, the switches 368 of both the relays 360A and 360B are in a state opposite to that in FIG. 10, and the continuity between the brushes 340X and Y of the power generation motor 310 is established. Is cut off.

  Electric power for operating the relays 360A and 360B is supplied from the ECUs 200A and 200B. Specifically, the relays 360A and 360B are connected to the ECUs 200A and 200B, respectively, and normal signal power (a kind of normal power) which is relatively small power for a signal indicating normality from the connected ECU 200. Is activated). That is, when both of the two steering systems A and B are normal, both of the ECUs 200A and B supply normal signal power, so both the relays 360A and B are in an operating state, as shown in FIG. In this way, the continuity between the brushes 340X and Y of the power generation motor 310 is cut off. Therefore, during normal operation, the power generation motor 310 is rotated according to the steering operation without generating the power generation braking force, and the operating resistance at that time is relatively small.

  At the time of partial failure, the normal signal power of any one of the ECUs 200A and 200B is not supplied, and in this embodiment, the supply of power is interrupted. For example, when the normal signal power of the ECU 200A is interrupted, conduction between the brushes 340X and Y occurs as shown in FIG. Therefore, the power generation motor 310 generates a steering reaction force having a magnitude corresponding to the operation speed by generating a power generation braking force according to the steering operation. A resistor 380 is connected between the brushes 340X and Y, and the steering reaction force based on the power generation braking force of the power generation motor 310 is adjusted in advance so as to have an appropriate magnitude. When a partial failure occurs, a steering reaction force that is a combination of the steering reaction force generated by the reaction force motor 26 and the steering reaction force that depends on the power generation braking force of the power generation motor 310 is applied to the steering wheel 14. As a result, the steering reaction force applied to the steering wheel 14 becomes larger than that in the normal state. Therefore, it becomes difficult for the driver to perform a quick steering operation, and a delay in turning is suppressed, or an increase in the load on a normal turning system is suppressed. Moreover, since the electromotive force of the power generation motor 310 increases as the rotational speed increases, the steering reaction force increases as the operation speed increases, and a quick steering operation can be effectively suppressed.

  When many faults occur, the normal signal power of both ECUs 200A and 200B is interrupted. In this case, since the continuity between the brushes 340X and Y is cut off, the steering reaction force that depends on the power generation braking force is not generated. Therefore, when the wheel 16 is steered by the operating force, unnecessary steering reaction force is not applied, and the burden on the driver is reduced. That is, it is possible to more appropriately cope with the failure of the steering system.

  In this embodiment, an “electromagnetic actuator” is configured including a relay 360 as an electromagnetic switch. Further, the conduction switching device 350 functions as a “steering reaction force increasing device”. Furthermore, a “power generation type reaction force generator” is configured including the power generation motor 310. Further, the “reaction force generator at the time of failure” is configured including the power generation motor 310 and the conduction switching device 350. Further, the conduction switching device 350 functions as a “steering reaction force increasing device”. Furthermore, the brushes 340X and Y function as “output terminals of the generator”. Note that the steering reaction force imparting device 450 of this embodiment is configured to change the amount of increase in the steering reaction force based on the speed of the steering operation in the event of partial failure.

  When the steering device is provided with three steering systems A, B, and C, the conduction switching device 400 as schematically shown in FIG. When two rudder systems fail), the brushes 340X and Y of the power generation motor 310 are turned on, and when many faults occur (in this figure, when all the steering systems have failed), the conduction may be cut off. it can. In this figure, all the steering systems are normal, and the three relays 410A, B, C are abbreviated as electronic control units 420A, B, C (hereinafter referred to as “ECU”. ECU 420 is similar to ECU 200). All of them are in an operating state in response to the supply of normal signal power. The relay 410 includes an electromagnet 364 and three continuity changeover switches 368 (hereinafter, may be abbreviated as “switch”) that switch the presence / absence of continuity of the three conductive paths 366. Two are open and one is closed by the magnetic force of 364.

