JP2004050858A - Steering gear for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent any unexpected movement of an operational actuator when the power supply to the operational actuator and a steering actuator of a vehicle steering gear is blocked. <P>SOLUTION: The steering angle is changed by the movement of a steering actuator 2 to be controlled by a main control device 20. An operational actuator 19 to apply the torque to an operational member is controlled by a sub control device 21 based on the control signal transmitted from the main control device 20. A sub-blocking signal transmitted to the sub control device 21 is generated by the main control device 20, and a main switch 41 to open/close a supply route of the operational power to the main control device 20 and the steering actuator 2 is opened. Control of the operational actuator 19 by the sub control device 21 based on the control signal is released according to the sub-blocking signal. After the operational actuator 19 is controlled by the sub control device 21 so as to maintain a stopped condition, a sub switch 42 to open/close the supply route of the operational power to the sub control device 21 and the operational actuator 19 is opened. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a steering actuator for generating a steering angle change, and a vehicle steering system including an operation actuator for generating a torque acting on an operation member.
[0002]
[Prior art]
There is a vehicle steering system that employs a so-called steer-by-wire system that does not mechanically connect an operating member to wheels, or a vehicle steering system that transmits rotation of a steering wheel to a steering gear via a variable transmission ratio mechanism such as a planetary gear mechanism. Is being developed. These steering devices include not only a steering actuator that causes a change in the steering angle, but also an operation actuator that gives a driver a steering feeling. Further, a sensor for detecting operating conditions such as an operation amount of an operation member, a vehicle speed, a steering angle, and the like is provided, and a control amount of the steering actuator and a control amount of the operation actuator are calculated from the detected values.
[0003]
[Problems to be solved by the invention]
In the vehicle steering system as described above, a main control device for controlling the steering actuator and a sub-control device for controlling the operation actuator are provided, and the main control device controls not only the control amount of the steering actuator but also the operation actuator. It has also been proposed to calculate an amount, send a control signal corresponding to the control amount from the main control device to the sub-control device, and control the operation actuator by the sub-control device based on the control signal. In this case, when the ignition switch is turned off to stop the vehicle, or when an abnormality in the control system is detected by the fail-safe system, the main control device, the steering actuator, the sub-control device, and the operation actuator are controlled. It is necessary to cut off the supply of operating power.
[0004]
Therefore, when the ignition switch is turned off or when an abnormality in the control system is detected, a main shutoff signal is generated, and the main switch that opens and closes the supply path of the operating power to the main control device and the steering actuator is operated in accordance with the main shutoff signal. Opened by the main control unit, and further generates a sub-cutoff signal input to the sub-control unit by the main control unit according to the main cut-off signal, and opens and closes the supply path of operating power to the sub-control unit and the operation actuator It is conceivable that the auxiliary switch to be opened is opened by the auxiliary control device in response to the auxiliary cutoff signal.
[0005]
However, there is a control delay from the time when the main switch is opened by the main control device in response to the main cutoff signal to the time when the sub switch is opened by the sub control device in response to the subcutoff signal. When the main switch is opened, the operation of the control amount of the operation actuator by the main control device is not performed, so that the control signal corresponding to the control amount of the operation actuator becomes unstable. On the other hand, the control of the operation actuator by the sub-control device is continued until the sub-switch is opened. Therefore, during the control delay, the operation actuator is controlled based on the indefinite control signal, and thus the operation actuator may move unexpectedly. Unexpected movement of the operation actuator causes sudden rotation of the operation member or the like, which gives a feeling of strangeness to the driver.
An object of the present invention is to provide a vehicle steering system that can solve the above-described problems.
