JP2002274403A - Steering device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To allow a driver to surely recognize the abnormality in alignment and the abnormality in tires even during the control of a steering device for a vehicle. SOLUTION: An image picked up by a camera 3 is processed by an image processing part 19, and the generation of the alignment abnormality or the tire abnormality of the vehicle 1 is judged when a control part 21 judges that a present traveling road is a straight road, a steering angle in steering detected by an steering angle sensor 5 is more than a predetermined angle (15 degrees in left and right), and the control torque for steering of above a predetermined value (0.4 Nm) is continuously applied to the steering actuator 11 for more than a predetermined time (5 seconds). The abnormal condition is informed to the driver by outputting the warning from an alarm unit 15.

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, which applies a steering control torque to a steering actuator based on an image captured in front of the vehicle so that the vehicle does not deviate from a running path and performs steering.

[0002]

2. Description of the Related Art An example of a vehicle steering system is disclosed in Japanese Patent Application Laid-Open No. 11-73596. This is to recognize a white line drawn on the road surface in front of the vehicle from an image captured by a camera attached to the front part of the vehicle, obtain a tracking target line from this white line, and run along the tracking target line. Then, the target steering angle of the steering is obtained, and the steering is automatically steered by the steering actuator based on the target steering angle.

[0003] In such a vehicle steering system, the steering is steered with a steering control torque that is small enough for the driver to easily overcome. That is, the driver can operate the steering even while the vehicle is being controlled by the vehicle steering system.

[0004]

By the way, when a vehicle normally travels in a state where the tire pressure is low such as a state where the alignment is out of order or the tire is punctured,
I cannot go straight in a stable manner. For example, if you try to run straight with the front right tire punctured,
The vehicle goes to the right.

However, when the vehicle is controlled by the vehicle steering system with the alignment being out of order, or when the tire is punctured during the control traveling by the vehicle steering system, the vehicle steering system controls the steering. The steering control torque is applied, and the driver feels as if the vehicle is traveling straight and stably. For this reason, the driver may be late in noticing a state where the alignment is out of order or a state where the tire is abnormal.

SUMMARY OF THE INVENTION It is an object of the present invention to ensure that a driver can recognize an abnormality in alignment and an abnormality in tires even during steering control by a vehicle steering system.

[0007]

According to one aspect of the present invention, there is provided an image pickup means for picking up an image of a traveling path in front of a vehicle, and a vehicle running on the basis of an image picked up by the image pickup means. Control torque applying means for applying a steering control torque to the steering actuator so as not to deviate from the road, straight road determining means for determining whether the vehicle is traveling on a straight road, and steering angle detection for detecting the steering angle of the vehicle Means,
The straight road determining means determines that the vehicle is on a straight road, the steering angle detecting means detects a steering angle of a predetermined angle or more, and a steering control torque of a predetermined value or more provided by the control torque providing means. When it is determined that the alignment abnormality or the tire abnormality has occurred, abnormality determination means for outputting abnormality information, and the abnormality information from the abnormality determination means, And output means for outputting information corresponding to the abnormality information.

According to a second aspect of the present invention, in the configuration of the first aspect, when the output unit receives the abnormality information from the abnormality determination unit, the output unit instructs information corresponding to the abnormality information and deceleration. And information to be output.

According to a third aspect of the present invention, in the configuration of the first or second aspect, when the abnormality determining means determines that an abnormality has occurred, the control torque applying means sets the steering control torque to the steering actuator. It is configured to cancel the grant.

According to a fourth aspect of the present invention, in the configuration of the third aspect, the control torque applying means cancels the application of the steering control torque to the steering actuator after a predetermined time has elapsed.

According to a fifth aspect of the present invention, in the configuration of the fourth aspect, when the abnormality determining means determines that an abnormality has occurred, the abnormality determining means determines whether the abnormality information and the steering control torque have been applied to the steering actuator. And the output means receives the abnormality information and the time information up to the cancellation, and outputs the information.

According to a sixth aspect of the present invention, in the configuration of the first aspect of the present invention, a vehicle speed detecting means for detecting a vehicle speed is further provided,
The abnormality determining means, when determining that an abnormality has occurred, outputs information for instructing deceleration when the vehicle speed is equal to or higher than a predetermined value, and the output means receives the information for instructing deceleration,
It is configured to output information corresponding to this information.

