JPH06206553A - Steering device with substeering mechanism for vehicle - Google Patents

Abstract

PURPOSE:To embody steering with the same feeling as the ordinary steering in the case of simultaneously executing manual and automatic steering, to prevent a size a mechanism in an engine room from being enlarged of and to attain large steering angle control by the substeering mechanism. CONSTITUTION:Equal torque in a reverse direction to torque, received by a substeering motor M1, is applied to an input shaft 2 by a motor M2, to cancel torque each other of both the motors. A planet gear mechanism 6 is interposed between a steering input shaft 2 in a position to a steering wheel 1 from a power steering valve and a steering output shaft 91, and the substeering motor M1 is connected to the planet gear mechanism 6.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a steering apparatus for a vehicle, for example, an auxiliary steering necessary for compensating a steering wheel operation amount of a driver or a steering for automatic driving. The present invention relates to a steering device including a steering mechanism.

[0002]

2. Description of the Related Art Conventionally, in a vehicle, for example, the steering direction, that is, the direction of the actual vehicle traveling direction with respect to the steering wheel operation amount is optimally assisted by automatically controlling the direction of the wheels or traveling the vehicle. It has been proposed to automatically drive and control the steering system on behalf of the driver so that the position is maintained within a predetermined lane.

In order to carry out this type of steering control, a steering device having an electrically controllable auxiliary steering mechanism is required, and when the direction of the wheels is adjusted auxiliary or when the steering wheel is moved. When the automatic steering is performed without the steering wheel, the movement of the auxiliary steering mechanism and the movement of the main steering system (mechanism for steering according to the operation amount of the steering wheel) must be independent.

A steering apparatus having such a combination of a main steering system and a sub steering system is conventionally constructed as shown in FIG. This will be described with reference to FIG. When the driver rotates the steering wheel, the main shaft (not shown) rotates, and the rotational force is transmitted to the input shaft 91. The steering mechanism shown in the figure is basically a rack and
It has a pinion type configuration, in which a pinion 92 is provided at the tip of the input shaft 91, and teeth are formed on the outer circumference of the pinion 92. A shaft-shaped rack 84 is arranged so that the pinion 92 and the shaft intersect. Teeth are formed on a portion of the outer peripheral surface of the rack 84 that faces the pinion 92, and the teeth form the rack 84 and the pinion 92.
And are always engaged with each other and are connected. Rack 84
Is hollow, that is, cylindrical, and a lateral power shaft 82 is arranged inside thereof. The lateral power shaft 82 is supported on the rack 84 so as to be slidable in the axial direction, that is, in the left-right direction. At the right end of the lateral power shaft 82, there is a ball joint 120R.
The tie rod 122R is coupled through the tie rod 122R, and the tie rod 122R moves in the left-right direction to change the direction of the right front wheel. Similarly, a tie rod 122L is connected to the left end of the lateral power shaft 82 via a ball joint 120L, and the left front wheel changes its direction by moving the tie rod 122L in the left-right direction.

Lateral power shaft 82 and rack 84
Is relatively movable in the axial direction, but a hydraulic actuator 130 is connected between the two, and the hydraulic actuator 130 restricts the relative movement of the two or positively moves the two. Enables automatic steering. That is, the piston 134 formed on the lateral power shaft 82 is arranged in the inner space of the cylinder 132 fixed to the left end side of the rack 84. Piston 134
A hydraulic circuit (not shown) is connected to the ports 138 and 140 which communicate with the inner spaces 133 of the cylinder 132 separated by the above. If the cylinder 132 is filled with oil and the inflow and outflow of oil from the ports 138 and 140 is blocked, the movement of the piston 134 is restricted in the cylinder 132, so that the lateral power shaft 82 and the rack 84 are relatively moved. Since the movement of the rack 84 is substantially eliminated and the movement of the rack 84 is transmitted to the lateral power shaft 82 as it is, when the steering wheel is operated, the pinion 92 is rotated to move the rack 84, as in a general steering device.
Moves to the left and right, and the movement is the hydraulic actuator 1.
Is transmitted to the lateral power shaft 82 via 30,
Wheel steering is performed.

Even when the steering wheel is not operated, the cylinder 132 is driven by the hydraulic circuit.
By moving the position of the piston 134 therein, the lateral power shaft 82 moves relative to the rack 84 and the wheel turns. That is, by driving the hydraulic actuator 130, it is possible to perform compensatory auxiliary steering with respect to the operation of the steering wheel or perform complete automatic steering.

