JP2003165447A - Steering gear - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a steering gear capable of traveling while maintaining a proper physical relationship between a driver and a steering wheel position by adjustable setting of the steering wheel position in response to a traveling state. <P>SOLUTION: The steering gear is provided with a traveling state detecting means of detecting the traveling state of a vehicle, a fore and aft direction moving mechanism provided in a transmission system transmitting steering action of a steering wheel and moving the steering wheel position in a fore and aft direction of the vehicle, and a fore and aft movement control means of controlling movement of the steering wheel position in the vehicular fore and aft direction in response to the traveling state of the vehicle detected by the traveling state detecting means. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a technical field of a steering device for obtaining an optimum steering wheel position for a driver.

[0002]

2. Description of the Related Art As for a steering device, a tilt adjusting mechanism for adjusting the vertical position of a steering wheel, a telescopic adjusting mechanism for adjusting the longitudinal position of a steering wheel, etc. are generally used. Before using the mechanism, the position of the steering wheel is adjusted to a position suitable for the physique of the driver and easy to operate using a mechanism.

Further, in order to obtain a steering wheel position which is easier to operate, for example, Japanese Patent Laid-Open No. 7-285444.
Japanese Patent Laid-Open Publication No. 2003-242242 discloses a steering wheel position adjusting device in which the steering shaft can be adjusted in the vertical direction of the vehicle, and the step wheel is always kept in a posture that makes it easy for the driver to drive even if the height of the steering shaft is changed. For this purpose, a device has been proposed in which the relationship between the height of the steering wheel and the inclination angle with respect to the vertical plane can be adjusted according to the movement locus of the wrist centering on the driver's shoulder.

In addition to this, for example, an actual Kaihei 5-58552.
In a vehicle steering apparatus in which a steering shaft is tiltably supported by a vehicle body, Japanese Patent Laid-Open Publication No. 2003-242121 aims to improve the tilt locus and to be easily assembled to the vehicle body. Also, there has been proposed a device which is tiltably supported by a vehicle body via a shaft member serving as a tilt fulcrum arranged above.

[0005]

However, in the tilt adjusting mechanism and the telescopic adjusting mechanism of the conventional steering device, since the steering wheel position is adjusted before traveling, the physical constitution of the driver when the vehicle is stopped is considered. Although it is possible to adjust the steering wheel position to a suitable and easy-to-operate position, the steering wheel position remains fixed regardless of the driving condition during driving, and the appropriate steering wheel position is adjusted according to the driving condition. There is a problem that you can not get.

In particular, driving at a high speed for a long time, such as on a highway,
When the steering angle is kept substantially constant near neutral, it is better to keep the joints of the arms to a certain extent to reduce the accumulation of fatigue. Therefore, the distance between the driver and the steering wheel should be slightly longer.

On the other hand, when the vehicle speed is low to some extent, a large turning angle is often given to the garage or the like, or a large steering angle is given at an intersection or a winding road. In this case, the driver crosses his arms. , Arm joints stretch and it becomes difficult to exert force. Further, even when the vehicle speed is not low, it is necessary to carry out steering operation with a large steering angle and a large force, such as in an emergency avoidance operation. At this time, it is easier to apply force when the arm joints are bent to some extent, and even when the arms are crossed, the body can be operated without lifting from the seat, and a large force can be applied to the steering wheel. It will be possible. Therefore, it is better that the distance between the driver and the steering wheel is rather short.

Considering these points, it is desirable that the appropriate distance between the driver and the steering wheel is variable depending on the running state, but the conventional example cannot cope with this.

The present invention has been made in view of the above problems, and an object thereof is to variably adjust the steering wheel position in accordance with the traveling state so that an appropriate position between the driver and the steering wheel position can be obtained. An object of the present invention is to provide a steering device that can travel while maintaining a relationship.

[0010]

In order to achieve the above object, in the invention according to claim 1, a traveling state detecting means for detecting a traveling state of a vehicle and a transmission system for transmitting a steering operation of a steering wheel are provided. And a front-rear movement mechanism that moves the steering wheel position in the front-rear direction of the vehicle, and a front-rear movement that controls the movement of the steering wheel position in the front-rear direction of the vehicle according to the traveling state of the vehicle detected by the traveling state detection means. And a control means.

According to the eighth aspect of the invention, the traveling state detecting means for detecting the traveling state of the vehicle and the transmission system for transmitting the steering operation of the steering wheel are provided to move the steering wheel position in the left and right direction of the vehicle. It is characterized by comprising a lateral movement mechanism and a lateral movement control means for controlling movement of the steering wheel position in the lateral direction of the vehicle in accordance with the traveling state of the vehicle detected by the traveling state detecting means.

According to the sixteenth aspect of the present invention, the traveling state detecting means for detecting the traveling state of the vehicle and the transmission system for transmitting the steering operation of the steering wheel are provided, and the steering wheel position is moved in the longitudinal direction of the vehicle. The longitudinal movement mechanism and the lateral movement mechanism for moving the steering wheel position in the lateral direction of the vehicle, and the movement of the steering wheel position in the longitudinal direction of the vehicle are controlled according to the traveling state of the vehicle detected by the traveling state detecting means. And a left and right movement control means for controlling movement of the steering wheel position in the left and right direction of the vehicle.

Here, the running state means, for example, a steering angle of the driver, a vehicle speed, a lateral acceleration, a yaw rate, a turning angular velocity, a turning direction, a vehicle sideslip angle, etc. Refers to the state of motion of.

Further, the steering apparatus of the present invention may be constituted by an electronic control system or a mechanical machine control system. In the case of an electronic control system, a sensor or the like that detects various running states by electric signals corresponds to the running state detecting means, and a mechanism including a control actuator corresponds to the front-rear direction moving mechanism or the left-right direction moving mechanism. The controller that outputs the command value to the actuator corresponds to the front-back movement control means and the left-right movement control means. On the other hand, in the case of a mechanical control system, it has a mechanical forward / backward movement control operation mechanism that has a traveling state detection function, a longitudinal movement function, and a longitudinal movement control function, and a traveling state detection function, a lateral movement function, and a lateral movement control function. It becomes a mechanical lateral movement control operation mechanism.

[0015]

In the invention according to claim 1, since the steering wheel position moves in the front-rear direction according to the traveling state, for example, the steering wheel position can be changed depending on the vehicle speed or the traveling state corresponding to the vehicle speed. When the forward-backward movement control is performed, it is possible to reduce fatigue during long-time driving at high speed and operability at low speed or during emergency avoidance.

In the invention according to claim 8, since the steering wheel position moves in the left-right direction according to the traveling state, for example, the left-right direction movement control for moving the steering wheel position in the same direction as the steering direction is performed. It is possible to provide a steering device that is easy for the driver to operate with a natural feeling when the driver goes there.