[0006]
[Means for Solving the Problems]
The present invention provides a steering actuator, a mechanism for transmitting the movement of the steering actuator to wheels so that a change in steering angle occurs, an operation actuator for generating torque acting on an operation member, and controlling the steering actuator. Main control device, a sub-control device for controlling the operation actuator thereof based on a control signal sent from the main control device, a means for generating a main cutoff signal, and operation of the main control device and the steering actuator. A main switch that opens and closes a supply path of power for use, and a sub-switch that opens and closes a supply path of operation power to the operation actuator and a sub-control device for the main switch. A sub-interruption signal to be sent to the sub-controller is generated, and the main switch is opened. More sub switch is applied to a vehicle steering system is opened.
[0007]
One feature of the present invention is that, in response to the sub-cutoff signal, the control of the operation actuator by the sub-control device based on the control signal is released, and the operation actuator is maintained in the operation stop state by the sub-control device. After that, the sub-switch is opened.
Accordingly, even if a control delay occurs from the time when the main switch is opened by the main control device in response to the main cutoff signal to the time when the subswitch is opened by the subcontroller in response to the subcutoff signal, the control delay is maintained during the control delay. Since the operation actuator is maintained in the operation stop state, unexpected movement of the operation actuator can be prevented.
[0008]
Another feature of the present invention is that the main switch is opened such that the main switch is opened by the main controller in response to the main cutoff signal after the subswitch is opened by the subcontroller in response to the sub shutoff signal. The point is that the opening timing is set.
Thus, before the main switch is opened by the main control device in response to the main cutoff signal, the sub switch is opened by the subcontroller in response to the sub cutoff signal. The control continues to operate. That is, an appropriate control signal can be continuously transmitted from the main control device to the sub-control device until power supply to the operation actuator is cut off, and unexpected movement of the operation actuator can be prevented.
[0009]
BEST MODE FOR CARRYING OUT THE INVENTION
The vehicle steering system according to the first embodiment shown in FIG. 1 includes an operation member 1 simulating a steering wheel, a steering actuator 2 configured by an electric motor, and a steering gear 3. The movement of the steering actuator 2 is transmitted to the wheels 4 by the steering gear 3 so that the steering angle is changed without mechanically connecting the operating member 1 to the wheels 4. That is, the steering gear 3 has a motion conversion mechanism that converts the rotational motion of the output shaft of the steering actuator 2 into the linear motion of the steering rod 7. The movement of the steering rod 7 is transmitted to the wheel 4 via the tie rod 8 and the knuckle arm 9, so that the toe angle of the wheel 4 changes. As the steering gear 3, a known gear can be used, and the configuration is not limited as long as the mechanism can transmit the movement of the steering actuator 2 to the wheels 4 so that the steering angle changes. In this embodiment, the steering rod 7 is formed with a rack 7a that meshes with a pinion 2a attached to the output shaft of the steering actuator 2. When the steering actuator 2 is not driven, the wheel alignment is set so that the wheels 4 can return to the straight traveling position by the self-aligning torque.
[0010]
The operation member 1 is connected to an input-side rotation shaft 10 rotatably supported by the vehicle body so as to rotate together with the input-side rotation shaft 10. An output shaft of an operation actuator 19 constituted by an electric motor that generates a torque acting on the operation member 1 is integrated with the input-side rotary shaft 10.
[0011]
The output side rotation shaft 15 is mechanically connected to the wheel 4 so as to rotate according to the movement of the wheel 4 due to a change in the steering angle. The output side rotation shaft 15 of the present embodiment is connected to the pinion 15a meshing with the rack 7a so as to rotate together with the pinion 15a. A coupling mechanism 30 that constitutes a fail-safe mechanism is provided between the output side rotation shaft 15 and the input side rotation shaft 10. The input-side rotary shaft 10 and the output-side rotary shaft 15 are normally rotated so as not to transmit torque, and are connected to each other by a connection mechanism 30 that operates for fail-safe so as to transmit torque. The connection mechanism 30 is constituted by, for example, an electromagnetic clutch.