According to a seventh aspect of the present invention, in the configuration of the sixth aspect, the control torque applying means cancels the application of the steering control torque to the steering actuator after the vehicle speed falls below a predetermined value. is there.

According to an eighth aspect of the present invention, in the configuration of the seventh aspect, the control torque applying means applies the control torque for steering to the steering actuator after a predetermined time from when the vehicle speed falls below a predetermined value. It is configured to cancel.

According to a ninth aspect of the present invention, in the configuration of the eighth aspect of the present invention, when the abnormality determining means determines that an abnormality has occurred, the steering control torque for the steering actuator is applied after the vehicle speed falls below a predetermined value. The output means receives the time information until the release, and outputs this information.

The invention according to claim 10 is the invention according to claims 3 to 5,
In the invention according to any one of the seventh and eighth aspects, the abnormality judging means outputs direction information on a direction in which the vehicle travels when the application of the steering control torque to the steering actuator is released, and the output means outputs Receiving information
It is configured to output information corresponding to this direction information.

[0017]

According to the first aspect of the present invention, when the vehicle is running on a straight road, the steering angle of the vehicle is equal to or larger than a predetermined angle and is equal to or larger than a predetermined value given to the steering actuator. When the torque has continued for a predetermined time or longer, it is determined that an alignment abnormality or a tire abnormality has occurred, and the abnormal state is output via the output means. Alignment abnormality and tire abnormality can be reliably and promptly recognized during straight running.

According to the second aspect of the invention, the driver is notified by the output means to reduce the vehicle speed when an abnormality occurs, so that the driver can quickly reduce the vehicle speed when an abnormality occurs.

According to the third aspect of the present invention, when an abnormality occurs, the application of the steering control torque to the steering actuator is released, so that the vehicle can continue running with an unreasonable load applied to the vehicle steering system. Can be prevented, which can contribute to system protection.

According to the fourth aspect of the present invention, the driver can recognize the abnormality before the release of the application of the steering control torque, so that the driver is prepared for the behavior of the vehicle that occurs after the release of the application of the steering control torque. Can be.

According to the fifth aspect of the present invention, the driver is notified of the time information until the release of the application of the steering control torque by the output means, so that the shift to the manual steering can be smoothly performed.

According to the sixth aspect of the invention, the driver is notified by the output means to reduce the vehicle speed when an abnormality occurs, so that the driver can quickly reduce the vehicle speed when the abnormality occurs.

According to the seventh aspect of the present invention, when the vehicle speed falls below the predetermined value, the application of the steering control torque is released, so that the behavior of the vehicle generated after the application of the steering control torque is released is reduced. Can be suppressed.

According to the eighth aspect of the invention, when an abnormality occurs, the application of the steering control torque to the steering actuator is canceled a predetermined time after the vehicle speed falls below a predetermined value. It is possible to prevent the vehicle from continuing running with an unreasonable load applied, to contribute to system protection, and to suppress the behavior of the vehicle that occurs after the release of the application of the steering control torque.

According to the ninth aspect of the present invention, the driver is notified by the output means of the time from when the vehicle speed falls below the predetermined value to when the application of the steering control torque is released. It can be done smoothly.

According to the tenth aspect, the driver is notified by the output means of the direction in which the vehicle is traveling when the application of the steering control torque is released. It is possible to determine whether the steering should be operated, and it is possible to smoothly shift to the manual steering.

[0027]

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 is a block diagram of a vehicle steering system showing an embodiment of the present invention. A vehicle 1 has a camera 3 as an image pickup means for picking up an image of a road ahead of the vehicle 1.
A steering angle sensor 5 as a steering angle detecting means for detecting a steering angle of a steering wheel (not shown), a vehicle speed sensor 7 for detecting a vehicle speed, and image information captured by the camera 3.
A controller 13 as a control torque applying means for outputting a steering angle command value to a steering actuator 11 for steering the steered wheels 9, and an alarm device for outputting an alarm when an abnormality occurs in the alignment of the vehicle 1 or a tire. Fifteen
And a display 17 for displaying an instruction to reduce the vehicle speed when the above-described abnormality occurs.

The controller 13 comprises a CPU, ROM, R
It is composed of a microcomputer having an AM, and includes an image processing unit 19 and a control unit 21 including an abnormality determination unit. The image processing unit 19 detects a white line on the road from the original image captured by the camera 3 and converts the white line on the road into a two-dimensional image as if viewed from above. A lateral deviation calculating unit 19b for calculating a lateral deviation from the road, a declination calculating unit 19c for calculating a declination between the host vehicle 1 and the road from a plan view image, and a curve for calculating a curve radius of the road from the plan view image And a radius calculator 19d.