According to the sixteenth aspect of the present invention, the steering wheel position moves in the front-rear direction and in the left-right direction depending on the running state, so that the steering wheel position moves in the front-rear direction. The effect of the invention according to claim 8 and the effect of the invention according to claim 8 due to the movement of the steering wheel position in the left-right direction can be obtained at the same time.

[0018]

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, an embodiment for realizing a steering system of the present invention will be described based on first to ninth embodiments.

(First Embodiment) First, the structure will be described. A steering device of a first embodiment corresponding to the inventions according to claims 1, 2, 6, 7, 8, 12, and 16 will be described. FIG. 1 is an overall system diagram showing a steering apparatus according to a first embodiment. In the figure, 1 is a steering wheel, 2 is an upper steering shaft, 3 is a universal joint, 4 is a lower steering shaft, 5 is a longitudinal movement mechanism, and 6 Is a lateral movement mechanism, 7 is a longitudinal movement servo motor, 8 is a lateral movement servo motor, 9 is a lateral swing shaft, 10 is a controller (longitudinal movement control means and lateral movement control means), and 11 is an ignition key. , 12 is a turning angle sensor (turning angle detecting means), 13 is a vehicle speed sensor (vehicle speed detecting means), 14 is a lateral acceleration sensor (lateral acceleration detecting means), 1
Reference numeral 5 denotes a yaw rate sensor (yaw rate detecting means).

As the front-rear direction moving mechanism 5, an electric telescopic variable mechanism currently used in a vehicle is used as it is. The front-rear movement mechanism 5 has a front-rear movement servomotor 7 incorporated therein as an actuator for moving the steering wheel 1 in the front-rear direction.

The left-right moving mechanism 6 rotates an electric tilt variable mechanism which is currently used in a vehicle by 90 degrees about the upper steering shaft 2 and has a tilt rotation shaft which is a vertical swing shaft. It is a structure that can be moved in the left-right direction by being used as the left-right swing shaft 9. The left-right moving mechanism 6 includes a left-right moving servo motor 8 as an actuator for moving the steering wheel 1 in the left-right direction.

The control controller 10 inputs signals from the ignition key 11, the turning angle sensor 12, the vehicle speed sensor 13, the lateral acceleration sensor 14, and the yaw rate sensor 15, and based on these input information, the forward / backward movement command value. And the left-right direction movement command value are respectively calculated, and these command values are sent to the two servo motors 7 and 8.

Next, the operation will be described.

[Movement Control Processing of Steering Wheel 1] FIG. 2 is a flowchart showing the flow of the movement control processing of the steering wheel 1 executed by the controller 10. Each step will be described below. This control is started under a predetermined control start condition (for example, the ignition key 11 is turned on).

In step S1, the vehicle speed V is read from the vehicle speed sensor 13.

In step S2, the turning angle δ is read from the turning angle sensor 12.

In step S3, the vehicle side slip angle β is obtained by inputting the vehicle speed V and the turning angle δ into the equation of motion of the vehicle.
(= Vehicle slip angle) is calculated (side slip angle calculating means).

In step S4, the steering angular velocity dδ is calculated by performing a differentiation or differential equivalent calculation on the steering angle δ (steering angular velocity calculation means).

In step S5, a forward movement amount command value is calculated from the turning angle δ according to the map shown in FIG. That is, as shown in the relationship map between the steering angle and the forward movement amount in FIG. 3, the steering angle δ is changed by the front and back of about 180 degrees, which is the timing when the arms cross and the steering wheel 1 is changed when the steering wheel is changed. The control gain of the amount of forward movement is different.

That is, in a region where the steering angle δ is less than around 180 degrees, the steering wheel 1 approaches the driver when the steering angle δ is large, and the steering wheel 1 is approached by the driver when the steering angle δ is small. A forward movement amount command value to move away is calculated (corresponding to the forward-backward movement control means according to claim 2). In the region where the steering angle δ is around 180 degrees or more,
The change in the front-rear movement amount of the steering wheel 1 with respect to the increase of the steered angle δ is suppressed to be smaller than that during steering in a region where the steered angle δ is less than around 180 degrees (corresponding to the front-rear movement control means according to claim 7). ). It should be noted that the fact that the angle is around 180 degrees is not given by the characteristic having a clear inflection point at 180 degrees, but is given by the characteristic that it smoothly changes before and after 180 degrees and is connected.

In step S6, the lateral movement amount x (the steering center position movement amount) is calculated from the forward movement amount y obtained in step S5 and the vehicle sideslip angle β from the turning angle δ. That is, as shown in FIG.
Is determined so that the center position of the steering wheel 1 viewed from the driver is in the direction of the vehicle sideslip angle β (vehicle traveling direction) (corresponding to the lateral movement control means according to claim 12). That is, it is calculated by the following formula. x = (L−y) * sinβ L: Driver-steering center distance at neutral In step S7, it is determined whether the turning angular velocity dδ is equal to or greater than a predetermined threshold value. When the steering angular velocity dδ is equal to or greater than the threshold value, the process proceeds to step S8 and step S9 to stop the forward / backward movement control in the direction in which the steering wheel 1 moves away from the driver (corresponding to the forward / backward movement control means according to claim 6). ). If the steered angular velocity dδ is less than the threshold value, the process proceeds to step S10, and the longitudinal movement control and the lateral movement control are performed as they are.

In step S8, it is determined whether the forward movement amount command value has decreased from the previous value. In this determination, if the forward movement amount command value is smaller than the previous time, the process proceeds to step S9, and if the forward movement amount command value is larger than the previous time, the process proceeds to step S10.

In step S9, the forward movement amount command value is set as the previous command value. That is, the distance between the steering wheel 1 and the driver is maintained, and the front-rear movement control for moving the steering wheel 1 away from the driver is stopped.

In step S10, the forward movement amount command value is output to the front-back movement servo motor 7, and the left-right movement amount command value is output to the left-right movement servo motor 8.

In step S11, it is determined whether a predetermined control end condition (for example, the ignition key 11 is turned off) is satisfied. If the control end condition is satisfied, the control is ended, and if the control end condition is not satisfied, step S
Return to 1.

[Front-back movement control operation of the steering wheel 1] In the basic front-back movement control of the steering wheel 1, the forward movement amount command value is calculated from the turning angle δ according to the map shown in FIG. S1
At 0, the forward movement amount command value calculated is output to the front-back movement servomotor 7.