[0012]
An angle sensor 11 for detecting an operation angle δh as an operation amount of the operation member 1 is provided. A torque sensor 12 that detects a torque transmitted by the input side rotation shaft 10 as the operation torque Th is provided. A steering angle sensor 13 that detects a steering angle δ as a steering amount of the wheel 4 is provided. The steering angle sensor 13 of the present embodiment detects the amount of movement of the steering rod 7 as the steering angle δ. A speed sensor 14 for detecting the vehicle speed V is provided. A lateral acceleration sensor 17 for detecting a lateral acceleration Gy of the vehicle is provided. A yaw rate sensor 18 for detecting the yaw rate γ of the vehicle is provided. The angle sensor 11, the torque sensor 12, the steering angle sensor 13, the speed sensor 14, the lateral acceleration sensor 17, and the yaw rate sensor 18 are connected to a main controller 20 constituted by a computer. The sub control device 21 and the ignition switch 22 are connected to the main control device 20. When the ignition switch 22 is turned off, a main shutoff signal sent to the main controller 20 is generated. Further, main controller 20 generates a main shutoff signal by itself upon detection of an abnormality. For example, if the change of the steering angle δ with respect to the command control amount of the steering actuator 2 is equal to or larger than a set value, it is determined that the steering angle is abnormal, and the main cutoff signal is generated. The main controller 20 cuts off power supply to, for example, an electromagnetic clutch constituting the connection mechanism 30 so that the input side rotation shaft 10 and the output side rotation shaft 15 are connected in a manner capable of transmitting torque in response to the main disconnection signal. To connect.
[0013]
The main control device 20 controls the steering actuator 2 via the main drive circuit 20a. The sub control device 21 controls the operation actuator 19 via the sub drive circuit 21a based on a control signal sent from the main control device 20.
[0014]
As shown in FIG. 2, the main drive circuit 20a has a bridge circuit composed of a plurality of switching elements. The bridge circuit includes first to fourth FETs (field effect transistors) 30a, 30b, 30c, and 30d that connect the steering actuator 2 to the vehicle-mounted battery E. By closing the first and third FETs 30a and 30c and opening the second and fourth FETs 30b and 30d, the steering actuator 2 is driven to rotate in one direction, and the open and closed states of the FETs 30a, 30b, 30c and 30d are reversed to allow other operations. It can be driven to rotate in any direction. The opening and closing of the FETs 30a, 30b, 30c and 30d are performed by complementary PWM signals, and the steering actuator 2 is driven in one direction when the PWM duty is 50% or more, is driven in the other direction when the PWM duty is less than 50%, and is driven in 50% or less. Stop operation.
The sub-drive circuit 21a has a bridge circuit composed of a plurality of switching elements. The bridge circuit includes first to fourth FETs 31a, 31b, 31c, and 31d that connect the operation actuator 19 to the vehicle-mounted battery E. By closing the first and third FETs 31a and 31c and opening the second and fourth FETs 31b and 31d, the operation actuator 19 is driven to rotate in one direction, and the open / close states of the FETs 31a, 31b, 31c and 31d are reversed to enable other operations. It can be driven to rotate in any direction. The opening and closing of the FETs 31a, 31b, 31c and 31d are performed by complementary PWM signals, and the operation actuator 19 is driven in one direction when the PWM duty is 50% or more, is driven in the other direction when the PWM duty is less than 50%, and is driven in 50% or less. Stop operation.
The detection sensor 32 for the current i of the steering actuator 2 is connected to the main control device 20, and the detection sensor 33 for the current ih of the operation actuator 19 is connected to the sub control device 21.
