JP2008230427A - Steering device and control method for steering device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a steering device and a control method for a steering device capable of suppressing incompatible feeling of a driver even if control of a steering wheel steering angle of a steering wheel is performed only based on auxiliary operation. <P>SOLUTION: The steering device 1 is provided with a steering wheel rotation-movably supported around a rotation shaft 3 and pivot-movably supported around a pivot shaft at rotation motion; a steering angle sensor 6 for a steering angle θr of the steering wheel 2; a pivot angle sensor 5 for detecting a pivot angle θs of the steering wheel 2; and a steering wheel steering angle control part 177 for controlling steering wheel steering angles θ<SB>HR</SB>, θ<SB>HL</SB>of left and right front wheels 200R, 200L based on the detected steering angle θr and the pivot angle θs. The steering wheel steering angle control part 177 allows control of the steering wheel steering angles θ<SB>HR</SB>, θ<SB>HL</SB>based on only the detected pivot angle θs when an absolute value of the detected steering angle θr is a predetermined steering angle θr1 or less, i.e., a rotation operation neutral area. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a steering device and a steering device control method, and more particularly to a steering device and a steering device control method in which a driver performs a rotation operation and an auxiliary operation to control a steering wheel steering angle.

  A steering apparatus mounted on a conventional vehicle has a steering wheel that is supported on a rotary shaft so as to be capable of rotational movement as an operation target to be operated by a driver. The driver changes the steering wheel rudder angle of the steered wheels connected to the rotating shaft via a rotational force transmission mechanism including an assist mechanism by rotating the steering wheel, and changes the traveling direction of the vehicle. Can do. Here, the steering device mounted on the conventional vehicle is configured such that the steering wheel reaches the maximum steering wheel steering angle by rotating the steering wheel several times. This is because in the conventional torque transmission mechanism, the ratio of the steering wheel steering angle of the steering wheel to the rotation angle of the steering wheel, that is, the transmission ratio is constant. Therefore, the rotation angle at which the driver can rotate the steering wheel without changing the steering wheel is smaller than the maximum rotation angle at the maximum steering wheel steering angle of the steering wheel. As a result, in a steering apparatus mounted on a conventional vehicle, the driver needs to change the steering wheel. Here, the change-over operation by the driver may reduce the operability of the vehicle.

  Therefore, for example, a technique as shown in Patent Document 1 has been proposed. In the steering device (vehicle steering device) shown in Patent Document 1, the steering wheel can perform a rotational motion around the rotational operation shaft and a rocking motion around the rocking operation shaft, and the driver can operate one steering wheel. The steering wheel steering angle of the steered wheel is controlled by rotating and swinging.

JP 2000-52997 A

  By the way, in the steering device shown in Patent Document 1, the swing operation is restricted in a region where the steering wheel steering angle of the steered wheel is small, and is permitted only in a large region. Therefore, in the steering device disclosed in Patent Document 1, it is not possible to control the steering wheel steering angle based only on the swing operation unless the rotation operation is performed. On the other hand, the control of the steering wheel rudder angle based only on the swing operation regardless of the rotation operation is based on only the swing operation even when the driver performs the swing operation unintentionally. Control of the steering wheel steering angle is performed, which may give the driver a feeling of strangeness.

  The present invention has been made in view of the above, and a steering apparatus and a steering apparatus that can suppress a driver's uncomfortable feeling even when the steering wheel steering angle of a steered wheel is controlled based only on an auxiliary operation. It is an object to provide a control method.

  In order to solve the above-described problems and achieve the object, the steering device according to the present invention is supported so as to be capable of rotating around the rotation axis, and is supported so as to be capable of an auxiliary motion different from the rotational motion at least during the rotational motion. A rotating physical quantity detection means for detecting a rotational motion physical quantity when the operating target is changed from the rotation reference position during the rotational movement, and when the operation target is changed from the auxiliary reference position during the auxiliary movement of the operation target. And a steering wheel steering angle control means for controlling the steering wheel steering angle of the steering wheel based on the detected rotational motion physical quantity and the auxiliary motion physical quantity. The rudder angle control means allows control of the steered wheel rudder angle based on only the detected auxiliary motion physical quantity when the detected rotational motion physical quantity is within a predetermined region. To.