That is, as shown in the relationship map between the steering angle and the amount of forward movement in FIG. 3, the steering angle δ is reached up to about 180 degrees, which is the timing when the arms cross during steering and the steering wheel 1 is changed. Is increased, the steering wheel 1 moves forward (in the direction toward the driver) as the turning angle δ increases. Therefore, it is possible to prevent the driver's body from separating from the seat and the force not being applied during the steering operation, and it is possible to perform the reliable steering operation. Meanwhile, about
When the steering angle δ becomes more than 180 degrees, the amount of forward movement of the steering wheel 1 is small even if the steering angle δ increases, so that the steering wheel 1 is held at the position where the force is easily applied. .

The forward / backward movement control of the steering wheel 1 when the steered angular velocity dδ is equal to or greater than a predetermined threshold is shown in FIG. 2 as step S7 → step S8 → step S10.
The control for moving the steering wheel 1 forward is performed according to the flow of, or the control for holding the position of the steering wheel 1 is performed according to the flow of step S7 → step S8 → step S9 → step S10.

That is, when the turning angular velocity dδ is equal to or more than a predetermined threshold value, it is considered that the turning speed is fast and the steering wheel is operated with a large steering force to pass through the neutral position and to the opposite side. It is better to keep the position of the steering wheel 1 in a position where it is easy to apply force. Therefore,
When the steering speed is fast and the steering wheel 1 is operated to the opposite side while passing through the neutral position while operating with a large steering force, it is possible to prevent the steering wheel 1 from separating from the driver and making it difficult to apply force.

[Operation of Left and Right Movement of Steering Wheel 1] In the left and right movement control of the steering wheel 1, the turning angular velocity dδ is calculated in step S4, and in step S6, the steering wheel 1 is moved left and right by the forward movement amount y and the vehicle side slip angle β. The movement amount x is calculated, and in step S10,
It is performed by outputting the calculated lateral movement amount command value to the lateral movement servo motor 8.

That is, the lateral movement amount x is determined by using the vehicle side slip angle β (vehicle body slip angle) so that the steering center is in the traveling direction of the vehicle as seen from the driver.
As a result, for example, during low-speed turning when the vehicle sideslip angle β becomes β> 0, the direction in which the vehicle sideslip angle β occurs and the turning direction match, and the steering wheel 1 turns in the turning direction, as shown in FIG. Will be suitable for. When the vehicle sideslip angle β is β <0 during high-speed turning, as shown in FIG. 5B, the direction in which the vehicle sideslip angle β is generated is opposite to the turning direction, and the steering wheel 1 is swollen at high speeds. The vehicle is headed in the traveling direction along the trajectory. Therefore,
It is possible to provide a steering environment that matches the line of sight and posture of the driver regardless of whether the vehicle is turning at low speed or turning at high speed.

In the first embodiment, an example in which the vehicle sideslip angle β is estimated from the turning angle δ and the vehicle speed V has been shown, but if the lateral acceleration and the yaw rate are measured, the tire nonlinear region is also included. It is possible to accurately calculate the vehicle sideslip angle β, and in this case, the above effect can be obtained with higher accuracy and certainty.

Next, the effect will be described.

(1) Since the movement of the steering wheel position in the vehicle front-rear direction is controlled according to the running state of the vehicle, the front and rear position variable adjustment of the steering wheel position according to the running state allows the driver and the steering wheel to move. It is possible to travel while maintaining an appropriate positional relationship with the position.

(2) When the turning angle δ detected by the turning angle sensor 12 is large, the steering wheel 1 approaches the driver, and when the turning angle δ is small, the steering wheel 1 moves away from the driver. Since the control is performed, it is possible to reliably achieve both fatigue reduction during long-time operation at high speed with a small steering angle δ and operability during low speed with a large steering angle δ and during emergency avoidance.

(3) When the steering angular velocity dδ is larger than the predetermined threshold value, the steering wheel 1 is stopped from the front-back movement control in the direction away from the driver, so that the deterioration of the steering wheel operability can be prevented. That is, when turning or winding road during parking, there are cases where the steering speed is fast and the steering wheel is steered to the opposite side while passing through near neutral while operating with a large steering force. In such a case, the steering angular velocity d
Since the determination based on δ is performed and the control for moving away from the driver is stopped, the state in which the force is easily exerted does not return to the state in which the force is difficult to exert.

(4) When the steering angle δ is about 180 degrees or more, the change in the forward movement amount of the steering wheel 1 with respect to the increase of the steering angle δ is changed when steering in a small area where the steering angle δ is less than 180 degrees. Since the size of the steering wheel 1 is kept small as compared with the steering wheel 1, it is possible to give a natural operation feeling to the driver after the arms cross and the steering wheel 1 is changed.

(5) Since the movement of the steering wheel position in the left-right direction of the vehicle is controlled according to the running state of the vehicle, the left and right positions of the steering wheel can be variably adjusted according to the running state, so that the driver and the steering wheel can be adjusted. It is possible to travel while maintaining an appropriate positional relationship with the position.

(6) Since the left and right movement control is performed so that the center position of the steering wheel 1 seen from the driver is made to coincide with the direction of the vehicle sideslip angle β, it is easy to operate naturally even in a fast transient behavior. A steering device can be provided.

(7) Since the movement of the steering wheel position in the vehicle front-rear direction and the vehicle left-right direction are both controlled according to the running state of the vehicle, the above (1) The effects of (4) to (4) and the effects of (5) and (6) due to the steering wheel position moving in the left-right direction can be obtained at the same time.

(Second Embodiment) A steering device of a second embodiment corresponding to the inventions according to claims 3, 10, and 11 will be described. First, the configuration will be described. Since the overall system configuration of the second embodiment is the same as that of FIG. 1 of the first embodiment, illustration and description thereof will be omitted.

Next, the operation will be described.

FIG. 6A is a flowchart showing the flow of the movement control processing of the steering wheel 1 executed by the controller 10 of the second embodiment, and each step will be described below. This control is started under a predetermined control start condition (for example, the ignition key 11 is turned on).

In step S21, the vehicle speed V is read from the vehicle speed sensor 13.

In step S22, the turning angle δ is read from the turning angle sensor 12.

In step S23, the vehicle speed V and FIG.
The forward movement amount command value is calculated according to the map shown in FIG. That is, as shown in the relationship map between the vehicle speed and the forward movement amount in FIG. 6B, when the vehicle speed V is low, the forward movement amount is calculated so that the steering wheel 1 approaches the driver, and when the vehicle speed V is high. The forward and backward movement control is performed such that the steering wheel 1 is moved away from the driver as the vehicle speed V increases, such that the forward movement amount is calculated so that the steering wheel 1 moves away from the driver (claim 3).
Equivalent to the front-back movement control means described in.