[0015]
FIG. 3 shows an example of a control block diagram of the steering actuator 2 and the operation actuator 19 by the main control device 20 and the sub control device 21. In FIG. 3, ih ^* Is the target drive current of the operation actuator 19, Th ^* Is the target operating torque, i ^* Is the target drive current of the steering actuator 2, δ ^* Is the target steering angle, δ _FF Is the steering angle set value, δ _FB Is a steering angle correction value, D is a behavior index value corresponding to a change in behavior of the vehicle 100 due to a change in the steering angle, D ^* Is a target behavior index value. The behavior index value D is obtained from the relational expression of D = K1 · Gy + K2 · γ · V, where the lateral acceleration weight ratio is K1, the yaw rate weight ratio is K2, and K1 + K2 = 1. The relational expression is stored in main controller 20, and behavior index value D is calculated from the relational expression and the detected values of lateral acceleration Gy, yaw rate γ, and vehicle speed V. The ratio between K1 and K2 may be set so that the behavior index value D corresponds to a change in the behavior of the vehicle due to a change in the steering angle, and may be a constant value such as K1 = K2 = 0.5, or may be a constant value. The change may be made according to a vehicle speed or the like which affects a change in the behavior of the vehicle due to the change.
[0016]
The main control device 20 sets a target behavior index value D corresponding to the detected operation angle δh. ^* Is calculated based on the transfer function G1. The transfer function G1 is determined in advance and stored in main controller 20. For example, G1 = K · V where K is a proportional constant, and D ^* = K · V · δh gives D ^* Is required. The proportional constant K is adjusted so as to perform optimal control. The main control device 20 sets the target behavior index value D ^* Steering angle set value δ according to _FF Is calculated based on the transfer function G2. Transfer function G2 is predetermined and stored in main controller 20. For example, G (v) is set to G2 = 1 / G (v) as a steady gain of the lateral acceleration with respect to the steering angle, and δ _FF = D ^* / G (v): steering angle set value δ _FF Is required. The gain G (v) is represented by G (v) = V, where SF is a stability factor and L is a wheel base. ² / ｛(1 + SF ・ V ² ) L｝. The main control device 20 sets the target behavior index value D ^* (D) obtained by subtracting the behavior index value D obtained based on the detected lateral acceleration Gy, the detected yaw rate γ, and the detected vehicle speed V ^* -D), and the deviation (D ^* -D) steering angle correction value δ according to _FB Is calculated based on the transfer function G3. Transfer function G3 is predetermined and stored in main controller 20. For example, G3 = (Kp + Ki / s) / G (v) so that PI control is performed using Kp as a proportional gain, Ki as an integral gain, and s as a Laplace operator, and δ _FB = (Kp + Ki / s) · (D ^* −D) / G (v) to calculate the steering angle correction value δ _FB Is required. Kp and Ki are adjusted so that optimal control can be performed. The main controller 20 sets the steering angle set value δ _FF And steering angle correction value δ _FB Target steering angle δ as the sum of ^* Is calculated. That is, main controller 20 sets target behavior index value D ^* And behavior index value D and target steering angle δ ^* And the desired behavior index value D obtained from the stored relationship. ^* And the behavior index value D, the target steering angle δ ^* Is calculated. In the control of the steering actuator 2, the steering angle set value δ _FF Corresponds to the feedforward term, and the steering angle correction value δ _FB Corresponds to a feedback term, so that integrated control of feedforward control and feedback control is performed. The main controller 20 controls the target steering angle δ ^* Target drive current i of the steering actuator 2 according to the ^* Is calculated based on the transfer function G4. The transfer function G4 is predetermined and stored in main controller 20. For example, G4 = Kb · [1 + 1 / (Tb · s)] so that PI control is performed using Kb as a gain and Tb as a time constant, and i ^* = Kb [1 + 1 / (Tb · s)] · δ ^* The target drive current i ^* Is required. The gain Kb and the time constant Tb are adjusted so as to perform optimal control. The target drive current i ^* , The steering actuator 2 is driven. That is, the target drive current i ^* The FETs 30a, 30b, 30c, and 30d are opened and closed by a PWM signal generated so as to eliminate the deviation between the current and the detection current i of the steering actuator 2 by, for example, PI control, thereby driving the steering actuator 2. As a result, the ratio between the operation angle δh and the steering angle δ changes according to changes in driving conditions such as the operation angle δh and the vehicle speed V.