  When the normal signal power of any of the ECUs 420A, B, and C is interrupted, one of the corresponding relays 410A, B, and C is deactivated, and the three switches 368 are switched, and the two are closed. One is opened. However, in this conduction switching device 400, conduction between the brushes 340X and Y of the power generation motor 310 does not occur even when one relay 410 is deactivated. This continuity switching device 400 can be steered by two of the three steering systems without the risk of lowering the steering speed and without the risk of excessive load on the steering motor. It is suitable for a steering device. On the other hand, when two of the three steering systems fail, that is, when the two relays 410 are inactivated, one of the three conductive paths 374 that connect the brushes 340X and Y to each other. Thus, the power generation braking force is generated by the power generation motor 310, and the steering reaction force can be increased depending on the power generation braking force. Furthermore, when all the steering systems fail, all the relays 410 are deactivated, and none of the three conductive paths 374 is turned on, so that no power generation braking force is generated. Yes.

  As schematically illustrated in FIG. 13, the conduction switching device 400 may include relays 430 </ b> A, B, and C having two switches 368. In that case, when one or two of the steering systems A, B, and C fail, conduction is generated, and the power generation braking force can be generated by the power generation motor 310. In addition, when everything has failed, it is possible to cut off the continuity and prevent the generation braking force from being generated. As described above, by disposing relays that are electromagnetic actuators having a plurality of conduction changeover switches 368 between the brushes 340X and Y of the power generation motor 310, the number of failures among a plurality of steering systems. Is within the set range, it is possible to increase the steering reaction force by generating conduction and generating a power generation braking force. Further, it is possible to prevent a steering reaction force from being generated when the number of missing objects exceeds the set range.

  As in this embodiment, when a partial failure occurs, the power generation characteristic of the power generation motor 310 can be changed to the steering reaction force characteristic by generating the steering reaction force based on the power generation braking force of the power generation motor 310. it can. That is, a small reaction force can be applied to the steering wheel 14 when the steering speed is low, and a large steering reaction force when the steering speed is high. Therefore, since a large steering reaction force can be applied only when the steering speed at which steering delay may occur is high, the steering feeling is unlikely to deteriorate. In the present embodiment, the normal (normal) reaction force motor 26 and the partial power generation motor 310 are separately provided, but the normal reaction motor 26 is partially lost. It can be used as a power generation motor.

3. Third embodiment.
In the above embodiment, the steering reaction force applying device includes the “failure reaction force generation device (for example, the resistance force generation device 30)” that generates a steering reaction force only when a partial failure occurs. On the other hand, even if the steering reaction force applying device does not include the failure reaction force generation device, the steering reaction force can be increased when a failure occurs. FIG. 14 schematically shows a steering device including a steering reaction force applying device 450 that does not include a failure reaction force generating device. Since this steering apparatus has the same configuration as the steering apparatus of the above-described two embodiments, the same components as those of the above-described embodiment are denoted by the same reference numerals, description thereof is omitted, and different configurations are mainly described. .

  FIG. 15 schematically shows a cross section of the operation reaction force applying device 450. The operation reaction force imparting device 450 includes the reaction force motor 26 similar to that in the above embodiment and a shaft support mechanism 460 that rotatably supports the shaft. The shaft support mechanism 460 includes a cylindrical housing 462, and the housing 462 is fixed to a part of the vehicle body at a mounting portion (not shown). The housing 462 supports the shaft 24 rotatably at both ends via bearings 464. An operation position sensor 52 and an output pulley 79 are disposed inside the shaft support mechanism 460. The output pulley 79 is fixed so as to rotate integrally with the shaft 24, and a belt 186 is wound around the output pulley 79. A passage port 466 through which the belt 186 passes is formed in the lower portion of the housing 462.