In step S24, the vehicle speed V and FIG.
The lateral movement gain G is obtained according to the map shown in FIG. 4 and the lateral movement amount command value is calculated by multiplying the lateral movement gain G by the turning angle δ. That is, the lateral movement gain G is obtained from the vehicle speed V using the lateral movement gain map shown in FIG. 6C, and the lateral movement amount command value is calculated by the equation G * δ as the lateral movement amount command value. The left and right movement amount during right steering and the left movement amount during left steering are decreased along with an increase in vehicle speed V (left and right movement control is performed) (corresponding to the left and right movement control means according to claim 10), and the vehicle speed V is When the set threshold value (for example, about 50 to 80 km / h) is exceeded, the lateral movement direction of the steering wheel 1 is reversed, and the lateral movement control is performed to increase the rightward movement amount or the leftward movement amount as the vehicle speed V increases. 11 corresponds to the left-right movement control means).

In step S25, the forward movement amount command value is output to the front-back movement servo motor 7, and the left-right movement amount command value is output to the left-right movement servo motor 8.

In step S26, it is determined whether or not a predetermined control end condition (for example, the ignition key 11 is turned off) is satisfied. If the control end condition is satisfied, the control is ended, and if the control end condition is not satisfied, step S
Return to 21.

[Front-back movement control operation of steering wheel 1] In the front-back movement control of the steering wheel 1, the forward movement amount command value is calculated in accordance with the vehicle speed V and the map shown in FIG. 6B in step S23, and in step S25. , The frontward / rearward movement servo motor 7 outputs the calculated forward movement amount command value.

That is, regarding the amount of forward / backward movement, most of the scenes in which a large steering angle is provided to the extent that the arms cross over 180 degrees are in the low speed range, and in the high speed range, the small steering angle is maintained and the vehicle travels in most cases. Is. Therefore, the steering wheel 1 can be easily operated even when the arms are crossed only in the low speed range.
Is placed closer to the driver and the steering wheel 1 is kept away from the driver in order to prevent the driver's arm fatigue from accumulating in the high speed range. The position of the wheel 1 is moved in the front-back direction. Therefore, in the low vehicle speed range, the steering operation can be easily performed even when the arms are crossed, and in the high vehicle speed range, the steering wheel 1 and the driver are held apart from each other, and the driver's arm fatigue is prevented. Reduce.

[Left / right movement control action of the steering wheel 1] In the left / right movement control of the steering wheel 1, the lateral movement gain G is obtained according to the vehicle speed V and the map shown in FIG. The lateral movement amount command value is calculated by multiplying the gain G by the turning angle δ, and in step S25, the calculated lateral movement amount command value is output to the lateral movement servo motor 8.

That is, the lateral movement amount is determined by using the vehicle side slip angle β (vehicle body slip angle) as in the first embodiment so that the steering center is in the traveling direction of the vehicle as seen from the driver. In order to simplify the control, the lateral movement gain G with respect to the turning angle δ is mapped in the form of a function of the vehicle speed V, and the lateral movement amount is calculated by G * δ. In the case of right steering, the steering wheel 1 is moved to the right at lower speeds, the amount of movement to the right is reduced as the vehicle speed V increases, and to the left at high speeds. In the case of a typical passenger car, the direction is reversed at 50-80 km / h
It is a degree. At this time, the steady steering center comes in the vehicle traveling direction from the viewpoint of the driver (however,
(There may be a transitional dislocation different from the first embodiment),
Similar to the first embodiment, it is possible to provide a steering environment that matches the driver's line of sight and posture movement regardless of whether the vehicle is turning at a low speed or at a high speed.

Next, the effect will be described.

(1) When the vehicle speed V is low, the steering wheel 1 approaches the driver, and when the vehicle speed V is high, the steering wheel 1 moves away from the driver. It is possible to achieve both reduction of fatigue during operation and operability at low speed or during emergency avoidance.

(2) Since right and left movement control is performed so as to decrease the right movement amount at the time of right steering and the left movement amount at the time of left steering as the vehicle speed V increases, steering by a natural steering feeling for the driver. The operation can be performed.

(3) When the vehicle speed V exceeds the set threshold value, the moving direction of the steering wheel 1 is reversed to perform the lateral movement control for increasing the moving amount as the vehicle speed V increases, so that the control logic is simplified. However, since the driver can steer the vehicle in the traveling direction regardless of the vehicle speed V, it is possible to provide a steering device that is natural and easy to operate.

(Third Embodiment) A steering system of a third embodiment corresponding to the inventions according to claims 4 and 13 will be described. First, the configuration will be described. Since the configuration of the entire system of the third embodiment is similar to that of FIG. 1 of the first embodiment, illustration and description thereof will be omitted.

Next, the operation will be described.

The flow of the movement control processing of the steering wheel 1 executed by the controller 10 of the third embodiment is the same as the flow chart of the first embodiment shown in FIG. 2, except that steps S1 to S4 are replaced by Lateral acceleration (hereinafter referred to as lateral G) is read from the lateral acceleration sensor 14, and instead of step S5, the lateral movement G and the map shown in FIG.
The left and right movement amount command value is calculated by the map shown in FIG.

As for the front-back movement control of the steering wheel 1, as is clear from the map shown in FIG.
The steering wheel 1 approaches the driver when the lateral G is large, and the steering wheel 1 moves away from the driver when the lateral G is small. (Corresponding to the forward-backward movement control means according to claim 4).

That is, when turning at a high lateral G, the force generated by the tire is large, and the steering force and steering reaction force become heavy. At this time, since the steering wheel 1 approaches the driver, a force for holding or cutting the steering wheel 1 is easily generated, and operability can be improved.

As for the left-right movement control of the steering wheel 1, as is clear from the map shown in FIG. 7B, the steering wheel 1 moves to the right when turning right and moves to the left when turning left,
The amount of movement is controlled so as to increase as the lateral G increases (corresponding to the lateral movement control means according to claim 13).

That is, when the lateral G is large, the driver has a tendency to incline the body or the head inward in order to endure the lateral G. In addition, when the lateral G is large, it is considered that the moving speed toward the inside of the turn is high and the driver's line of sight is more directed toward the inside of the turn. At this time, depending on the lateral G, the steering wheel 1
Since the vehicle is moved to the inside of the turning, it is possible to provide a steering position that is more natural and easy for the driver to operate.

Next, the effect will be described.

(1) The steering wheel 1 approaches the driver when the lateral G is large, and the steering wheel 1 moves away from the driver when the lateral G is small. It becomes easy to generate a force for holding the steering wheel 1 or turning the steering wheel 1 more when turning in a high lateral G where the steering angle becomes large, and steering operability can be improved.