[0017]
The main controller 20 controls the target operation torque Th according to the detected operation angle δh. ^* Is calculated based on the transfer function Gh1. The transfer function Gh1 is determined in advance and stored in main controller 20. For example, Gh1 = Kh · V, where Kh is a proportional constant, and Th is Th. ^* = Target operating torque Th by Kh · V · δh ^* Is required. The proportional constant Kh is adjusted so that optimal control can be performed. The main controller 20 controls the target operation torque Th. ^* (Th) of the detected operation torque Th ^* -Th) The target drive current ih of the operation actuator 19 according to (Th) ^* Is calculated based on the transfer function Gh2. Deviation (Th ^* -Th) and ih ^* The transfer function Gh2, which is a relationship with, is determined in advance and stored in main controller 20. For example, using Kbh as a gain, Tbh as a time constant, and s as a Laplace operator, Gh2 = Kbh [1 + 1 / (Tbh · s)] so that PI control is performed, and ih ^* = Kbh · [1 + 1 / (Tbh · s)] · (Th ^* −Th), the target drive current ih ^* Is required. The gain Kbh and the time constant Tbh are adjusted so as to perform optimal control. The target drive current ih ^* Is transmitted from the main control device 20 to the sub-control device 21. The sub-control device 21 outputs the target drive current ih ^* The operation actuator 19 is driven according to the control signal corresponding to. That is, the target drive current ih ^* The FET 31a, 31b, 31c, 31d is opened and closed by a PWM signal generated so as to eliminate the deviation between the current and the detection current ih of the operation actuator 19 by, for example, PI control, so that the operation actuator 19 is driven.
[0018]
As shown in FIG. 2, a main switch 41 that opens and closes a supply path of operation power to the main control device 20 and the steering actuator 2, and a supply path of operation power to the sub control device 21 and the operation actuator 19 A sub switch 42 that opens and closes is provided.
[0019]
When the ignition switch 22 is turned off, a main shut-off signal is sent to the main control device 20, or when the main control device 20 generates the main shut-off signal by itself upon detection of an abnormality, the main control device responds to the main shut-off signal. A sub-cutoff signal sent to the sub-control device 21 is generated by 20 and the main switch 41 is opened.
[0020]
The target drive current ih ^* After the control of the operation actuator 19 by the sub-control device 21 based on the control signal corresponding to is released, and the operation of the operation actuator 19 is controlled by the sub-control device 21 to maintain the operation stop state, the sub-control device 21 The sub switch 42 is opened. In the present embodiment, the PWM duty of the PWM signal that opens and closes the FETs 31a, 31b, 31c, and 31d is set to 50% so that the sub-control device 21 maintains the operation actuator 19 in the operation stop state.
[0021]
According to the first embodiment, the control delay from the time when the main switch 41 is opened by the main control device 20 in response to the main cutoff signal to the time when the sub switch 42 is opened by the sub control device 21 in response to the sub cutoff signal is reduced. Even if it occurs, the operation actuator 19 is maintained in the operation stop state during the control delay, so that unexpected movement of the operation actuator 19 can be prevented.
[0022]
In the first embodiment, the target driving current ih ^* The control of the operation actuator 19 by the sub control device 21 based on the control signal corresponding to the control signal is released, and the operation of the operation actuator 19 is controlled by the sub control device 21 to maintain the operation stop state. As a second embodiment instead of this, after the sub-switch 42 is opened by the sub-control device 21 in response to the sub-cutoff signal, the main switch 41 is opened by the main control device 20 in response to the main cutoff signal. The timing at which the main switch 41 is opened may be set by, for example, a timer built in the main controller 20. Thus, before the main switch 41 is opened by the main control device 20 in response to the main cutoff signal, the sub switch 42 is opened by the sub control device 21 in response to the sub cutoff signal. Main controller 20 continues to operate until shut down. That is, until the power supply to the operation actuator 19 is interrupted, the target drive current ih ^* Can be continuously transmitted, and unexpected movement of the operation actuator 19 can be prevented. Others are the same as the first embodiment.