  The present steering apparatus includes ECUs 200A and B similar to those in the above embodiment, but in this embodiment, the ECUs 200A and B control the steering motors 160A and 160B and do not control the reaction force motor 26. Has been. For this reason, the steering apparatus includes a steering reaction force electronic control device 480 (hereinafter referred to as “ECU 480”) that controls the reaction force motor 26 so as to generate a steering reaction force of an appropriate magnitude. The ECU 480 is mainly composed of a computer having a CPU, ROM, RAM and the like. The ECU 480 is connected to various sensors such as an operation position sensor 52 (θ), a steering position sensor 176 (δ), and a vehicle speed sensor 210 (V). Further, an inverter 482 is connected to the ECU 480, and when various control commands are transmitted from the ECU 480 to the inverter 482, electric power is supplied from the inverter 482 to the reaction force motor 26. Furthermore, ECU 480 is connected to each of ECUs 200A and 200B, and normal signals A and B are supplied from each of these ECUs 200A and 200B. The ECU 480 can determine whether the state is normal, partially failed, or many failed based on the presence / absence of a normal signal, and can control the reaction force motor 26 appropriately. Has been.

  Control of the reaction force motor 26 by the ECU 480 will be described. The control of the steering motors 160A, B by the ECUs 200A, B is the same as that in the first embodiment. The ROM of ECU 480 stores a reaction response control program corresponding to a failure (hereinafter, may be abbreviated as “reaction force control program”) adapted to cope with the failure of the steering system. The reaction force control program is repeatedly executed every extremely short time by the computer of the ECU 480. A flowchart of the reaction force control program is shown in FIG. In step 11 (hereinafter, step 11 is abbreviated as “S11” and the same applies to other steps), it is determined whether or not both normal signals A and B are supplied to ECU 480 from ECUs 200A and 200B, respectively. The

  When the determination in S11 is YES, both the steering systems A and B are normal, and the normal reaction force control in S12 is performed. In the normal reaction force control, control similar to that in the above two embodiments is performed, and a process of determining a supply power target value that is a target value of power supplied to the reaction force motor 26 according to the steering angle, the vehicle speed, and the like. Is done. The ROM of ECU 480 stores a power value corresponding to the steering angle and the vehicle speed as a steering angle-power value map. FIG. 17 schematically shows a power value map corresponding to the steering angle and the vehicle speed. The electric power value according to the steering angle is a positive value when the right turn steering is performed (steering angle θ> 0), and when the left turning steering is performed (steering angle θ <0), It is a negative value. The direction of rotation of the reaction force motor 26 is reversed depending on whether the electric power value is positive or negative. When the electric value is positive, a steering reaction force is generated in a direction to rotate the steering wheel 14 counterclockwise. Reaction force is generated. Further, the electric power value corresponding to the steering angle is increased as the steering angle θ increases, causing a response to the turning steering and generating a force for returning the steering wheel 14 to the neutral position (steering angle θ = 0). . Further, when the vehicle speed V is low, the power value change gradient is small and the steering operation can be performed relatively lightly. When the vehicle speed V is high, the power value change gradient is large and the steering operation is compared. To be stable.

  As described above, in the normal reaction force control, the power value corresponding to the steering angle and the vehicle speed is read from the map based on the steering angle and the vehicle speed acquired based on the detection value of the operation position sensor 52. Therefore, it is set as a target value for supply power. When a control command corresponding to the supply power target value is transmitted from the ECU 480 to the inverter 482, power corresponding to the supply power target value is supplied from the inverter 482 to the reaction force motor 26, and the reaction force motor 26 performs an appropriate steering reaction. Force is generated.

If the determination in S11 is NO, the determination in S13 is performed. In S13, when both the normal signals A and B are not supplied, it becomes YES. That is, the determination is NO when only one of the normal signals A and B is supplied and the other is not supplied, that is, when there is a partial failure. If the determination in S13 is NO, the reaction force control at the time of partial failure is performed in S14. In the partial failure reaction force control, the supply power target value is a value obtained by adding a power value corresponding to the steering speed to the target value at the normal time (formula 1).
[Expression 1] “Supply power target value in the case of partial failure” = “Normal supply power target value” + “Power value according to the steering speed”