(2) The steering wheel 1 corresponding to the lateral G is adjusted by performing the lateral movement control in which the right moving amount during the right steering and the left moving amount during the left steering are increased as the lateral G increases. By moving the steering wheel inward, it is possible to provide a steering position that is more natural and easy for the driver to operate.

(Fourth Embodiment) A steering device according to a fourth embodiment of the invention according to claims 5 and 14 will be described. First, the configuration will be described. Since the overall system configuration of the fourth embodiment is similar to that of FIG. 1 of the first embodiment, illustration and description thereof will be omitted.

Next, the operation will be described.

The flow of the movement control processing of the steering wheel 1 executed by the controller 10 of the fourth embodiment is the same as the flow chart of the first embodiment shown in FIG. 2, except that steps S1 to S4 are replaced by The yaw rate is read from the yaw rate sensor 15, the forward movement amount command value is calculated using the yaw rate and the map shown in FIG. 8 (a) instead of step S5, and the left and right directions are calculated using the yaw rate and the map shown in FIG. 8 (b) instead of step S6. This is an example in which a movement amount command value is calculated.

As is clear from the map shown in FIG. 8 (a), the front-back movement control of the steering wheel 1 is as follows.
When the yaw rate is high, the steering wheel 1 approaches the driver when the yaw rate is high, and when the yaw rate is low, the steering wheel 1 is controlled to move away from the driver. (Corresponding to the front-back movement control means described in 5).

That is, when turning at a high yaw rate,
Similar to the case of turning in the high lateral G of the third embodiment, the force generated by the tire is large and the steering force and the steering reaction force are heavy. At this time, since the steering wheel 1 approaches the driver, a force for holding or cutting the steering wheel 1 is easily generated, and operability can be improved.

As for the left-right movement control of the steering wheel 1, as is clear from the map shown in FIG. 8B, the steering wheel 1 moves to the right when turning right, and moves to the left when turning left,
The amount of movement is controlled so as to increase as the yaw rate increases (corresponding to the left-right movement control means according to claim 14).

That is, when the yaw rate is high, the driver has a habit of tilting his / her body or head inward to turn in order to endure the yaw rate. Further, when the yaw rate is high, the moving speed toward the inside of the turn is high, and it is considered that the driver's line of sight is directed more toward the inside of the turn. At this time, since the steering wheel 1 is moved to the inside of the turning according to the yaw rate, it is possible to provide a steering position that is more natural and easy for the driver to operate.

Next, the effect will be described.

(1) When the yaw rate is high, the steering wheel 1 approaches the driver, and when the yaw rate is low, the steering wheel 1 is controlled to move back and forth. Therefore, the steering force and the steering reaction force are large. It becomes easy to generate a force to hold or increase the steering wheel 1 when turning at a high yaw rate, and steering operability can be improved.

(2) Since the left and right movement amounts during right turning and the left movement amount during left steering are controlled to increase and decrease with increasing yaw rate, the steering wheel 1 turns according to the yaw rate. The inward movement can provide a steering position that is more natural and easy for the driver to operate.

(Fifth Embodiment) A steering device of a fifth embodiment corresponding to the inventions according to claims 1, 2 and 7 will be described.
The fifth embodiment is an example in which the steering device is configured by a mechanical machine control system.

First, the structure will be described. The steering apparatus of the fifth embodiment will be described with reference to FIGS. 9 to 12. The upper steering shaft 2 is connected to the first steering wheel 1 side.
The shaft 2a and the second shaft 2b on the side of the universal joint 3 are divided, and the first shaft 2a and the second shaft 2b are slidably fitted by serration (slide fitting portion 2c).

The second shaft 2b is rotatably supported by the vehicle body at two points, as shown in FIG. A gear 16 is cut on the circumference of the second shaft 2b and meshes with a gear 18 of a left and right slide component 17 that is provided so as to be slidable in the left and right direction with respect to a vehicle body side member. In addition to the gear 18, the left and right slide component 17 is provided with a pair of guide grooves 19 and 19 at left and right positions sandwiching the second shaft 2b.

On the other hand, as shown in FIG. 9, the first shaft 2a is provided with a front-rear slide component 21 which is slidable in the front-rear direction together with the first shaft 2a through a bearing 20 in accordance with a turning operation. The front-rear slide component 21 is provided with a pair of copying arms 22 and 22 at left and right positions sandwiching the first shaft 2a. Guide rollers 23, 23 are provided along the guide grooves 19, 19 at the ends of the copying arms 21, 21.

Here, the guide grooves 19 and 19 are shown in FIG.
As shown in, the steering wheel 1 in the steering neutral position
Is set to the position farthest from the driver, the steering wheel 1 is gradually brought closer to the driver as the turning angle becomes larger, and the steering angle is set to a range exceeding a predetermined turning angle (for example, about 180 degrees). The shape between the wheel 1 and the driver is set to be maintained at a constant interval.

Next, the operation will be described.

For example, when the steering wheel 1 is turned to the left, the left and right slide parts 17 slide left and right from the state shown in FIG. 9 to the state shown in FIG. Guide groove 1
The guide pins 23, 23 move along 9 and 19, and the front-rear slide component 21 provided with the guide pins 23, 23 is moved in the front-rear direction. As a result, the steering wheel 1 that moves in the front-rear direction together with the front-rear slide component 21.
Is moved in the front-rear direction from the dotted line position in FIG. 10 to the solid line position.

At least one guide groove 19, 19 has a necessary function, but the upper shaft 2
By arranging two symmetrically at the left and right positions with the sandwiching therebetween, the bending moment applied to the slide fitting portion 2c due to the serration can be canceled, and the steering wheel 1 can be smoothly moved back and forth.

Next, the effect will be described.

In the fifth embodiment, a mechanical front-back movement control operation mechanism having a turning angle detection function, a front-rear direction movement function, and a front-rear movement control function is combined. The effects (1) and (2) of the first embodiment can be obtained.

Further, in the region where the turning angle exceeds a predetermined turning angle (for example, about 180 degrees), the guide grooves 19 and 19 are shaped so as to keep the distance between the steering wheel 1 and the driver constant. Since it is set to, it is possible to obtain the effect of (4) of the first embodiment.

(Sixth Embodiment) A steering device of a sixth embodiment corresponding to the inventions according to claims 1, 2, and 7 will be described.
The sixth embodiment is an example in which the steering device is configured by a mechanical machine control system.

First, the structure will be described. The steering apparatus of the sixth embodiment will be described with reference to FIGS. 13 to 15. The upper steering shaft 2 is divided into a first shaft 2a on the steering wheel 1 side and a second shaft 2b on the universal joint 3 side to form a first shaft. 2a and the second shaft 2b are slidably fitted (slide fitting portion 2c) by serration.