Next, the control operation of the controller 13 in the above-described vehicle steering system will be described with reference to the flowcharts of FIGS. In FIG. 2, it is determined whether or not a switch (not shown) for operating the vehicle steering system is turned on (step 201). If the switch is turned on, an image is captured by the camera 3 by the image conversion unit 19a. A white line on the road is detected from the road image (original image) ahead of the vehicle (step 203).

This white line detection is performed, for example, in Japanese Unexamined Patent Application Publication No. 11-73.
This is performed by a conventionally known method disclosed in Japanese Patent Application Publication No. 596/596.
That is, first, as shown in FIG. 5A, the camera 3 captures black-and-white image information in a range of, for example, 5 m to 30 m in front of the vehicle on a flat ground at every minute control cycle, and displays it on this screen every control cycle. As shown in FIG. 5B, on a plurality of horizontal lines H set so as to be spaced from each other, a required range (left and right) of a white line position on the previous screen (a white line position detected in the previous control cycle). For example, left and right 50 pixels: do
t) is set as the white line search area S. In the initial screen, a white line position on a straight road is used as previous screen data.

From such image information, as shown in FIG. 5C, based on differential data (see FIG. 5D) obtained by differentiating the brightness of each horizontal line H from left to right in the horizontal direction. The peaks of the differential values appear in the order of plus and minus from the left, and the intervals between the peaks fall within the extent considered appropriate as the white line 23 (the interval from the plus peak to the minus peak is within 30 dots, for example). Is extracted as a white line candidate, and the middle point thereof is stored as a white line candidate point P (see FIG. 5E). Then, of these white line candidate points P, only the one closest to the center of the screen is left as the final candidate point.

As described above, by limiting the white line candidate point P to the one closest to the center of the screen, the object causing noise (for example, the guardrail G or a vehicle in another running lane, etc.) can be located further outside the white line 23. ), The white line 23 can be reliably recognized from the image information by the camera 3.

Finally, as shown in FIG. 5 (f), the continuity of the white line candidate points P in each horizontal line data in the vertical direction is sequentially verified from the bottom of the screen. First, the inclination between the upper and lower ends of the white line 23 on the previous screen is calculated in advance, and the lowest point P is calculated.
If a is a white line 23, a candidate point P on the next higher horizontal line H
If b is within the range of ± 50 dots of the slope of the previous white line 23, this is regarded as a white line, and if not, the candidate point Pb is rejected and the coordinates interpolated from the above-described slope are regarded as the white line position. .

By performing such an operation for each horizontal line H, a continuous white line 23 can be recognized.
Such white line recognition work is performed in each control cycle.
The recognition of the white line 23 is updated each time.

After the white line is detected, the original image is converted into a two-dimensional image (step 205), and the lateral deviation between the own vehicle 1 and the road and the declination between the own vehicle 1 and the road are calculated from the two-dimensional image. (Step 207).

The above-mentioned lateral deviation and declination are performed by a conventionally known method disclosed in the above-mentioned Japanese Patent Application Laid-Open No. 11-73596. That is, as shown in FIG. 6, a road center line estimated from the white line 23L on the left side of the road detected by the above-described method and a road center line LC estimated from the road center line estimated from the white line 23R on the right side are detected. The lateral deviation (lateral deviation amount) ΔY and the deflection angle β are calculated based on the lateral deviation
And the declination calculator 19c respectively.

The declination β is an angle formed between the tangent to the curved road center line LC and the center line 25 of the vehicle 1, and is perpendicular to the center line 25 of the vehicle 1 at a predetermined distance from the vehicle 1 and the road. The position information of the first detection point (perigee) A, which is the intersection with the center line LC, the perpendicular to the center line 25 of the vehicle 1 and the road center line LC at a position further away from the perimeter A by a predetermined amount. And the position information of the second detection point (apogee) B, which is the intersection with.

That is, the declination β is defined by the straight line 27 connecting the first detection point A and the second detection point B with the center line 2 of the vehicle 1.
5 is calculated. The declination β calculated in this manner is a declination at a point C between the first detection point A and the second detection point B, and is a declination at least at a point in front of the vehicle 1 by a certain distance or more. In this example, the point closest to the vehicle 1 on the road center line LC based on the image information from the camera 3 is set as the first detection point A, and the vehicle center line 25 and the road center line at the first detection point A are set. The lateral direction with respect to the LC (the road width direction, the lateral distance of the camera image) is calculated as the lateral deviation amount (lateral deviation) ΔY.