  The power value corresponding to the steering speed is acquired based on a steering speed-power value map schematically shown in FIG. The steering speed-power value map is stored in the ROM of the ECU 480. As can be seen from the figure, in the present embodiment, the power value corresponding to the steering speed is increased as the steering speed increases. Further, when the steering wheel 14 is operated in the right direction, a positive value is generated, and a steering reaction force is generated in a direction to rotate the steering wheel 14 counterclockwise. When the steering wheel 14 is operated in the left direction, the steering reaction force is negative. A steering reaction force in the direction of rotating the wheel 14 to the right is generated. That is, the power value corresponding to the steering speed is set so as to generate a steering reaction force in the direction opposite to the operation direction. Therefore, if the target value at normal time generates a steering reaction force in the direction opposite to the operation direction, the absolute value of the power supply target value at the time of partial failure will increase, and the effect of suppressing the increase in steering speed Alternatively, the effect of reducing the steering speed is increased. On the other hand, if the target value at normal time generates a steering reaction force in the same direction as the operation direction, the absolute value of the target power supply value at the time of partial failure decreases and the steering reaction force increases the steering speed. Is reduced.

  That is, the steering reaction force imparting device 450 is configured to increase the steering reaction force in a direction that suppresses an increase in the steering speed as compared with the normal time. Therefore, a quick steering operation can be effectively suppressed. Further, the present steering reaction force applying device 450 is configured to reduce the steering reaction force in the same direction as the operation direction. Therefore, it is possible to suppress an increase in the steering speed due to the steering reaction force in the same direction as the operation direction. If the steering reaction force is considered to be a positive value when the steering reaction force is opposite to the operation direction, the steering reaction force in the same direction as the operation direction is a negative value. Therefore, to reduce the steering reaction force in the same direction as the operation direction is to bring the negative steering reaction force value close to 0 or to a positive value, and the steering reaction force in the opposite direction to the operation direction. Can be seen as increasing. That is, in the present steering device, the steering reaction force at the time of partial failure is increased by an electric power value corresponding to the steering speed as compared with the normal time.

  As described above, the target power supply value at the time of partial failure is changed from the normal target value so as to further suppress the increase in the steering speed. Further, the degree of change in the target value is increased in accordance with the increase in the steering speed, and the degree of suppressing the increase in the steering speed at the time of partial failure increases as the steering speed increases. As described above, the steering reaction force at the time of partial failure can be effectively suppressed at the time of partial failure by increasing the degree to which the increase in the steering speed is suppressed compared to the normal time. This can reduce the burden on the remaining steering system that has not failed. On the other hand, when a gentle steering operation is performed, the increase amount of the steering reaction force is small, and the burden on the driver is hardly increased.

  If the determination in S13 is YES, since neither of the normal signals A and B is supplied, that is, in the case of multiple failures in which both the steering systems A and B have failed, the steering reaction force in S15. Granting is stopped. That is, the ECU 480 stops the function of controlling the reaction force motor 26 and stops supplying the normal signal. Since no control command is transmitted from the ECU 480 to the inverter 482, no power is supplied from the inverter 482 to the reaction force motor 26, and the reaction force motor 26 is passively rotated in accordance with the steering operation. It should be noted that the electrical continuity between the power terminals of the reaction force motor 26 is interrupted so that the reaction force motor 26 does not generate a steering reaction force that depends on the generated braking force. As described above, by preventing the steering reaction force from being applied in the case of many failures, even when the electromagnetic clutch 184 is in a transmittable state and the wheel 16 is steered by the operation force, an unnecessary steering reaction force is generated. The burden on the driver can be reduced by avoiding being applied to the steering wheel 14. That is, the present steering device is configured such that no steering reaction force is applied to the steering wheel 14 when a large number of failures occur.

  In the present embodiment, the portion (steering reaction force control unit) that executes the failure reaction force control program of the ECU 480 functions as “steering reaction force increasing means”. In addition, the steering reaction force applying device 450 is configured to generate a steering reaction force in a normal state and a partial failure. Furthermore, the steering reaction force imparting device 450 includes a portion that executes a reaction force control program of the reaction force motor 26 and the ECU 480.