[0023]
The present invention is not limited to the above embodiment.
For example, as shown in FIG. 4, according to a modification example, a steering wheel H as an operation member is mechanically connected to wheels, and a ratio between an operation amount of the operation member and a steering amount of the wheel can be changed. The present invention may be applied to the steering device 101. In the steering device 101, the rotation of the input shaft 102 in response to the operation of the steering wheel H is transmitted to an output shaft 111 by a rotation transmission mechanism 130, and the rotation of the output shaft 111 is steered so that the steering angle changes to the wheels. It is transmitted by a gear (not shown). As the steering gear, a known gear such as a rack and pinion type steering gear or a ball screw type steering gear can be used. The input shaft 102 and the output shaft 111 are arranged coaxially with a gap therebetween, and are supported by the housing 110 via bearings 107, 108, 112, 113. The rotation transmission mechanism 130 is a planetary gear mechanism in this modification, and holds a planetary gear 133 meshing with the sun gear 131 and the ring gear 132 by a carrier 134. The sun gear 131 is connected to the end of the input shaft 102 so as to rotate with the end. The carrier 134 is connected to the output shaft 111 so as to rotate with the output shaft 111. The ring gear 132 is fixed via a bolt 362 to a holder 136 surrounding the input shaft 102. The holder 136 is supported via a bearing 109 by a cylindrical member 135 fixed to the housing 110 so as to surround the input shaft 102. A worm wheel 137 is fitted around the outer periphery of the holder 136 so as to rotate with the worm. A worm 138 meshing with the worm wheel 137 is supported by the housing 110. The worm 138 is driven by a steering actuator 139 attached to the housing 110. An operation actuator 119 for generating a torque acting on the steering wheel H is provided. A main control device is provided for controlling the steering actuator 139 such that, for example, as the vehicle speed increases, the steering amount of the wheel with respect to the operation amount of the operation member decreases. Further, a sub-control device that controls the operation actuator 119 so that the torque applied to the steering wheel H is proportional to the steering angle is provided. The main control device, the steering actuator 139, the sub-control device, and the control system when the power supply to the operation actuator 119 is cut off are configured in the same manner as the above embodiments.
[0024]
The configuration of the control system of the steering actuators 2, 139 and the operation actuators 19, 119 during traveling is not limited to the above embodiment.
[0025]
【The invention's effect】
According to the present invention, in a vehicle steering system including a steering actuator and an operation actuator, the operation actuator does not move unexpectedly when the power supply is cut off, and it is possible to prevent a driver from feeling uncomfortable.
[0026]
[Disclosure of other technologies]
If the outputs of the current detection sensors 32 and 33 of the steering actuator 2 and the operation actuator 19 as in the above embodiment are offset, there is a possibility that a malfunction such as stick-slip of the actuators 2 and 19 may occur. In this case, a circuit for adjusting the output offset of the current detection sensors 32 and 33 is provided inside the drive circuits 20a and 21a, and when the output offset is adjusted, the control gain and the time constant of the actuators 2 and 19 are changed. Control software may need to be changed. Therefore, a switch for changing the target drive current input to the drive circuits 20a and 21a is provided outside the control device, and the target drive current i is calculated according to the operating conditions as in the above-described embodiment. ^* , Ih ^* Between the normal mode and the correction mode to zero, the offset amount is obtained from the output values of the sensors 32 and 33 in the correction mode, and the target drive current input to the drive circuits 20a and 21a in the normal mode. Is the target drive current i calculated according to the operating conditions. ^* , Ih ^* From the value corrected by the offset amount. Thus, the output offset of the current detection sensors 32 and 33 can be adjusted without changing the control software. If the offset amount is excessive, there is a possibility of some kind of hardware failure. Therefore, if the offset amount is equal to or more than a set value, an alarm may be issued.