A gear 16 is cut on the circumference of the second shaft 2b and meshes with a gear 18 of a left and right slide component 17 which is slidable in the left and right direction with respect to a vehicle body side member. The structure up to this point is the same as that of the fifth embodiment.

The left and right slide parts 17 and the first shaft 2a are provided with two symmetrical left and right link mechanisms 3.
Combined with 0,30. Each link mechanism 3
Reference numerals 0 and 31 denote L-shaped links 32 and 32 having pivots 31 and 31 rotatably coupled to a vehicle body side member, a joint side end portion of the L-shaped links 32 and 32, and the left and right slide component 17 in the left-right direction. And the telescopic rods 34, 34 for connecting the wheel side ends of the L-shaped links 32, 32 and the first shaft 2a in the front-rear direction.
It is composed by. A bearing 35 is interposed at the joint between the expandable rods 34, 34 and the first shaft 2a.

The telescopic rod 34 is fitted to the left and right of the steering rod in a neutral state with zero play between the fitting portions, and the spring 34a always exerts a restoring force in the contracting direction.

Here, the forward movement amount characteristic of the steering wheel 1 by the link mechanisms 30, 30 is as shown in FIG. 15, in which the steering wheel 1 is at the farthest position from the driver at the steering neutral position, and the steering angle is As the steering angle increases, the steering wheel 1 is gradually moved closer to the driver, and in a region where the steering angle exceeds a predetermined steering angle (for example, about 180 degrees), the interval between the steering wheel 1 and the driver is set to a substantially constant interval. It is set based on the positional relationship of holding.

Next, the operation will be described.

For example, when the steering wheel 1 is turned leftward, as shown in FIG. 14, the left side link mechanism 30 is stretched to push the first shaft 2a toward the driver, and the right side link mechanism 30 is pushed. There is a gap in the link fitting part of. As a result, the steering wheel 1 that moves in the front-rear direction together with the front-rear slide component 21 is moved in the front-rear direction from the dotted line position to the solid line position in FIG.

Next, the effect will be described.

In the sixth embodiment, a mechanical front-back movement control operation mechanism having a turning angle detection function, a front-rear direction movement function, and a front-rear movement control function is combined. The effects (1) and (2) of the first embodiment can be obtained.

Further, by appropriately setting the shape of the L-shaped links 32, 32, the fact that the L-shaped links 32, 32 are tilted reduces the link efficiency, and the forward movement amount increases as the turning angle increases. Can be reduced (FIG. 15), and an effect similar to the effect (4) of the first embodiment can be obtained.

(Seventh Embodiment) A steering system of a seventh embodiment corresponding to the inventions according to claims 1, 2 and 7 will be described.
The seventh embodiment is an example in which the steering device is configured by a mechanical control system.

First, the structure will be described. 16 to 18, the upper steering shaft 2 is divided into a first shaft 2a on the steering wheel 1 side and a second shaft 2b on the universal joint 3 side. 2a and the second shaft 2b are slidably fitted (slide fitting portion 2c) by serration.

A guide groove 37 is formed in the cylindrical member 36 provided on the vehicle body side member, and a reduction mechanism 38 by a planetary gear is provided between the cylindrical member 36 and the first shaft 2a.
Is provided. The reduction mechanism 38 includes a sun gear 39 formed on the outer circumference of the first shaft 2a, a ring gear 40 press-fitted and fixed to the inner surface of the cylindrical member 36, a pinion 41 meshing with the ring gear 40, and the pinion 41.
The pinion carrier 42 for supporting the pinion carrier 42 and the projection 43 projecting from the outer periphery of the pinion carrier 42 are configured to be fitted into the guide groove 37.

Here, as in the fifth embodiment, the guide groove 37 is located at the position where the steering wheel 1 is farthest from the driver in the steering neutral position, and the steering wheel 1 is moved to the driver as the turning angle increases. In the region where the steering angle exceeds a predetermined steering angle (for example, about 180 degrees), the steering wheel 1 and the driver are set to have a constant distance.

Next, the operation will be described.

At the time of turning the steering wheel 1 to the left or right, the sun gear 39 rotates and the ring gear 40 is fixed, so that the pinion carrier 42 supporting the pinion 41 rotates. To do. Due to the rotation of the pinion carrier 42, the projection 43 becomes
7, the pinion carrier 42 provided with the protrusion 43 is moved in the front-rear direction, whereby the steering wheel 1 that moves in the front-rear direction together with the pinion carrier 42 is moved in the front-rear direction.

Here, in most passenger cars and the like, at least one rotation is made more than once, so that it is difficult to move the steering wheel 1 in the front-rear direction by the projection 43 and the guide groove 37 without decelerating. , A planetary gear reduction mechanism 38 configured coaxially is set.

Next, the effect will be described.

In the seventh embodiment, a mechanical front-back movement control operation mechanism having a turning angle detection function, a front-rear direction movement function, and a front-rear movement control function is combined. The effects (1) and (2) of the first embodiment can be obtained.

Further, the guide groove 37 is set to have a shape in which the distance between the steering wheel 1 and the driver is maintained at a constant interval in a region where the turning angle exceeds a predetermined turning angle (for example, about 180 degrees). Therefore, the effect (4) of the first embodiment can be obtained.

(Eighth Embodiment) A steering system of an eighth embodiment corresponding to the inventions according to claims 8 and 9 will be described. The eighth embodiment is an example in which the steering device is configured by a mechanical machine control system.

First, the structure will be described. The steering apparatus of the eighth embodiment will be described with reference to FIGS. 19 to 21. As shown in FIG. 19, the upper steering shaft 2 is swayed with respect to the vehicle body-side member at the end of the upper steering shaft 2 on the side of the universal joint 3. A swing mechanism 50 that supports the swing mechanism 50 is provided, and the upper steering shaft 2 is supported swingably in the left-right direction about a swing shaft 51 of the swing mechanism 50.

The upper steering shaft 2
A gear 52 is provided on the outer periphery of the wheel side position of the
2 is a gear 53 arranged in the left-right direction, which is set as a member on the vehicle body side.
Mesh with. Furthermore, the upper steering shaft 2
The elastic member 5 as shown in FIG.
4 (in this embodiment, a bearing and a leaf spring are used) are installed to keep the gears 52 and 53 in mesh with each other.

Next, the operation will be described.

When the steering wheel 1 is steered to the left or to the right, the gear 52 provided on the upper steering shaft 2 and the gear 53 set on the vehicle body side member.
The upper steering shaft 2 swings about the swing shaft 51 by moving the meshing position with
The steering wheel 1 has the function of moving to the right when turning to the right and to the left when turning to the left.