  In this embodiment, the steering reaction force is increased “according to the steering speed” at the time of partial failure. However, the steering reaction force can also be increased “according to the delay in turning”. In that case, an increase amount of the power value corresponding to the deviation of the measured turning angle with respect to the target turning angle can be set in advance and stored in the ROM of the ECU 480 as a deviation-power value increase amount map. And the supply power target value can be increased by reading the increase amount of the power value according to the acquired deviation from the map. When increasing the supply power target value, it is acquired by multiplying the supply power target value by a coefficient corresponding to the deviation, or by adding a power value corresponding to the deviation to the supply power target value. be able to.

It is a figure which shows the outline of the steering device which is an Example of claimable invention. It is sectional drawing which looked at the steering reaction force provision apparatus of the said steering apparatus from the side. It is a schematic diagram which shows another state of the resistance force generator of the said steering reaction force provision apparatus. It is a figure which shows another state of the said resistive force generator. It is a figure which shows another state of the said resistive force generator. It is a figure which shows the cross section of the steering apparatus of the said steering apparatus. It is a figure which shows typically the change of a steering angle and a steering angle when a quick steering operation is made in the state where one steering system of the steering device has failed. It is a figure which shows the outline of the steering apparatus of an Example different from the above. It is sectional drawing which looked at the steering reaction force provision apparatus of the said steering apparatus from the side. It is a figure which shows typically the conduction | electrical_connection switcher which switches conduction | electrical_connection between the brushes of the motor for electric power generation of the said steering reaction force provision apparatus. It is a figure which shows typically the said conduction switching device at the time of partial failure. It is a figure which shows typically the conduction switch different from the above. It is a figure which shows typically the modification of another said conduction switch. It is a figure which shows the outline of the steering apparatus of another Example different from the above. It is sectional drawing which looked at the steering reaction force provision apparatus of the said steering apparatus from the side. It is a figure which shows the flowchart of the steering reaction force control program which controls the reaction force motor of the said steering reaction force provision apparatus. It is a figure which shows typically the steering angle-power value map used in the said steering reaction force control program. It is a figure which shows typically the steering speed-power value map used in the said steering reaction force control program.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10: Operation part 12: Steering part 14: Steering wheel (operation member) 16: Steering wheel 18: Connection part (transmission mechanism) 20: Operation reaction force provision apparatus 26: Reaction force motor (normal reaction force generator) 30: Resistance force generation device (reaction force generation device at the time of failure) 52: Operation position sensor 80: Slide body (relative operation body) 90: Pulling coil spring (elastic body) 92: Electromagnet 100: Cylindrical slide member (relative operation) Body) 110: friction material 112: tension coil spring (elastic body) 114: electromagnet 140: steering device 160: steering motor (driving force source) 176: steering position sensor 184: electromagnetic clutch 200: electronic control unit [ECU ] (Drive power controller) 220, 222: inverter (drive circuit) 224, 230: driver (drive circuit) <second embodiment> 300: anti-steering Giving device (power generation type reaction force generation device) 310: Motor for power generation (generator) 340X, Y: Brush (output terminal of generator) 350: Conduction switch (steering reaction force increasing device) 360: Relay (electromagnetic actuator) 364: Electromagnet 366: Conduction path 368: Conduction switch 400: Conduction switch (steering reaction force increasing device) 410: Relay (electromagnetic actuator) 420: Electronic control unit [ECU] (drive power controller) <Third Examples> 450: Operation reaction force applying device 480: Steering reaction force electronic control unit [ECU] (drive power controller) 482: Inverter

Claims (6)