[0007]

In the above steering device, the hydraulic actuator 130 of the auxiliary steering system drives the auxiliary steering system by moving and steering the lateral power shaft 82 with the input shaft 91 as the fulcrum. Then, the reaction force is applied to the steering wheel via the input shaft 91.
Is transmitted to the steering wheel and the steering wheel moves freely even if the driver does not operate anything. Further, if the driver tries to operate the steering wheel while the sub steering system is being driven, the driver will feel a steering feeling different from usual due to the reaction force from the sub steering system. I cannot steer. Further, if the rotation of the steering wheel is restricted in order to stop the rotation of the steering wheel during the driving of the auxiliary steering system, it becomes impossible to perform the manual steering while the auxiliary steering system is being driven. .

Further, in the above steering device, the actuator (130) of the auxiliary steering system is arranged along with the power steering mechanism along the output shafts (82, 84), but the space where these are arranged. Since various mechanical elements of the vehicle drive system must be installed in the vicinity (inside the engine rule) of the vehicle, if the steering device becomes large due to the addition of the auxiliary steering mechanism, the layout of various mechanical elements of the vehicle drive system and It has to change its structure.

Further, in the above steering device, since the installation space is restricted by the existence of the main steering mechanism, it is impossible to increase the moving stroke of the actuator (130) of the auxiliary steering system, and the auxiliary steering is not possible. The control rudder angle of the system is limited to a very small range. Therefore, this type of steering device can be used for compensating the steering amount, but cannot be used for the purpose of fully automatic steering that requires large steering angle control.

Therefore, the present invention provides a steering device which can perform both manual steering and automatic steering at the same time, and can obtain the same steering feeling as usual even when the manual steering and the automatic steering are simultaneously performed. A second object is to provide a steering device capable of controlling a large steering angle while preventing an increase in size of a steering mechanism in an engine room.

[0011]

In order to solve the above first problem, in the first invention, a main steering mechanism that realizes steering according to the turning amount of the steering wheel and an electrically controllable mechanism are provided. In a steering device with a sub-steering mechanism for a vehicle, comprising: a sub-steering mechanism that realizes steering according to the urging amount of the sub-steering drive means: a steering input shaft (2) connected to a steering wheel (1) The output torque of the compensating torque generating means (M2) is adjustable, and the torque applied to the steering input shaft by the urging of the auxiliary steering driving means (M1) is detected, and the opposite direction corresponding to the torque is detected. And a compensation torque control means (5) for controlling the compensation torque generating means according to the control target value.

In order to solve the above second problem, a second
In the second invention, the auxiliary steering mechanism includes a steering wheel.
A planetary gear mechanism (6) interposed between a steering input shaft (2) coupled to a steering wheel and a steering output shaft (91) having one end coupled to a power steering valve; Connecting means (8,
16);

According to a third aspect of the invention, the sub-steering mechanism includes a steering input shaft coupled to a steering wheel,
An auxiliary steering drive means (M1) is interposed between a steering output shaft whose one end is connected to the power steering valve, and a sun gear (11) connected to the steering input shaft and a connecting means (8, 16). And a ring gear (12) connected to the sun gear, a planetary gear (13, 14, 15) arranged between the sun gear and the ring gear, and a rotatable shaft connected to the steering output shaft. Support means (2) for supporting the shaft of the planetary gear at a position deviated from the center of
0), and a planetary gear mechanism;

Further, in the fourth aspect of the invention, selection means (S) for selecting three modes of manual, manual + automatic, and automatic.
W), the compensating torque control means (5) performs control according to the mode selected by the selecting means, and in the manual mode, the auxiliary steering drive means is fixed to generate the compensating torque. Means to deactivate the rotation of the steering input shaft, and in the manual + automatic mode, the auxiliary steering drive means is energized in accordance with the generated auxiliary steering target value, and the auxiliary steering drive means The compensating torque generating means is energized in accordance with the torque value in the opposite direction corresponding to the torque applied to the steering input shaft by the energization, and in the automatic mode, the sub steering driving means is operated in accordance with the generated sub steering target value. At the same time as energizing, the compensating torque generating means is energized to set the rotation angle of the steering input shaft to zero.

The symbols shown in the parentheses are reference numerals of corresponding elements in the embodiments described later, but each constituent element of the present invention is a concrete element in the embodiments. It is not limited to only.