  In the present invention, in the above steering apparatus, the rotational motion physical quantity is a steering angle that changes with respect to the rotation reference position due to the rotation motion, and the predetermined region is a steering angle in a neutral region across the rotation reference position. It is characterized by.

  In the present invention, in the above steering apparatus, the auxiliary motion is a swing motion around the swing shaft.

  Further, in the control method of the steering device according to the present invention, the procedure for detecting the rotational motion state of the operation target, the procedure for detecting the auxiliary motion state of the operation target, and the detected rotational motion physical quantity and auxiliary motion physical quantity are detected. And controlling the steering wheel steering angle of the steered wheel based on the steering wheel steering angle of the steering wheel based on only the detected auxiliary motion physical quantity when the detected rotational motion physical quantity is within the predetermined region. The method further includes a procedure for allowing control.

  According to these inventions, the steering wheel steering angle of the steered wheel is determined by the rotation operation that causes the driver to rotate the operation object and the auxiliary operation that assists the operation object different from the rotation movement, for example, around the swing axis. It is controlled by a swinging operation that swings. At this time, even if only the auxiliary operation is performed on the operation target by the driver, the detected rotational motion physical quantity is not a steering angle in a predetermined region, for example, the detected steering angle is in a neutral region sandwiching the rotation reference position. The control of the steering wheel steering angle based only on the auxiliary movement physical quantity detected by the auxiliary operation is prohibited. In other words, if the driver does not turn the vehicle by turning operation, that is, if the operation target is assisted by the driver before performing the turning operation, steering based on the auxiliary movement physical quantity only. The wheel steering angle can be controlled. In addition, since the vehicle is in a straight traveling state when the rotation operation is not performed, the driver does not have to concentrate on the rotation operation, and therefore, it can be performed only with the assistance operation. Therefore, control of the steering wheel steering angle based only on the auxiliary movement physical quantity is allowed only in a situation where the driver does not need to concentrate on the rotation operation, and therefore only for the auxiliary operation that the driver does not intend. Control of the steering wheel rudder angle based on this can be suppressed. Thereby, even if the steering wheel steering angle of the steered wheels is controlled based only on the assist operation, the driver's uncomfortable feeling can be suppressed.

  In the present invention, the steering apparatus further includes auxiliary torque detection means for detecting auxiliary torque acting on the operation target object during auxiliary movement, and the steering wheel steering angle control means has a predetermined auxiliary torque detected by the steering wheel steering angle control means. When the torque is equal to or greater than the torque, the control of the steering wheel steering angle is allowed based only on the detected swing motion physical quantity.

  According to the present invention, when the detected auxiliary torque is equal to or greater than the predetermined torque, that is, it is possible to confirm that the auxiliary torque is acting on the operation target object because the operation target object is auxiliary operated by the driver's intention. In this case, the steering wheel steering angle can be controlled based only on the detected auxiliary motion physical quantity. Therefore, it is possible to further suppress the control of the steered wheel steering angle based only on the auxiliary operation not intended by the driver. Thereby, even if the steering wheel steering angle of the steered wheel is controlled based only on the assist operation, the driver's uncomfortable feeling can be reliably suppressed.

  INDUSTRIAL APPLICABILITY The steering device and the steering device control method according to the present invention have an effect that it is possible to suppress the driver's uncomfortable feeling even when the steering wheel steering angle of the steered wheels is controlled based only on the auxiliary operation.