The calculated declination β and the perigee A
The curve radius calculation unit 19d calculates the curve radius R by the following equation based on the distance L along the vehicle center line 25 from the vehicle to the apogee B (step 209).

Curve radius R = L / sin β Next, the lateral deviation Δ
The control unit 21 calculates a target steering angle from Y and the deflection angle β,
A steering control torque T for the steering actuator 11 is calculated so that the output of the steering angle sensor 5 matches the target steering angle (step 211). Then, based on the calculated steering control torque T, whether an alignment error or a tire error has occurred, that is, whether the alignment is out of order or the tire air pressure is low such as a punctured tire. It is determined whether it is (Step 213).

This judgment processing operation is shown in the flowchart of FIG. First, the control unit 21 determines whether or not the road on which the host vehicle 1 is traveling is a straight road from the curve radius R obtained in step 209 of FIG. 2 (step 301). That is, the control unit 21 includes a straight road determination unit. For example, when the curve radius R ≧ 2000 m, it is determined that the road is straight. If it is determined that the road is a straight road, it is determined whether the steering control torque T calculated in step 211 is equal to or less than a predetermined value, for example, -0.4 Nm.
It is determined whether ≦ T ≦ 0.4 Nm (Step 30)
3). That is, the steering control torque T for both the left and right sides is equal to 0.
It is determined whether it is 4 Nm or less.

Here, when traveling on a flat road having a curve radius R of 2000 m or more and a steering control torque T of | 0.4 | Nm or less is generated, it is determined that there is no abnormality in the alignment and the tires. I do. Therefore, in step 301, it is determined that the curve radius R ≧ 2000m and the road is straight, and in step 303, −0.4Nm ≦ T ≦
If it is determined to be 0.4 Nm, there is no abnormality in the alignment or tire, and the abnormal state flag is reset to 0 (step 305). Also, when it is determined in step 301 that the curve radius R is R <2000 m and the road is not a straight road, the abnormal state flag is reset to 0 (step 305).

If the steering control torque T is T> │0.4│Nm in step 303, it is determined whether or not an abnormality has occurred in the alignment or the tire (step 307).

This determination processing operation is shown in the flowchart of FIG. First, it is determined whether the actual steering angle θ detected by the steering angle sensor 5 is in the range of −5 ° <θ <5 °, that is, whether the left and right steering angles θ are less than 5 ° (step 40).
1). Here, when the left and right steering angles θ are less than 5 °,
For example, it is determined that the operation is a human operation such as the driver putting his hand on the steering (Step 403), and there is no abnormality in the alignment and the tire, and the abnormal state flag is reset to 0 (Step 405).

In step 401, the left and right steering angles θ are 5
, The steering angle θ is −10 ° <θ ≦ −5 °
Or the range of 5 ° ≦ θ <10 °, that is, the left and right steering angles θ
Is greater than or equal to 5 ° and less than 10 ° (step 407). Here, the left and right steering angles θ are 5 ° or more and 10 ° or more.
If less than, it is determined whether or not this state has been completed within a predetermined time, for example, 5 seconds (step 409).
If completed within 5 seconds, due to the slope of the road,
It is determined that the steering control torque T has been temporarily generated (step 411), and there is no abnormality in the alignment or the tire, and the abnormal state flag is reset to 0 (step 40).
5). Conversely, if the processing is not completed within 5 seconds, it is determined that an abnormality has occurred in the alignment or the tire, and the abnormal state flag is set to 1 (step 421).

In step 407, the left and right steering angles θ
However, when it is determined that the steering angle θ is not equal to or more than 5 ° and less than 10 °, the steering angle θ is set to −15 ° <θ ≦ −10 ° or 10 °.
≦ θ <15 °, that is, when the left and right steering angles θ are 10 °
It is determined whether or not it is less than 15 ° (step 41)
3). Here, when the left and right steering angles θ are not less than 10 ° and less than 15 °, it is determined whether or not this state is completed within a predetermined time, for example, 5 seconds (step 415). 5
If the process is completed within seconds, it is determined that the steering control torque T has been temporarily generated because the vehicle 1 was fueled by, for example, a crosswind (step 417). The flag is reset to 0 (step 405). Conversely, if the processing is not completed within 5 seconds, it is determined that an abnormality has occurred in the alignment or the tire, and the abnormal state flag is set to 1 (step 421).