[0016]

According to the present invention, compensation torque generating means whose output torque is adjustable, such as an electric motor, is connected to the steering input shaft. Compensation torque control means for controlling the compensation torque generation means is provided, and the compensation torque control means detects the torque applied to the steering input shaft by the bias of the auxiliary steering drive means, and detects the torque. The corresponding torque in the opposite direction is used as the control target value, and the output torque of the compensation torque generating means is adjusted so as to match the target value.

Normally, when the auxiliary steering system is driven, its reaction force is transmitted to the steering wheel via the steering input shaft (2). However, in the present invention, the reaction force from the auxiliary steering system causes the steering input shaft to move. The applied torque is detected by the compensation torque control means, and the corresponding counter torque is applied from the compensation torque generation means to the steering input shaft. That is, since the torque applied to the steering input shaft by the reaction force from the auxiliary steering system and the torque applied to the steering input shaft by the compensating torque generating means cancel each other out, the driver is driven even when the auxiliary steering system is driven. Unless the steering wheel is operated by the steering wheel, no torque is applied to the steering input shaft to rotate it. Therefore, even if the manual steering is performed during the automatic steering operation by the sub steering system, the driver does not feel the torque by the sub steering system, and the same steering feeling as usual can be obtained. Further, since the steering wheel is prevented from rotating during automatic steering by the position control utilizing the output torque of the compensation torque generating means, it is not necessary to separately provide a special rotation preventing device.

Further, according to the second aspect of the invention, the auxiliary steering drive means is connected to the steering input shaft and the steering output shaft via the connecting means and the planetary gear mechanism. The planetary gear mechanism is interposed between the steering input shaft and the steering output shaft. For example, as shown in FIG. 8, the steering output shaft (91) has one end with power.
It is connected to the steering valve. That is, in this invention,
The sub steering mechanism is arranged on the steering wheel side of the rack and pinion mechanism, and it is not necessary to arrange the sub steering mechanism coaxially with the rack and power steering mechanism of the rack and pinion mechanism. Therefore, as the steering mechanism arranged in the engine room, the same one as a general device which does not include the sub steering mechanism can be adopted, and the layout and configuration of other various mechanisms arranged in the engine room can be adopted. There is no need to change it according to the steering mechanism. Moreover,
Since the auxiliary steering is performed by the turning of the steering output shaft, the steering angle range of the auxiliary steering is not restricted by the installation space of the auxiliary steering mechanism, and the auxiliary steering can be performed over a large steering angle range.

In the third aspect of the invention, the planetary gear mechanism operates as follows. First, the rotation of the steering wheel is transmitted to the sun gear via the steering input shaft, and when the sun gear rotates, the planetary gears around the sun gear revolve around the sun gear. When the planetary gear revolves, the shaft of the support means that supports it rotates, and this rotation is transmitted to the steering output shaft. On the other hand, the driving force of the auxiliary steering drive means is transmitted to the ring gear via the connecting means, and when the ring gear rotates, the planetary gear inside thereof revolves around the sun gear and rotates with respect to the steering input shaft. When the planetary gear revolves, the shaft of the support means that supports it rotates, and this rotation is transmitted to the steering output shaft. Therefore, the steering output shaft can be rotated and steered by both manual operation of the steering wheel and driving of the auxiliary steering drive means.

According to the fourth aspect of the invention, three modes of manual, manual + automatic, and automatic can be selected by operating the selecting means. In the manual mode, the rotation of the ring gear is stopped by fixing the auxiliary steering drive means, so the revolution amount of the planetary gear, that is, the rotation amount of the steering output shaft matches the rotation amount of the steering input shaft. Steering can be performed by operating the steering wheel as in the case of a car. Further, since the turning of the steering input shaft becomes free due to the deenergization of the compensating torque generating means, the steering torque is also the same as usual. In the manual + automatic mode,
Since the auxiliary steering drive means is energized according to the auxiliary steering target value generated by the automatic steering control system, the ring gear connected to the auxiliary steering drive means rotates according to the energizing amount. Since the revolution amount of the planetary gear, that is, the rotation amount of the steering output shaft changes according to both the rotation amount of the ring gear and the rotation amount of the sun gear, automatic steering and manual steering can be performed at the same time. Further, since the torque transmitted from the auxiliary steering system to the steering input shaft is canceled by the torque of the compensation torque generating means, the driver does not feel the torque change due to the driving of the auxiliary steering system. In the automatic mode, the auxiliary steering drive means is energized according to the auxiliary steering target value generated by the automatic steering control system. Therefore, the ring gear connected to the auxiliary steering drive means is energized according to the energizing amount. Rotates. Since the revolution amount of the planetary gear, that is, the rotation amount of the steering output shaft changes according to the rotation amount of the ring gear, automatic steering is performed. Further, when the steering input shaft tries to rotate due to the torque transmitted from the auxiliary steering system to the steering input shaft, the compensating torque generating means is urged to stop the rotation, so that the automatic motor is operated.
The steering wheel does not rotate in the drive mode.