  Hereinafter, the present invention will be described in detail with reference to the drawings. In addition, this invention is not limited by the following Example. In addition, constituent elements in the following embodiments include those that can be easily assumed by those skilled in the art or those that are substantially the same. In the following embodiments, the steering wheel rudder angles of the left and right front wheels, which are the steered wheels, are integrally changed based on the corrected transmission ratio. However, the present invention is not limited to this, and the correction is made. The configuration may be such that the steering wheel rudder angle of the left and right front wheels, which are the steered wheels, can be independently changed based on the transmitted transmission ratio. Further, in the following embodiment, a case where the variable transmission ratio steering device is mounted on a vehicle in which only the left and right front wheels are steering wheels will be described, but the present invention is not limited to this, and all the wheels are steering wheels. It may be mounted on a certain vehicle.

[Embodiment]
FIG. 1 is a diagram illustrating a schematic configuration example of a steering apparatus according to an embodiment. FIG. 2 is a diagram illustrating a configuration example in the vicinity of the steering wheel. FIG. 3 is a cross-sectional view taken along the line AA of FIG. FIG. 4 is a diagram illustrating an example of a steering angle transmission ratio map. FIG. 5 is a diagram illustrating an example of the correction coefficient map. FIG. 6 is a diagram showing a swing angle transmission ratio map. As shown in FIG. 1, a steering apparatus 1 according to an embodiment is mounted on a vehicle (not shown), and includes a steering wheel 2, a rotation shaft 3, a swing shaft 4, and a swing angle sensor 5. Steering angle sensor 6, swing torque sensor 7, steering arm 8, arm moving mechanism 9, shaft 10, transmission ratio changing device 11, steering wheel steering angle sensor 12, assist actuator 13, and transmission The specific reaction force generator 14, the vehicle speed sensor 15, the acceleration sensor 16, and the control device 17 are configured.

Reference numeral 200R denotes a right front wheel that is a steering wheel. Reference numeral 200L denotes a left front wheel that is a steering wheel. The right front wheel 200R is supported to be swingable about a swing center 201R. The left front wheel 200L is supported so as to be swingable about a swing center 201L. The left and right front wheels 200R and 200L are connected to a drive shaft (not shown) that is rotatably supported, and is supported so as to be capable of rolling around the drive shaft. Here, the swing angle of the right front wheel 200R, that is, the steering wheel steering angle is θ _HR, and the swing angle of the left front wheel 200L, that is, the steering wheel steering angle is θ _HL . Steering wheel rudder angles θ _HR and θ _HL are 0 degrees when the vehicle is traveling straight, plus a right turn direction of the vehicle and minus a left turn direction of the vehicle.

  The steering wheel 2 is an operation target. In the embodiment, the steering wheel 2 is operated by a driver who rides on a vehicle (not shown) on which the steering device 1 is mounted. The steering wheel 2 is formed with a support space portion 21 in which a support portion 31 described later of the rotary shaft 3 is slidably supported.

  The rotating shaft 3 is connected to the steering wheel 2. The rotating shaft 3 has a support portion 31 formed at one end in the axial direction, and the other end connected to a first rotating member 111 described later of the transmission ratio changing device 11. The support portion 31 has a cylindrical shape, and a support hole 31a is formed in the center portion. The support part 31 is inserted into the support space part 21. Accordingly, the rotating shaft 3 is fixed to the steering wheel 2 via the swing shaft 4. The rotating shaft 3 is rotatably supported by a support member 32. The support member 32 is fixed inside the vehicle (not shown). Therefore, the steering wheel 2 is supported so as to be capable of rotating around the rotating shaft 3 and can rotate around the rotating shaft 3. Thereby, the rotation shaft 3 rotates when the driver rotates the steering wheel 2.