In step 413, the left and right steering angles θ
However, if it is determined that the steering angle θ is not 10 ° or more and less than 15 °, the left and right steering angles θ are 15 ° or more, and it is determined whether this state has continued for a predetermined time, for example, 5 seconds (step 419). . If it has continued for 5 seconds, it is determined that an abnormality has occurred in the alignment or the tire, and the abnormal state flag is set to 1 (step 421). vice versa,
If it has not continued for 5 seconds, there is no abnormality in the alignment or tire, and the abnormal state flag is reset to 0 (step 405).

After the determination of the alignment abnormality or the tire abnormality as described above, the process returns to the flowchart of FIG. 2 to determine whether or not the abnormal state flag is 1 (step 215). Here, when the abnormal state flag is not 1 and there is no abnormality in the alignment or the tire, the driving of the steering actuator 11 is controlled based on the steering control torque T obtained in the step 211 (step 2).
17).

Conversely, if the abnormality state flag is 1 and an abnormality has occurred in the alignment or tires, the alarm 15
Then, a warning is output to inform the driver of the occurrence of an abnormality, and when the vehicle speed is 60 km / h or more, a display is output to the display 17 to reduce the vehicle speed to notify the driver (step 219). That is, the alarm device 15 constitutes an output means for outputting an abnormal state, and the display 17 constitutes an output means for outputting so as to reduce the vehicle speed when an abnormality occurs.

Thus, even when the driver is traveling on a straight road during the control operation by the vehicle steering system,
It is possible to recognize the occurrence of an abnormality such as a state in which the alignment is out of order or a state in which the tire pressure is low such as a punctured tire, and the need to repair the vehicle 1 can be quickly recognized. In addition, by displaying the display 17 so as to decrease the vehicle speed, the driver can quickly decrease the vehicle speed when an abnormality occurs.

Then, it is determined whether or not the vehicle speed is less than 60 km / h (step 221). If the vehicle speed is less than 60 km / h, the time until the release of the application of the steering control torque T to the steering actuator 11 is set to 5 seconds. In addition to the display output on the display 17, the traveling direction of the vehicle 1 when the application of the steering control torque T is released is displayed on the display 17 (step 223). That is, the display 17 constitutes an output unit that outputs a time until the application of the steering control torque T is released and outputs a direction in which the vehicle 1 moves when the application of the steering control torque T is released.

The direction of travel of the vehicle 1 when the application of the steering control torque T is released is opposite to the direction in which the steering control torque T has been applied. For example, when the right front wheel is punctured, the vehicle 1 travels rightward, so that the steering control torque T is applied to the left at this time, and the steering control torque T is released. Then, the vehicle 1 moves rightward.

Next, it is determined whether or not 5 seconds have elapsed as the time until the release of the application of the steering control torque T (step 225). Release (step 227). By releasing the application of the steering control torque T, it is possible to prevent the automatic steering device from continuing to run with an unreasonable load,
It can contribute to system protection.

When the vehicle speed becomes less than 60 km / h, the application of the steering control torque T is released, so that
The behavior of the vehicle 1 that occurs after the release of the application of the steering control torque T can be reduced. Further, the time until the application of the steering control torque T is released and the traveling direction of the vehicle 1 when the application of the steering control torque T is released are displayed and output on the display 17, respectively. Thus, it is possible to prepare for the behavior of the vehicle 1 that occurs after the release of the application of the steering control torque T, such as in which direction the steering should be operated when the vehicle is switched to, and can smoothly shift to manual steering.

In the above-described embodiment, the occurrence of an abnormality is output as an alarm by the alarm device 15.
The occurrence of an abnormality may be displayed on the display 17, and an instruction to decrease the vehicle speed when an abnormality occurs, the steering control torque T
The time until the release of the steering control torque and the direction in which the vehicle 1 travels when the application of the steering control torque T is released are displayed and output on the display 17, respectively. Alternatively, the driver may be notified.

[Brief description of the drawings]

FIG. 1 is a block diagram of a vehicle steering system showing an embodiment of the present invention.