[0021]

1 shows a main portion of a steering mechanism provided in an automatic steering system according to one embodiment, and FIG. 2 shows a vertical sectional view of a sub steering mechanism which is a part of FIG. A description will be given with reference to each drawing. The steering input shaft 2 connected to the steering wheel 1 is connected to the rack & rack via various mechanisms shown in FIG.
It is connected to the input shaft of the pinion mechanism, that is, the input shaft 91 (see FIG. 8) of the power steering valve (93).
The rack and pinion mechanism used in this embodiment has a general configuration in which the auxiliary steering mechanism is omitted from the mechanism shown in FIG. That is, the hydraulic actuator 130 and the lateral power shaft 82 shown in FIG. 8 are eliminated, and each end of the rack 84 is directly connected to the ball joints 120L and 120R. In the following, for convenience,
Note that the input shaft 91 is referred to as the steering output shaft 91.

Referring to FIG. 1, a planetary gear mechanism 6 is installed in the central portion. A support shaft 17 of a sun gear 11 arranged at the center of the planetary gear mechanism 6 is connected to a steering wheel 1 via a steering input shaft 2. Around the sun gear 11, three planetary gears 13, 14 and 15 that mesh with the sun gear 11 are arranged. Further, the ring gear 12 formed on the inner peripheral surface of the ring-shaped member 10 surrounding the planetary gears 13, 14 and 15 meshes with the planetary gears 13, 14 and 15. A worm wheel 16 is formed on the outer peripheral surface of the ring-shaped member 10, and a worm gear 8 that meshes with the worm wheel 16 is installed. The worm gear 8 is an electric motor M.
It is connected to one drive shaft.

The disk-shaped carrier 20 arranged so as to face the lower end surface of the ring-shaped member 10 has three pins 21,
22 and 23 are fixed. Pins 21, 22 and 2
3 is inserted into the holes formed in the centers of the planetary gears 13, 14 and 15, respectively, as shown in FIG. The support shaft 24 of the carrier 20 is connected to the steering output shaft 91 via a speed increasing gear train including gears 25 and 26. An output shaft rudder angle sensor 42 for detecting the rotation angle of the steering output shaft 91 is installed.

A pulley 32 is fixed to the steering input shaft 2, and the pulley 32 is provided with another pulley 3 via a belt 33.
It is connected to 1. The pulley 31 is an electromagnetic clutch CL
Is connected to the drive shaft of the electric motor M2.
Further, an input shaft rudder angle sensor 41 for detecting the rotation angle of the steering input shaft 2 is installed.

An outline of the operation of the mechanism shown in FIG. 1 will be described.
In the case of manual steering, when the driver rotates the steering wheel 1 clockwise, for example, the sun gear 11 rotates clockwise via the steering input shaft 2 and the support shaft 17. By the engagement of the worm wheel 16 and the worm gear 8,
Since the ring gear 12 does not rotate, the planetary gears 13, 1 arranged between the sun gear 11 and the ring gear 12 are arranged.
4 and 15 are each accompanied by the rotation of the sun gear 11,
It revolves around the sun gear 11 clockwise while rotating counterclockwise. As the planetary gears 13, 14 and 15 revolve, the pins 21, 22 and 23 engaging with them move, so that the carrier 20 supporting the pins 21, 22 and 23 rotates clockwise. The rotation of the carrier 20 is transmitted to the steering output shaft 91 via the support shaft 24 and the gears 25 and 26, and is further transmitted to the rack and pinion mechanism. When the steering wheel 1 rotates in the opposite direction, the respective rotation directions are opposite to the above.