  Here, the rotation angle of the steering wheel 2, that is, the rotation angle of the rotation shaft 3 is defined as a steering angle θr. As for the steering angle θr, the rotational operation neutral position where the steering wheel 2 is located when the vehicle is traveling straight is 0 degrees, the right rotational operation direction of the steering wheel 2 is positive, and the left rotational operation direction is negative. That is, the steering angle θr is a physical quantity when the steering wheel 2 changes in the rotational operation direction from the rotational operation neutral position, which is the rotation reference position, during the rotational movement of the steering wheel 2. Further, since the rotation of the rotating shaft 3 is restricted by the maximum rotation angle, the rotational motion of the steering wheel 2 is restricted by the maximum steering angle θrmax. That is, when the steering wheel 2 is at the maximum steering angle θrmax, the driver further performs a rotation operation from the rotation operation end position where the steering wheel 2 is located. So that it is regulated. The maximum steering angle θrmax is set to an angle at which the driver can rotate the steering wheel 2 without changing the steering wheel 2. For example, the maximum steering angle θrmax is set to about ± 120 degrees.

  The swing shaft 4 connects the steering wheel 2 to the rotation shaft 3. The swing shaft 4 is inserted into the support hole 31 a and both ends are fixed to the steering wheel 2. That is, the swing shaft 4 is rotatably supported by the rotary shaft 3. Therefore, the steering wheel 2 is supported so as to be capable of swinging around the swinging shaft 4, and can be swingably moved around the swinging shaft 4, that is, supported so as to be capable of assisting, and can be auxiliary moved around the swinging shaft 4. . As a result, the steering wheel 2 is supported so as to be capable of an auxiliary motion different from the rotational motion, that is, a swing motion, during the rotational motion of the steering wheel 2. That is, the driver can perform only the rotation operation, the auxiliary operation, that is, only the swing operation, or the simultaneous operation of the rotation operation and the swing operation with respect to the steering wheel 2. Here, in the embodiment, the swing shaft 4 is arranged so that the rotation shaft 3 is parallel to the vertical direction (vertical direction in FIG. 2) of the steering wheel 2 when the steering wheel 2 is in the rotational operation neutral position. Is supported rotatably. That is, the steering wheel 2 is supported so as to be able to swing around the vertical direction of the steering wheel 2 at the rotational operation neutral position.

  Here, the swing angle of the steering wheel 2, that is, the rotation angle of the swing shaft 4 is defined as a swing angle θs. The swing angle θs is the swing operation neutral position at which the steering wheel 2 is located when the transmission relative reaction force TFA generated by the transmission relative reaction force generator 14 (described later) is acting on the steering wheel 2 by 0 degree. The right swing operation direction of the steering wheel 2 is positive, and the left swing operation direction is negative. The swing angle θs is a physical quantity when the steering wheel 2 changes in the swing operation direction from the swing operation neutral position, which is the auxiliary reference position, during the swing motion of the steering wheel 2, that is, during the auxiliary motion. Further, the swing of the steering wheel 2 is restricted by the maximum swing angle θsmax. That is, the steering wheel 2 cannot be swung by the driver from the rocking operation end position where the steering wheel 2 is positioned at the maximum rocking angle θsmax, and in this case, the pushing operation cannot be performed. Is regulated. The maximum swing angle θsmax is set to about ± 30 degrees, for example.

  The swing angle sensor 5 is auxiliary motion physical quantity detection means. The swing angle sensor 5 detects a swing angle θs that is an auxiliary motion physical quantity of the steering wheel 2 that is an operation target. The swing angle sensor 5 is connected to the control device 17, and the detected swing angle θs is output to the control device 17. The swing angle sensor 5 optically or mechanically detects a displacement amount around the swing shaft 4 of the steering wheel 2.

  The steering angle sensor 6 is a rotational motion physical quantity detection means. The steering angle sensor 6 detects a steering angle θr that is a physical quantity of rotational motion of the steering wheel 2 that is an operation target. The steering angle sensor 6 is connected to the control device 17, and the detected steering angle θr is output to the control device 17. Here, the steering angle sensor 6 optically or mechanically detects the amount of displacement around the steering wheel 2, that is, the rotation shaft 3 to which the steering wheel 2 is coupled.

  The swing torque sensor 7 is auxiliary torque detection means. The swing torque sensor 7 detects the swing torque Ts generated around the swing shaft 4 during the swing motion and acting on the steering wheel 2, that is, the assist torque acting on the operation target during the assist motion. is there. The swing torque sensor 7 is connected to the control device 17, and the detected swing torque Ts is output to the control device 17.