Next, the effect will be described.

(1) Since the movement of the steering wheel position in the vehicle left-right direction is controlled according to the traveling state of the vehicle, it is possible to provide a steering device which is easy for the driver to operate with a natural feeling.

(2) When the steering direction is right, the steering wheel 1 moves to the right with respect to the driver, and when the steering direction is left, the steering wheel 1 moves to the left with respect to the driver. Since the movement control is performed, the steering direction and the direction of the steering wheel 1 coincide with each other, and it is possible to provide a steering device that is easy for the driver to operate with a natural feeling.

(Ninth Embodiment) A steering device of a ninth embodiment corresponding to the inventions according to claims 8, 9, and 15 will be described. The ninth embodiment is an example in which the steering device is configured by a mechanical control system.

First, the structure will be described. 22 to 24, the steering system of the ninth embodiment will be described. As shown in FIG. 22, the upper steering shaft 2 includes a first shaft 2a on the steering wheel 1 side and a second shaft 2b on the universal joint 3 side. The first shaft 2a and the second shaft 2b are connected to each other via a universal joint 55.

A swinging mechanism 50 for swingably supporting the second shaft 2b with respect to the vehicle body side member is provided at the end of the second shaft 2b on the side of the universal joint 3, and the swinging mechanism 50 swings. The second shaft 2b is supported swingably in the left-right direction about the moving shaft 51.

A gear 52 is provided on the outer periphery of the wheel side position of the second shaft 2b, and the gear 52 meshes with the gear 53 arranged in the left-right direction set on the vehicle body side member. Further, an elastic body 54 is installed between the upper steering shaft 2 and the vehicle body side member, and the meshing of the gears 52 and 53 is maintained.

The above construction is similar to that of the eighth embodiment,
The first shaft 1a and the vehicle body side member are connected via a link 56, and the first point 1a is centered around a connection point 57 to the vehicle body side member.
The shaft 1a is supported swingably in the left-right direction. The length L2 of the link 56 is set shorter than the length L1 from the swing shaft 51 to the universal joint 55.

Next, the operation will be described.

With the above structure, the steering shaft is a four-bar linkage, and when the steering wheel 1 is steered to the left or right, the gear 52 provided on the second shaft 2b and the gear 53 set on the vehicle body side member are connected to each other. The second shaft 2b swings in the steering direction around the swing shaft 51 by moving the meshing position of the second shaft 2b. On the other hand, the first
The shaft 2a swings in the direction opposite to the turning direction around the connecting point 57 to the vehicle body side member due to the operation restriction by the link 56.

Therefore, the steering wheel 1 has the effect of moving to the right when turning to the right, and the steering wheel surface facing left, and moving to the left when turning to the left, where the steering wheel surface faces right. .

Next, the effect will be described.

In the ninth embodiment, the steering wheel 1 moves to the right with respect to the driver when the steering direction is right, and the steering wheel 1 moves when the steering direction is left. On the other hand, since the left and right movement control is performed, the effects (1) and (2) of the eighth embodiment can be obtained. In addition to this, the following effects can be obtained.

(1) When moving to the right, the wheel surface of the steering wheel 1 faces left, and when moving to the left, the wheel surface of the steering wheel 1 faces right. Since the driver always faces the driver's direction, it is possible to realize a state where steering is easy.

(Other Embodiments) The steering apparatus of the present invention has been described above based on the first to ninth embodiments, but the specific configuration is not limited to these embodiments. Modifications and additions to the design are permissible as long as they do not depart from the gist of the invention according to each of the claims.

For example, when the steering device is composed of an electronic control system, a hydraulic actuator, a pneumatic motor, a cylinder, or the like can be used as the control actuator for the forward / backward movement and the left / right movement in addition to the servomotor. Further, when the steering device is configured by a mechanical control system, it can be realized by various alternative mechanisms other than the fifth to ninth embodiments.

[Brief description of drawings]

FIG. 1 is an overall system diagram showing a steering system according to a first embodiment.

FIG. 2 is a flowchart showing a flow of steering wheel movement control processing executed by a controller of the steering system according to the first embodiment.

FIG. 3 is a diagram showing a forward movement amount map with respect to a turning angle used in the steering system of the first embodiment.

FIG. 4 is an explanatory diagram of a calculation process of a lateral movement amount in the steering device of the first embodiment.

FIG. 5 is a diagram illustrating a situation in which a vehicle slip angle is generated during low-speed turning and during high-speed turning.

6A and 6B are a flowchart showing a flow of a steering wheel movement control process executed by a controller of the steering apparatus according to the second embodiment, and a diagram showing a forward movement amount map with respect to the vehicle speed and a lateral movement gain map with respect to the vehicle speed.

FIG. 7 is a diagram showing a forward movement amount map and a lateral movement amount map with respect to lateral acceleration used in the steering system of the third embodiment.

FIG. 8 is a diagram showing a forward movement amount map and a left-right movement amount map with respect to a yaw rate used in a steering system according to a fourth embodiment.

FIG. 9 is a plan view showing a steering system according to a fifth embodiment.

FIG. 10 is an operation explanatory view showing the steering system of the fifth embodiment.

FIG. 11 is a side view showing a steering system according to a fifth embodiment.

FIG. 12 is a forward movement amount characteristic diagram with respect to a turning angle in the steering system of the fifth embodiment.

FIG. 13 is a plan view showing a steering system according to a sixth embodiment.

FIG. 14 is an operation explanatory view showing the steering system of the sixth embodiment.

FIG. 15 is a forward movement amount characteristic diagram with respect to a turning angle in the steering system of the sixth embodiment.

FIG. 16 is a perspective view showing a steering device according to a seventh embodiment.

FIG. 17 is an exploded perspective view showing a steering device according to a seventh embodiment.

FIG. 18 is a diagram showing a speed reduction mechanism in the steering system of the seventh embodiment.

FIG. 19 is a side view showing a steering system according to an eighth embodiment.

FIG. 20 is a plan view showing a steering system according to an eighth embodiment.

FIG. 21 is a cross-sectional view showing an elastic body support portion of the steering device of the eighth embodiment.

FIG. 22 is a side view showing the steering system of the ninth embodiment.

FIG. 23 is a plan view showing a steering system according to a ninth embodiment.