On the other hand, in the case of automatic steering, the electric motor M1 is driven. When the electric motor M1 is driven, the worm gear 8 connected to its drive shaft rotates, and the worm wheel 16 engaging with the worm gear 8 rotates. If the sun gear 11 does not rotate, for example, the warm wheel 1
When 6 rotates clockwise, the ring gear 12 rotates clockwise, so the planetary gears 13, 14 and 15 are rotated.
Respectively revolve around the sun gear 11 in the clockwise direction while rotating in the clockwise direction. Along with the revolution of the planetary gears 13, 14 and 15, a pin 21, which engages with them,
22 and 23 move so that pins 21, 22 and 23
The carrier 20 that supports is rotated clockwise. The rotation of the carrier 20 is transmitted to the steering output shaft 91 via the support shaft 24 and the gears 25 and 26, and is further transmitted to the rack and pinion mechanism. When the worm wheel 16 rotates counterclockwise, the respective rotation directions are opposite to the above.

In the case of automatic steering, normally, the steering wheel 1 does not rotate, but the reaction force from the road surface is transmitted to the steering input shaft 2 via the steering mechanism, or the reaction force of the driving force of the auxiliary steering mechanism is transmitted. The steering wheel 1 may be transmitted by being transmitted to the steering input shaft 2. Therefore, in this embodiment, in the case of automatic steering, the compensation torque generated by the electric motor M2 is applied to the steering input shaft 2 to prevent the rotation of the steering wheel 1.

Further, in this embodiment, there is provided a control mode capable of simultaneously performing manual steering and automatic steering. That is, when the driver operates the steering wheel 1 while performing automatic steering, the reaction force of the driving force of the auxiliary steering mechanism is transmitted to the steering wheel 1, so that the driver does not perform special control. The feeling of steering feels uncomfortable, unlike the case of manual steering alone. Therefore, in the control mode in which the manual steering and the automatic steering are simultaneously performed, a compensating torque in the opposite direction corresponding to the reaction force of the driving force of the auxiliary steering mechanism is generated by the electric motor M2, and the reaction force is compensated. , And the steering feeling felt by the driver is controlled so as to be the same as in the case of only manual steering.

FIG. 3 shows the overall configuration of the automatic steering system of the embodiment including the steering mechanism shown in FIGS. Figure 3
Will be described with reference to. This automatic steering system has three types of control modes: a manual steering mode, an automatic steering mode, and a manual + automatic steering mode. 3 types of control mode
The driver can select one of the modes by operating the mode switch SW. Steering controller ECU
Is composed of an electric circuit centered on a microcomputer, and has a target steering amount θ for controlling the auxiliary steering mechanism.
A mode signal corresponding to t and the state of the switch SW is output to the steering servo circuit SVU. In this embodiment, the signals output from the visual sensor 51, the vehicle speed sensor 52, the G sensor 53 and the yaw rate sensor 54 are applied to the steering controller ECU.

The steering controller ECU includes a visual sensor 5
1. Various automatic steering controls are performed based on the signals output from the vehicle speed sensor 52, the G sensor 53, and the yaw rate sensor 54. For example, the visual sensor 51 is used to identify the position of the traveling lane in which the vehicle should travel, and the target traveling range is determined.
The steering angle of the auxiliary steering mechanism can be controlled so that the vehicle travels inside the vehicle. Also, using the yaw rate sensor 54,
Compensatory automatic steering can be performed so that the relationship between the manual steering amount and the actual rotation amount of the vehicle body becomes appropriate. The driver can select which automatic control is to be performed by operating the mode switch SW. Note that these automatic steering controls are the same as the conventionally proposed techniques and are not a characteristic part of the present invention, so a detailed description of the steering controller ECU will be omitted.

The microcomputer 5 provided in the steering servo circuit SVU is a mode signal (manual steering mode) according to the target steering amount .theta.t output from the steering controller ECU and the state of the switch SW. , Automatic steering mode, and manual + automatic steering mode).
Control M2 and electromagnetic clutch CL. Electromagnetic clutch C
The control of L is a simple on / off control, and the electric motor M
The current value of each of 1 and M2 is controlled. Electric mode
The actual current in transistor M1 is sensed by resistor R.
A / D converter 43 connected to the microcomputer 5
The output signals θ ₁ of the input shaft rudder angle sensor 41, the output signal θ o of the output shaft rudder angle sensor 42, and the terminal voltage of the resistor R (that is, the current signal of the electric motor M1) are connected to the three sets of input terminals. Are respectively applied.