[0027]
A vehicle that controls the attitude of the vehicle body by changing a steering angle by a steering actuator controlled by a main control device, and performs a steering control by changing a torque acting on an operation member by an operation actuator controlled by a sub control device. In the above, the presence or absence of abnormality in the main control device may be monitored by the sub control device, and the presence or absence of abnormality in the sub control device may be monitored by the main control device. In this case, when the main control device is abnormal, the control circuit is switched to control the steering actuator by the sub control device, and when the sub control device is abnormal, the control circuit is switched to control the operation actuator by the main control device. Thus, even if one of the main control device and the sub-control device fails, the other can be backed up. Thus, when one of the two control devices fails, both the attitude control and the steering control are stopped and a warning light or the like is used to warn the driver.
[0028]
A vehicle that controls the attitude of the vehicle body by changing a steering angle by a steering actuator controlled by a main control device, and performs a steering control by changing a torque acting on an operation member by an operation actuator controlled by a sub control device. In, a means for monitoring the presence or absence of abnormality of the main control device, and a means for monitoring the presence or absence of abnormality of the sub-control device are provided, and when the main control device is abnormal, both the attitude control and the steering control of the vehicle body are stopped, When the auxiliary control device is abnormal, if the main control device is normal, only the steering control may be stopped without stopping the vehicle body attitude control. This makes it possible to control the attitude of the vehicle body even when the sub-control unit is abnormal, reducing the burden on the driver to control the attitude of the vehicle body compared to stopping the attitude control of the vehicle body even when the main control unit is normal when the sub-control unit is abnormal. it can.
[Brief description of the drawings]
FIG. 1 is a configuration explanatory view of a vehicle steering system according to an embodiment of the present invention.
FIG. 2 is a configuration explanatory view of a main part of the vehicle steering system according to the embodiment of the present invention;
FIG. 3 is a control block diagram of a vehicle steering system according to an embodiment of the present invention.
FIG. 4 is a configuration explanatory view of a vehicle steering system according to a modified example of the present invention.
[Explanation of symbols]
1 Operation members
2,139 Steering actuator
3 Steering gear
4 wheels
19, 119 Operation actuator
20 Main controller
21 Sub-control device
22 ignition switch
41 Main switch
42 Secondary switch
H steering wheel

Claims (2)

A steering actuator,
A mechanism for transmitting the movement of the steering actuator to the wheels so that a change in the steering angle occurs,
An operation actuator for generating a torque acting on the operation member,
A main control device for controlling the steering actuator;
A sub-control device that controls the operation actuator based on a control signal sent from the main control device;
Means for generating a main shutoff signal;
A main switch that opens and closes a supply path of operating power to the main control device and the steering actuator;
Comprising a sub-control device and a sub-switch for opening and closing the supply path of the operating power to the operating actuator,
In response to the main cutoff signal, the main control unit generates a sub cutoff signal sent to the sub control unit, and the main switch is opened,
In response to the sub-cutoff signal, the control of the operation actuator by the sub-control device based on the control signal is released, and after the operation actuator is controlled by the sub-control device to maintain the operation stop state, the sub-control device is controlled by the sub-control device. A vehicle steering device with a switch opened. A steering actuator,
A mechanism for transmitting the movement of the steering actuator to the wheels so that a change in the steering angle occurs,
An operation actuator for generating a torque acting on the operation member,
A main control device for controlling the steering actuator;
A sub-control device that controls the operation actuator based on a control signal sent from the main control device;
Means for generating a main shutoff signal;
A main switch that opens and closes a supply path of operating power to the main control device and the steering actuator;
Comprising a sub-control device and a sub-switch for opening and closing the supply path of the operating power to the operating actuator,
In response to the main cutoff signal, the main control unit generates a sub cutoff signal sent to the sub control unit, and the main switch is opened,
The sub switch is opened by the sub control device in response to the sub cutoff signal,
The timing at which the main switch is opened is set such that the main switch is opened by the main control device in response to the main cutoff signal after the sub switch is opened by the sub control device in response to the sub cutoff signal. Vehicle steering system.

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