  The steering arm 8 is swingably connected at both ends to the left and right front wheels 200R and 200L.

The arm moving mechanism 9 changes the steering wheel steering angles θ _HR and θ _HL of the left and right front wheels 200R and 200L by moving the steering arm 8 with respect to the arm moving mechanism 9 by the rotational force of the shaft 10. The arm moving mechanism 9 is configured by a conversion mechanism that converts rotational motion into linear motion, for example, a gear mechanism of a rack gear and a pinion gear. In the arm moving mechanism 9, a shaft 10 that rotates through an assist actuator 13 is connected to the rotational movement side of a speed change mechanism (not shown), and a steering arm 8 that moves linearly moves to the linear movement side. Therefore, the arm moving mechanism 9 causes the steering arm 8 to move linearly by rotating the shaft 10. As a result, the steering wheel steering angles θ _HR and θ _HL change according to a change in a rotation angle θ _H described later of the shaft 10. The arm moving mechanism 9 may set the steering wheel steering angles θ _HR and θ _HL to the same angle with respect to the rotation angle θ _H of the shaft 10, or different angles depending on the turning state of the vehicle (not shown). .

One end of the shaft 10 in the axial direction is connected to a later-described second rotating member 112 of the transmission ratio changing device 11, and the other end is coupled to the arm moving mechanism 9 via the assist actuator 13. Here, the rotation angle of the shaft 10 is defined as a rotation angle θ _H. Regarding the rotation angle θ _H , the steering wheel neutral position where the shaft 10 is located when the vehicle is traveling straight is 0 degrees, the right turning direction of the vehicle is positive, and the left turning direction is negative. Further, the rotation of the shaft 10 is regulated by the maximum rotation angle θ _H max. Here, the maximum rotation angle is the rotation angle of the shaft 10 at the time of the maximum steering wheel steering angles θ _HR and θ _HL of the left and right front wheels 200R and 200L. Note that the maximum steered wheel steering angles θ _HR and θ _HL vary depending on the type of vehicle, but are set to about ± 40 ° to 50 °, for example.

The transmission ratio changing device 11 constitutes a part of the steering wheel steering angle control means, and the rotation angle of the rotating shaft 3, that is, the steering angle θr of the steering wheel 2, and the steering wheel steering angles of the left and right front wheels 200R, 200L. The steering angle transmission ratio, which is the ratio between θ _HR and θ _HL , is changed. Further, the transmission ratio changing device 11 is a swing that is a ratio between the rotation angle of the swing shaft 4, that is, the swing angle θs of the steering wheel 2 and the steering wheel steering angles θ _HR and θ _HL of the left and right front wheels 200R and 200L. Some change the angular transmission ratio. In embodiments, transmission ratio changing device 11, the steering angle transmission ratio to the ratio between the rotation angle theta _H of the shaft 10 and the steering angle θr of the steering wheel 2, which changes according to the steering wheel steering angle theta _HR, theta _HL As a swing angle transmission ratio, the ratio of the swing angle θs of the steering wheel 2 and the rotation angle θ _H of the shaft 10 that changes according to the steering wheel steering angles θ _HR and θ _HL is changed.