FIG. 24 is an operation explanatory view showing the steering system of the ninth embodiment.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Steering wheel 2 Upper steering shaft 3 Universal joint 4 Lower steering shaft 5 Front-back direction moving mechanism 6 Left-right direction moving mechanism 7 Front-back moving servo motor 8 Left-right moving servo motor 9 Left-right swinging shaft 10 Control controller (front-back moving control means) And left and right movement control means) 11 ignition key 12 steering angle sensor (turning angle detection means) 13 vehicle speed sensor (vehicle speed detection means) 14 lateral acceleration sensor (lateral acceleration detection means) 15 yaw rate sensor (yaw rate detection means)

Front page continuation (51) Int.Cl. ⁷ Identification code FI theme code (reference) B62D 137: 00 B62D 137: 00 (72) Inventor Mitsuhiro Makita 2 Takaracho, Kanagawa-ku, Yokohama-shi Kanagawa Nissan Motor Co., Ltd. ( 72) Inventor Kenji Suma 2 Takara-cho, Kanagawa-ku, Yokohama-shi, Kanagawa Nissan Motor Co., Ltd. F-term (reference) 3D030 DD63 DD64 3D032 CC01 DA03 DA23 DA28 DA33 DA39 DC08 DC33 DD01 GG01

Claims (16)

[Claims] 1. A running state detecting means for detecting a running state of a vehicle, and a front-back direction moving mechanism provided in a transmission system for transmitting a steering operation of a steering wheel, for moving the steering wheel position in the front-back direction of the vehicle. A front-rear movement control means for controlling movement of a steering wheel position in a vehicle front-rear direction according to a traveling state of the vehicle detected by the traveling state detection means. 2. The steering apparatus according to claim 1, wherein the traveling state detecting means is a steering angle detecting means for detecting a steering angle operated by a driver, and the front-rear movement control means is a steering wheel. A steering device characterized in that the steering wheel approaches the driver when the angle is large, and when the steering angle is small, the steering wheel is a means for controlling the forward and backward movement of moving away from the driver. 3. The steering apparatus according to claim 1, wherein the traveling state detecting unit is a vehicle speed detecting unit that detects a vehicle speed, and the front-rear movement control unit causes a steering wheel to be provided to a driver when the vehicle speed is low. A steering device, characterized in that the steering wheel is a means for controlling forward and backward movements so that the steering wheel moves away from the driver when approaching and the vehicle speed is high. 4. The steering apparatus according to claim 1, wherein the traveling state detecting means is a lateral acceleration detecting means for detecting a lateral acceleration applied to the vehicle, and the longitudinal movement control means is provided when the lateral acceleration is large. A steering device characterized in that the steering wheel is a means for controlling the longitudinal movement of the steering wheel away from the driver when the steering wheel approaches the driver and the lateral acceleration is small. 5. The steering apparatus according to claim 1, wherein the traveling state detecting unit is a yaw rate detecting unit that detects a yaw rate of the vehicle, and the front-rear movement control unit operates the steering wheel when the yaw rate is large. A steering device, which is a means for controlling the front-rear movement of the steering wheel moving away from the driver when the yaw rate is small when approaching the driver. 6. The steering apparatus according to claim 1, further comprising: a steering angular velocity calculation unit that calculates a steering angular velocity according to a driver's operation, wherein the longitudinal movement control unit is a steering unit. A steering device, characterized in that it is a means for performing forward / backward movement control so that the forward / backward movement of the steering wheel in the direction away from the driver is stopped when the angular velocity is high. 7. The steering apparatus according to claim 1, further comprising steering angle detection means for detecting a steering angle operated by a driver, wherein the longitudinal movement control means is a steering wheel. When the angle is around 180 degrees or more, it is a means for performing the front-rear movement control so that the change in the front-rear movement amount of the steering wheel with respect to the increase in the steered angle is suppressed to be smaller than that when steering in the region where the steered angle is small. Steering device. 8. A traveling state detecting means for detecting a traveling state of a vehicle, and a lateral movement mechanism provided in a transmission system for transmitting a steering operation of a steering wheel, for moving the steering wheel position in the lateral direction of the vehicle. A left-right movement control means for controlling movement of the steering wheel position in the vehicle left-right direction according to the traveling state of the vehicle detected by the traveling-state detecting means. 9. The steering apparatus according to claim 8, wherein the traveling state detecting means is a steering direction detecting means for detecting a steering direction operated by a driver, and the left-right movement control means is a steering wheel. The steering wheel moves to the right when the steering direction is right, and the steering wheel moves to the left when the steering direction is left steering. Steering device. 10. The steering apparatus according to claim 9, wherein, as the traveling state detecting means, a vehicle speed detecting means for detecting a vehicle speed is added, and the left / right movement control means is provided with a rightward movement amount and a leftward rotation when turning to the right. A steering device, which is means for performing a left-right movement control that reduces the leftward movement amount at the time of rudder as the vehicle speed increases. 11. The steering device according to claim 10, wherein the left-right movement control means reverses the moving direction of the steering wheel when the vehicle speed exceeds a set threshold value, and increases the moving amount as the vehicle speed increases. A steering device, which is means for performing movement control. 12. The steering apparatus according to claim 8, wherein the traveling state detecting means is a sideslip angle calculating means for calculating a sideslip angle of a vehicle, and the left and right movement control means is a steering wheel of a steering wheel as viewed from a driver. A steering device, which is means for performing a lateral movement control for matching a center position with a sideslip angle direction of a vehicle. 13. The steering apparatus according to claim 9, wherein, as the traveling state detecting means, a lateral acceleration detecting means for detecting a lateral acceleration applied to the vehicle is added, and the left-right movement control means is a right steering wheel. A steering device comprising means for performing a left-right movement control for increasing the amount of movement and the amount of left movement at the time of turning to the left as the lateral acceleration increases. 14. The steering apparatus according to claim 9, wherein as the traveling state detecting means, a yaw rate detecting means for detecting a yaw rate of the vehicle is added, and the left / right movement control means is configured to detect a right movement amount during right steering. A steering device, comprising means for performing a left-right movement control for increasing a left movement amount at the time of turning to the left as the yaw rate increases. 15. The steering apparatus according to any one of claims 8 to 14, wherein the left-right movement control means has a wheel surface of a steering wheel facing left and moving leftward when moving rightward. A steering device characterized in that it is a means for performing control so that the wheel surface of the steering wheel faces right when the steering wheel is turned. 16. A front-rear direction moving mechanism and a steering device, which are provided in a traveling state detecting means for detecting a traveling state of a vehicle and a transmission system for transmitting a steering operation of a steering wheel, and move the steering wheel position in the longitudinal direction of the vehicle. A lateral movement mechanism for moving the wheel position in the lateral direction of the vehicle, and a longitudinal movement control means for controlling movement of the steering wheel position in the longitudinal direction of the vehicle according to the traveling state of the vehicle detected by the traveling state detecting means, and A left-right movement control means for controlling movement of the steering wheel position in the left-right direction of the vehicle, and a steering device.