FIG. 2 is a flowchart illustrating a control operation of a controller in the vehicle steering system of FIG. 1;

FIG. 3 is a flowchart showing a detailed operation of step 213 in FIG. 2;

FIG. 4 is a flowchart showing a detailed operation of step 307 in FIG. 3;

FIGS. 5A and 5B are explanatory diagrams showing a white line recognition operation in the vehicle steering system of FIG. 1; FIG. 5A is a diagram in which a plurality of horizontal lines are set in a planar view image based on an image captured by a camera; ), A white line search area is set on the horizontal line, (c) shows the operation of differentiating the brightness change of the horizontal line from the image information of (b), (d) shows the differential data of the horizontal line, (d) e) shows the operation of extracting the white line candidate points from (d), and (f) shows the operation of verifying the continuity of the white line candidate points in each horizontal line data.

6 is an explanatory diagram of lateral deviation and declination between a vehicle and a road calculated by the vehicle steering system of FIG. 1;

[Explanation of symbols]

 REFERENCE SIGNS LIST 1 vehicle 3 camera (imaging means) 5 steering angle sensor (steering angle detecting means) 11 steering actuator 13 controller (control torque applying means) 15 alarm (output means) 17 display (output means) 21 control section (straight road determination Means, abnormality judgment means)

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification code FI Theme coat ゛ (Reference) B60R 21/00 626 B60R 21/00 626B G08B 21/00 G08B 21/00 L J // B62D 101: 00 B62D 101: 00 113: 00 113: 00 137: 00 137: 00

Claims (10)

[Claims] An imaging unit for imaging a traveling road ahead of a vehicle, and a control torque applying unit for applying a steering control torque to a steering actuator based on an image captured by the imaging unit so that the vehicle does not deviate from the traveling road. A straight road determining means for determining whether the vehicle is traveling on a straight road, a steering angle detecting means for detecting a steering angle of the vehicle, and determining that the straight road determining means is a straight road, The steering angle detection means detects a steering angle equal to or greater than a predetermined angle, and
When the steering control torque applied by the control torque applying means is equal to or more than a predetermined value and continues for a predetermined time or more, it is determined that an alignment abnormality or a tire abnormality has occurred, and the abnormality information is output. A vehicle steering system comprising: abnormality determination means; and output means for receiving the abnormality information from the abnormality determination means and outputting information corresponding to the abnormality information. 2. The apparatus according to claim 1, wherein said output means outputs information corresponding to the abnormality information and information instructing deceleration when receiving the abnormality information from the abnormality determination means. The vehicle steering system according to any one of the preceding claims. 3. The control torque applying unit according to claim 1, wherein the control torque applying unit cancels the application of the steering control torque to the steering actuator when the abnormality determining unit determines that an abnormality has occurred. Vehicle steering system. 4. The vehicle steering system according to claim 3, wherein the control torque applying unit cancels the application of the steering control torque to the steering actuator after a predetermined time has elapsed. 5. When the abnormality determining means determines that an abnormality has occurred, the abnormality determining means outputs the abnormality information and time information until release of application of a steering control torque to the steering actuator. 5. The vehicle steering system according to claim 4, wherein the vehicle steering device receives information and time information until the release, and outputs the information. 6. A vehicle speed detecting unit for detecting a vehicle speed, wherein the abnormality determining unit determines that an abnormality has occurred.
2. The information processing apparatus according to claim 1, wherein when the vehicle speed is equal to or higher than a predetermined value, information for instructing deceleration is output, and the output unit receives the information for instructing deceleration and outputs information corresponding to the information. Vehicle steering system. 7. The vehicle steering system according to claim 6, wherein the control torque applying unit cancels the application of the steering control torque to the steering actuator after the vehicle speed falls below a predetermined value. 8. The vehicle according to claim 7, wherein the control torque applying means cancels the application of the steering control torque to the steering actuator a predetermined time after the vehicle speed falls below a predetermined value. Steering gear. 9. When the abnormality determining unit determines that an abnormality has occurred, the abnormality determining unit outputs time information from when the vehicle speed falls below a predetermined value to when the application of the steering control torque to the steering actuator is released. 9. The vehicle steering system according to claim 8, wherein the controller receives the time information until the release and outputs the information. 10. The abnormality judging means outputs direction information on a direction in which the vehicle travels when the application of the steering control torque to the steering actuator is released, and the output means receives the direction information, and outputs the direction information. And outputting information corresponding to (i).
The vehicle steering system according to any one of claims 7 and 8.