The transmission ratio changing device 11 is configured by, for example, a harmonic drive (registered trademark) mechanism or a motor mechanism. For example, as illustrated in FIG. 1, in the transmission ratio changing device 11, the first rotating member 111 and the second rotating member 112 are supported so as to be relatively rotatable, and the rotation angle and the second rotation of the first rotating member 111 are supported. The rotation angle ratio with the rotation angle of the member 112 can be changed. The transmission ratio changing device 11 is connected to the control device 17, and drive control is performed by a steering wheel steering angle control unit 177 described later of the control device 17. The transmission ratio changing device 11 is based on a steering angle transmission ratio TFr corrected by a steering angle transmission ratio correcting unit 175 described later of the control device 17, and the steering angle θr of the steering wheel 2 to which the first rotating member 111 is connected. The rotation angle θ _H of the shaft 10 to which the second rotation member 112 is connected is changed. For example, the transmission ratio changing device 11 can set the rotation angle θ _H of the shaft 10 to +30 degrees when the steering angle transmission ratio TFr is 0.75 and the steering angle θr of the steering wheel 2 is +40 degrees. A rotational force is applied to the shaft 10. Further, the transmission ratio changing device 11 provides a rotational force capable of maintaining the state if the steering angle transmission ratio TFr is changed or the steering angle θr of the steering wheel 2 does not change when the shaft 10 reaches +30 degrees. It acts on at least the shaft 10. Further, the transmission ratio changing device 11 is based on a swing angle transmission ratio TFs corrected by a swing angle transmission ratio calculation unit 176, which will be described later, of the control device 17, and the steering wheel 2 to which the first rotating member 111 is coupled. The rotation angle θ _H of the shaft 10 to which the second rotation member 112 is connected with respect to the swing angle θs is changed.

The steered wheel steering angle sensor 12 detects the rotation angle θ _H of the shaft 10. That is, the steering wheel steering angle sensor 12 detects the steering wheel steering angles θ _HR and θ _HL that change in accordance with the rotation angle θ _H of the shaft 10. The steered wheel steering angle sensor 12 is connected to the control device 17, and the detected rotation angle θ _H is output to the control device 17. The steered wheel rudder angle sensor 12 detects the amount of displacement around the shaft 10 optically or mechanically. The steered wheel steering angle sensor 12 may be provided anywhere between the transmission ratio changing device 11 and the left and right front wheels 200R and 200L.

The assist actuator 13 assists the rotation operation of the steering wheel 2 by the driver. The assist actuator 13 amplifies the rotational force generated when the driver rotates the steering wheel 2 or the rotational force generated when the driver only swings the steering wheel 2 to the arm moving mechanism 9. To communicate. In the embodiment, the assist actuator 13 is a motor and is provided between the shaft 10 and the arm moving mechanism 9. The assist actuator 13 is connected to the control device 17, and drive control is performed by the control device 17. The assist actuator 13 is based on the assist force calculated by an assist force calculation unit (not shown) of the control device 17, and the rotational force generated by the driver rotating the steering wheel 2 or the driver swinging the steering wheel 2. The rotational force generated by the dynamic operation is amplified and transmitted to the arm moving mechanism 9. The assist force calculation unit (not shown) includes, for example, the steering angle θr of the steering wheel 2 output to the control device 17, the rotation angle θ _H of the shaft 10 that changes according to the steering wheel steering angles θ _HR and θ _HL , The assist force is calculated based on the steering angle transmission ratio TFr calculated by the steering angle transmission ratio correction unit 175 of the control device 17.

  The transmission specific reaction force generation device 14 is calculated by the steering angle transmission ratio TFr corrected by the steering angle transmission ratio correction unit 175 of the control device 17 or the swing angle transmission ratio calculation unit 176 on the steering wheel 2 as the operation target. A transmission specific reaction force TFA based on the swing angle transmission ratio TFs thus generated is generated. In other words, the transmission specific reaction force generator 14 causes the transmission specific reaction force TFA to act on the steering wheel 2 in the direction opposite to the direction of the swinging operation of the steering wheel 2 by the driver, that is, in the direction opposite to the movement direction of the auxiliary motion. It is. As shown in FIG. 3, the transmission specific reaction force generator 14 includes a drive unit 141, a pressing member 142, and an elastic member 143.

  The drive unit 141 moves the pressing member 142 to either the steering wheel side or the transmission ratio changing device side. In the embodiment, the drive unit 141 is, for example, a motor or the like, and transmits rotational force to the pressing member 142 to rotate the pressing member 142. The drive unit 141 is connected to the control device 17, and drive control is performed by a transmission specific reaction force control unit 178 described later of the control device 17. The drive unit 141 transmits the transmission specific reaction force TFA based on the steering angle transmission ratio TFr corrected by the steering angle transmission ratio correction unit 175 of the control device 17 by the transmission specific reaction force generator 14, that is, the pressing member 142 and the elastic member 143. To drive the steering wheel 2.