The content of the main routine of the operation of the microcomputer 5 is shown in FIG. This will be described with reference to FIG.
When the power is turned on, initialization is executed in step 61, and then in step 62, mode information is input to identify which control mode is selected. In the case of "manual mode", the process proceeds from step 62 to 63, in the case of "automatic mode", the process proceeds to step 68 through steps 62 and 64, and in the case of "manual + automatic mode" To step 65 through steps 62 and 64. In the "manual mode", the sub steering mechanism is not driven, so
In step 63, the energization of the electric motor (main motor) M1, the electric motor (sub motor) M2, and the electromagnetic clutch CL are all cut off, and the process returns to step 62.

In the case of "automatic mode", "main motor control 1" and "sub motor control 1" are started in step 68, and the process of step 69 is executed until the control mode is changed. Repeat and wait. When the "main motor control 1" and the "sub motor control 1" are respectively activated, they are executed in parallel with the main routine processing by time division processing using an interrupt. That is, after executing step 68, the main routine, "main motor control 1"
And three processes of "sub-motor control 1" are executed substantially simultaneously. When the control mode changes, the process proceeds from step 69 to step 70, where "main motor control 1" and "sub mode" are selected.
Execution of each process of "control control 1" is stopped, and the process of the main routine returns to step 62.

In the case of "manual + automatic mode", step 6
5 "Main motor control 2" and "Sub motor control 2"
Are started, and the process of step 66 is repeated until the control mode changes. "Main mode
When each of the "control control 2" and the "sub-motor control 2" is activated, it is executed in parallel with the main routine processing by time division processing using an interrupt. That is, step 65
After executing the above, three processes of the main routine, "main motor control 2" and "sub motor control 2" are executed substantially at the same time. When the control mode changes, step 6
From 6 to 67, execution of each processing of "main motor control 2" and "sub motor control 2" is stopped, and the main routine is executed.
The processing of Chin returns to step 62.

The contents of the above "main motor control 1" and "sub motor control 1" are shown in FIG. 5, and the contents of "main motor control 2" and "sub motor control 2" are shown in FIG. Show. First, a description will be given with reference to FIG. In "main motor control 1", first, in step 71, the steering controller E
The target steering amount θt output by the CU is input. In the next step 72, the output shaft actual steering amount θr is input. The output shaft actual steering amount θr is calculated by the actual steering angle θo detected by the output shaft steering angle sensor 42. In the following step 73, the steering control amount (θt−θr) is calculated. And next step 74
Then, the steering control amount obtained in step 73 is converted into the current value Im of the main motor M1 based on a predetermined arithmetic expression. In the following step 75, the current value Im obtained in step 74 is used as the current value of the main motor M1 to drive the driver D.
Output to V. In the next step 76, the target steering amount θt and the output shaft actual steering amount θr are compared. If they are not equal, the process returns to step 72, and if they are equal, the process returns to step 71 and repeats the processing.

In the "sub-motor control 1", first, the electromagnetic clutch CL is turned on at step 77, and then at step 78.
Then, the input shaft deviation angle θ output from the input shaft rudder angle sensor 41
Enter ₁ . In the following step 79, it is checked whether or not the input shaft deviation angle θ ₁ is 0. If θ ₁ is 0, the process returns to step 78, and if it is not 0, the process proceeds to step 80. Step 8
At 0, the input shaft drive amount A required to set the input shaft displacement angle θ ₁ to 0 is calculated based on θ ₁ . In the next step 81, the input shaft drive amount A is converted into a current value Is of the electric motor M2 using a predetermined arithmetic expression. Then, in the next step 82, the current value Is obtained in step 81 is output to the driver DV as the current value of the sub motor M2. Then, the process returns to step 78.

That is, in the "automatic mode" in which the "main motor control 1" and the "sub motor control 1" are executed, an amount corresponding to the target steering amount θt output from the steering controller ECU by the auxiliary steering mechanism. The main input motor 2 is driven by the sub motor M2 so that the main motor M1 is driven so as to change the steering angle and the rotation angle of the steering wheel 1 becomes zero while the main motor M1 is being executed. Position control is performed.