An operation member that performs a steering operation, a steering device that includes a plurality of steering systems each having a driving force source and that steers a wheel by the driving force of the driving force source, and a steering operation A steering device including a steering reaction force applying device that applies a steering reaction force, which is a reaction force, to the operation member,
The steering reaction force applying device is
Apart from (A) one reaction force generator for generating a steering reaction force and (B) the first reaction force generator, some of the plurality of steering systems that do not exceed the set number A failure reaction force generating device that generates a steering reaction force only when a partial failure has occurred, so that the steering reaction force applied to the operating member in the partial failure is greater than normal. Is configured to be large,
Each of the plurality of steering systems is
While controlling the electric power supplied to the driving force source, and continuously supplying normal power to the failure reaction force generator when the steering system to which it belongs is normal, it belongs to itself A drive power controller configured not to supply normal-time power to the failure-time reaction force generator when the steering system fails;
The failure reaction force generator is
Each is operated relative to each other according to the steering operation, and is supported so as to be capable of relative displacement in the direction intersecting with the relative operation direction, and only when the relative displacement amount in the intersecting direction is within the set range. Two relative motion bodies that engage with each other to generate a resistance to the relative motion;
Each time the one that does not supply normal power among the plurality of drive power controllers increases, the two relative motion bodies are relatively displaced by a set amount in a set direction in the intersecting direction, and (a The normal power of some of the plurality of drive power controllers not exceeding the set number
When not supplied, the relative displacement amount of the two relative motion bodies is within the set range, and (b)
When the normal state power that exceeds the preset number of the plurality of driving power controller is not supplied, the relative displacement amount of the two relative operating member may comprise a relative displacement device configured to exceed the set range By
A steering apparatus configured to generate a steering reaction force when a part of the plurality of steering systems not exceeding a set number does not supply normal power . The relative displacement device comprises:
Each includes a plurality of electromagnetic actuators corresponding to each of the plurality of driving power controllers, which are in an operating state when normal power is supplied and are inactive when normal power is not supplied. ,
Each of the plurality of electromagnetic actuators
An elastic body that urges the two relative motion bodies to be displaced relative to each other by a set amount in the set direction; and the two relative motions against the urging force of the elastic body when normal power is supplied. Including an electromagnet that relatively displaces the operating body by a set amount in a direction opposite to the set direction,
In the operating state, the two relative operating bodies are maintained in a state in which the two relative operating bodies are relatively displaced by a set amount in a direction opposite to the set direction by the magnetic force of the electromagnet, and in the non-operating state, the two relative operating bodies are The steering apparatus according to claim 1 , wherein the steering apparatus is configured to relatively displace a set amount in a set direction. When the failure reaction force generating device is in a large number of failures in which a number exceeding the set number of the plurality of steering systems has failed, the steering reaction force applied to the operation member is partially lost The steering device according to claim 1, wherein the steering device is configured to be smaller than the steering device. The steering apparatus according to claim 3 , wherein the steering apparatus includes a transmission mechanism that transmits the operation force input to the operation member to the steering device in order to steer the wheel with the operation force when a large number of failures occur. An operating member for steering operation;
A steering device configured to include a plurality of steering systems each having a driving force source and steering a wheel by the driving force of the driving force source,
A device that applies a steering reaction force, which is a reaction force to a steering operation, to the operation member, and when a part of the plurality of steering systems that does not exceed a set number has failed A steering reaction force applying device that increases a steering reaction force applied to the operation member than normal.
In order to steer the wheels by operating force when a large number of the steering systems exceeding the set number have failed, the operating force input to the operating member is transmitted to the steering device. A steering device having a transmission mechanism
A steering apparatus configured such that the steering reaction force imparting device has a smaller steering reaction force applied to the operation member when a large number of failures occur than when the steering reaction force is partially lost. An operating member for steering operation;
A steering device configured to include a plurality of steering systems each having a driving force source and steering a wheel by the driving force of the driving force source,
A device that applies a steering reaction force, which is a reaction force to a steering operation, to the operation member, and when a part of the plurality of steering systems that does not exceed a set number has failed A steering apparatus including a steering reaction force applying device that increases a steering reaction force applied to the operation member more than normal.
A steering apparatus configured to change an increase amount of a steering reaction force based on a speed of a steering operation when the steering reaction force application apparatus partially fails.

Images