  The pressing member 142 presses the elastic member 143 disposed between the steering wheel 2 and the pressing member 142 to the steering wheel 2 side. In the pressing member 142, the screw groove formed on the inner peripheral surface is screwed with the screw groove formed on the outer peripheral surface of the support member 32. Accordingly, the pressing member 142 is supported by the support member 32 so as to be rotatable and movable in the axial direction of the support member 32. Therefore, the pressing member 142 rotates linearly by the rotational force transmitted from the drive unit 141, and moves linearly in the axial direction of the support member 32 as shown by an arrow B in FIG.

  In the elastic member 143, the generated urging force, that is, the transmission specific reaction force TFA acts on the steering wheel 2 in any direction of the swing operation direction in which the steering wheel 2 swings around the swing shaft 4. As shown, the steering wheel 2 and the pressing member 142 are disposed. Therefore, the elastic member 143 can generate the transmission specific reaction force TFA in the direction opposite to the swinging operation direction and act on the steering wheel 2 regardless of the swinging operation direction of the steering wheel 2 by the driver. Note that the elastic member 143 is always urged regardless of the position of the pressing member 142 in the axial direction of the support member 32. Accordingly, the steering wheel 2 can be positioned at the swing operation neutral position and can be maintained if the swinging operation of the steering wheel 2 by the driver is not performed by the generated transmission specific reaction force TFA. Further, since the elastic member 143 expands and contracts when the pressing member 142 linearly moves in the axial direction of the support member 32, the generated urging force, that is, the transmission specific reaction force TFA increases or decreases.

  The vehicle speed sensor 15 is speed detection means. The vehicle speed sensor 15 detects a vehicle speed V of a vehicle (not shown) on which the steering device 1 is mounted. The vehicle speed sensor 15 is connected to the control device 17, and the detected vehicle speed V is output to the control device 17.

  The acceleration sensor 16 is acceleration detection means. The acceleration sensor 16 detects an acceleration G of a vehicle (not shown) on which the steering device 1 is mounted. That is, the acceleration sensor 16 detects the acceleration G acting on the driver who gets on the vehicle and operates the steering wheel 2 that is the steering target. The acceleration sensor 16 is connected to the control device 17, and the detected acceleration G is output to the control device 17. Here, the acceleration sensor 16 detects the acceleration when the vehicle is in an acceleration state as a positive acceleration, and detects the acceleration when the vehicle is in a deceleration state as a negative acceleration.

The control device 17 controls the steering device 1 and particularly controls the transmission ratio changing device 11, the assist actuator 13, and the transmission ratio reaction force generating device 14. As shown in FIG. 1, the control device 17 receives various input signals from sensors attached to various parts of the vehicle on which the steering device 1 is mounted. As the input signal, for example, the swing angle θs of the steering wheel 2 detected by the swing angle sensor 5, the steering angle θr of the steering wheel 2 detected by the steering angle sensor 6, and the swing torque sensor 7 are detected. The swing torque Ts, the rotation angle θ _H of the shaft 10 detected by the steering wheel steering angle sensor 12, the vehicle speed V detected by the vehicle speed sensor 15, the acceleration G detected by the acceleration sensor 16, and the like.