Next, description will be made with reference to FIG. In the "main motor control 2", first, at step 83, the target steering amount θt output from the steering controller ECU is input. In the next step 84, the output shaft actual steering amount θr is input. The output shaft actual steering amount θr is calculated by the actual steering angle θo detected by the output shaft steering angle sensor 42. In the following step 85, (1
-Α) θt and θr are compared, and in the next step 86,
θr is compared with (1 + α) θt. Here, α is a constant and is much smaller than 1. That is, in steps 85 and 86, it is checked whether or not the error between the output shaft actual steering amount θr and the target steering amount θt approaches 0. Output shaft actual steering amount θ
When the error between r and the target steering amount θt is large, step 8
When the error approaches 0, the process returns to step 83. In step 87, the steering control amount ((1 ± α) θt−θr)
Is calculated. Then, in the next step 88, step 8
The steering control amount obtained in 7 is converted into a current value Im of the main motor M1 based on a predetermined arithmetic expression. In the following step 89, the current value Im obtained in step 88 is output to the driver DV as the current value of the main motor M1. Then, the process returns to step 85 to repeat the processing.

In the "sub-motor control 2", first, at step 90, the current value (I) of M1 detected by the resistor R is detected.
Enter m). In the next step 91, step 90
The drive torque T1 of M1 is obtained from the current value Im detected in. On the memory of the micro computer 5, a map showing the relationship between the current and drive torque of each of the main motor M1 and the sub motor M2 as shown in FIG. Remembered Therefore step 9
1 shows a torque-current map of the main motor M1 (see FIG. 7).
(Upper side of), the torque T1 is obtained from the current Im. In the next step 92, it is checked whether or not the torque T1 is 0. When T1 is 0, the electromagnetic clutch CL is turned off in the next step 93, and the process returns to step 90. Torque T1
Is not 0, the process proceeds from step 92 to step 94. In step 94, the electromagnetic clutch CL is turned on. In the next step 95, the drive torque T to be generated by the sub motor M2
Ask for 2. In this process, T2 is set to a value that gives the steering input shaft 2 a torque in the opposite direction, which is the same as the reaction force applied to the steering input shaft 2 by driving the main motor M1. Therefore, in step 95, T2 is obtained by multiplying T1 by a predetermined proportional coefficient. As the proportional coefficient, one stored in advance as a constant is used. In the next step 96, a torque-current map of the sub motor M2 (see FIG. 7).
(Lower side), the current Is corresponding to the torque T2 is obtained. Then, in the following step 97, the current value Is obtained in step 96 is output to the driver DV as the current value of the sub motor M2. Then, the process returns to step 92 to repeat the process.

That is, in the "manual + automatic mode" for executing the "main motor control 2" and the "sub motor control 2", the target steering amount θt output from the steering controller ECU by the auxiliary steering mechanism. The main motor M1 is driven to change the steering angle by a considerable amount, and while the main motor M1 is being executed, the force applied to the steering input shaft 2 by the drive torque (reaction force) of M1 is always zero. Sub motor M2
The compensating torque is applied to the steering input shaft 2. Therefore, the driver who operates the steering wheel 1 does not feel the driving torque by the main motor M1 and can obtain the same steering feeling as the normal manual steering.

[0041]

As described above, according to the present invention, the torque applied to the steering input shaft by the reaction force from the auxiliary steering system is detected by the compensation torque control means, and the corresponding torque in the opposite direction is compensated. Since it is applied to the steering input shaft from the torque generating means, the torque applied to the steering input shaft by the reaction force from the auxiliary steering system and the torque applied to the steering input shaft by the compensating torque generating means cancel each other out. Even when the steering system is driven, unless the driver operates the steering wheel, the torque for turning the steering wheel is not applied to the steering input shaft. Therefore, even if the manual steering is performed during the automatic steering operation by the sub steering system, the driver does not feel the torque by the sub steering system, and the same steering feeling as usual can be obtained. Further, since the steering wheel can be prevented from rotating during automatic steering by the position control utilizing the output torque of the compensation torque generating means, it is not necessary to separately provide a special rotation preventing device.

Further, according to the second and third inventions, the auxiliary steering mechanism is arranged closer to the steering wheel than the rack and pinion mechanism, and the auxiliary steering mechanism is a rack or power steering mechanism of the rack and pinion mechanism. There is no need to dispose the auxiliary steering mechanism on the same axis. Therefore, as the steering mechanism arranged in the engine room, the same one as a general device which does not include the sub steering mechanism can be adopted, and the layout and configuration of other various mechanisms arranged in the engine room can be adopted. There is no need to change it according to the steering mechanism. Moreover, since the auxiliary steering is performed by the rotation of the steering output shaft, the steering angle range of the auxiliary steering is not restricted by the installation space of the auxiliary steering mechanism, and the auxiliary steering can be performed over a large steering angle range.

According to the fourth aspect of the invention, manual, manual +
One of three modes, automatic and automatic, can be selected as required. Moreover, even though automatic steering is possible, in the manual mode and the manual + automatic mode, steering can be performed with the same feeling as in the case of a general automobile, and in the automatic mode, steering is possible. Since the wheel does not rotate, the driver does not feel discomfort.

[Brief description of drawings]

FIG. 1 is a partially exploded perspective view showing a main part of a steering mechanism of a device according to an embodiment.

FIG. 2 is a vertical cross-sectional view showing a part of FIG.

FIG. 3 is a block diagram showing an electrical component section of the apparatus of the embodiment.

FIG. 4 is a flowchart showing a part of the operation of the microcomputer 5 of FIG.

5 is a flowchart showing a part of the operation of the microcomputer 5 of FIG.

6 is a flowchart showing a part of the operation of the microcomputer 5 of FIG.

FIG. 7 is a map showing torque-current characteristics of M1 and M2.

FIG. 8 is a vertical sectional view showing a conventional example of a steering mechanism.

[Explanation of reference numerals] 1: Steering wheel 2: Steering input shaft 5: Micro computer 6: Planetary gear mechanism 8: Worm gear 10: Ring-shaped member 11: Sun gear 12: Ring gear 13, 14, 15: Planetary gear 16: Worm wheel 17: Support shaft 20: Carrier 21, 22, 23:
Pin 24: Support shaft 25, 26: Gear 31, 32: Pulley 33: Belt 41: Input shaft rudder angle sensor 42: Output shaft rudder angle sensor 51: Visual sensor 52: Vehicle speed sensor 53: G sensor 54: Yaw Rate sensor 82: Lateral power shaft 84: Rack 91: Steering output shaft 93: Power steering valve 120L, 120R: Ball joint 130: Hydraulic actuator M1, M2: Electric motor SW: Mode switch CL: Electromagnetic clutch ECU: Steering controller SVU: Steering servo circuit

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁵ Identification number Reference number in the agency FI Technical display location B62D 113: 00 137: 00 (72) Inventor Hideki Kusunoki 1 Toyota-cho, Toyota-shi, Aichi Toyota Auto Car Co., Ltd.

Claims (4)

[Claims] 1. A main steering mechanism that realizes steering according to a turning amount of a steering wheel, and a sub steering mechanism that realizes steering according to an urging amount of an electrically controllable auxiliary steering drive means. In a steering device with a sub-steering mechanism of a vehicle: a compensating torque generating means which is connected to a steering input shaft connected to a steering wheel and whose output torque is adjustable; and the steering input by the biasing of the sub-steering driving means. Compensation torque control means for detecting the torque applied to the shaft, setting a torque in the opposite direction corresponding to the torque as a control target value, and controlling the compensation torque generation means according to the target value; A steering device with an auxiliary steering mechanism for a vehicle. 2. The auxiliary steering mechanism is a steering wheel.
A planetary gear mechanism interposed between a steering input shaft coupled to a steering wheel and a steering output shaft having one end coupled to a power steering valve; and a coupling means for coupling the planetary gear mechanism and the auxiliary steering drive means. The steering device with a sub-steering mechanism according to claim 1, further comprising: 3. The auxiliary steering mechanism is a steering wheel.
Between the steering input shaft coupled to the steering input shaft and the steering output shaft having one end coupled to the power steering valve, the sun gear coupled to the steering input shaft, and the auxiliary steering drive means via the coupling means. A planetary gear having a connected ring gear, a planetary gear arranged between the sun gear and the ring gear, and a rotatable shaft connected to the steering output shaft, and having a position deviated from the center of the planetary gear. A planetary gear mechanism including support means for supporting the shaft;
The steering device with a sub steering mechanism according to claim 1. 4. A selection means for selecting three modes of manual, manual + automatic, and automatic, wherein the compensating torque control means implements control according to the mode selected by the selection means. However, in the manual mode, the auxiliary steering drive means is fixed and the compensating torque generating means is deactivated to turn the steering input shaft freely. In the manual + automatic mode, the generated auxiliary steering target is generated. The auxiliary steering drive means is energized according to the value, and the compensating torque generation means is energized according to the opposite torque value corresponding to the torque applied to the steering input shaft by the energization of the auxiliary steering drive means. 4. When in the negative mode, the auxiliary steering drive means is energized in accordance with the generated auxiliary steering target value, and the compensation torque generating means is energized to set the rotation angle of the steering input shaft to zero. Steering device with sub-steering mechanism for vehicles.