The control device 17 determines the steering angle transmission ratio map, the swing angle θs, and the correction coefficient K based on these input signals, the steering angle θr, the vehicle speed V, and the steering angle transmission ratio TFr stored in the storage unit 173 in advance. Various output signals are output based on the correction coefficient map based on the map and various maps such as the swing angle transmission ratio map based on the swing angle θs, the vehicle speed V, and the swing angle transmission ratio TFs. As the output signal, for example, the steering wheel steering angles θ _HR and θ _HL , that is, the rotation angle θ _H with respect to the steering angle θr is changed based on the steering angle transmission ratio TFr, or the swing angle based on the swing angle transmission ratio TFs. A signal for performing drive control of the transmission ratio changing device 11 for changing the rotation angle θ _H with respect to θs, a signal for performing drive control of the assist actuator 13 for generating assist force, and a transmission ratio reaction force generating device for generating transmission ratio reaction force TFA 14 for performing drive control.

  Further, the control device 17 includes an input / output unit (I / O) 171 for inputting / outputting the input signal and the output signal, a processing unit 172, a steering angle transmission ratio map, a correction coefficient map, a swing transmission ratio map, and the like. And a storage unit 173 for storing various types of maps. The processing unit 172 includes a memory and a CPU (Central Processing Unit). The processing unit 172 includes at least a steering angle transmission ratio calculation unit 174, a steering angle transmission ratio correction unit 175, a swing angle transmission ratio calculation unit 176, a steering wheel steering angle control unit 177, and a transmission ratio reaction force control unit 178. And have. The processing unit 172 may realize the control method of the steering device 1 by loading a program based on the control method of the steering device 1 into a memory and executing the program. The storage unit 173 is a non-volatile memory such as a flash memory, a memory that can only be read such as a ROM (Read Only Memory), a memory that can be read and written such as a RAM (Random Access Memory), or these. It can comprise by the combination of these.

  The steering angle transmission ratio calculation unit 174 of the processing unit 172 is based on the rotational motion physical quantity detected by the rotational motion physical quantity detection means, that is, the steering angle θr of the steering wheel 2 detected by the steering angle sensor 6. Is calculated. In the embodiment, the steering angle transmission ratio calculation unit 174 calculates the steering angle transmission ratio TFr based on the detected steering angle θr and the vehicle speed V detected by the vehicle speed sensor 15 as speed detection means. The steering angle transmission ratio calculating unit 174 determines the steering angle transmission ratio TFr based on the steering angle θr of the steering wheel 2, the vehicle speed V of the vehicle (not shown), and the steering angle transmission ratio map stored in the storage unit 173 in advance. calculate. Here, as shown in FIG. 4, the steering angle transmission ratio map is set so that the steering angle transmission ratio TFr is calculated as the steering angle θr increases. For example, as shown in the figure, it suddenly increases as the steering angle θr increases to less than a predetermined steering angle θr, and gradually increases as the steering angle θr increases from a predetermined steering angle θr. Set. Further, the steering angle transmission ratio map is set so that the steering angle transmission ratio TFr is calculated to decrease as the vehicle speed V increases even if the steering angle θr is constant. For example, as shown in the figure, when the steering angle θr is constant, the steering angle transmission ratio TFr calculated at the vehicle speed VB higher than the vehicle speed VC is smaller than the steering angle transmission ratio TFr calculated at the vehicle speed VC. Thus, the steering angle transmission ratio TFr calculated at the vehicle speed VA faster than the vehicle speed VB is set to be smaller than the steering angle transmission ratio TFr calculated at the vehicle speed VB. Note that VA, VB, and VC shown in the figure may not be a constant vehicle speed V, but may be vehicle speed regions that do not overlap each other. That is, the steering angle transmission ratio calculation unit 174 may calculate the steering angle transmission ratio TFr depending on whether the detected vehicle speed V corresponds to the vehicle speed range VA, the vehicle speed range VB, or the vehicle speed range VC.

  The steering angle transmission ratio correction unit 175 of the processing unit 172 is based on the auxiliary motion physical quantity detected by the auxiliary motion state detection means, that is, based on the swing angle θs of the steering wheel 2 detected by the swing angle sensor 5. Is calculated. Further, the steering angle transmission ratio correction unit 175 corrects the steering angle transmission ratio TFr calculated by the steering angle transmission ratio calculation unit 174 with the calculated correction coefficient K. The steering angle transmission ratio correction unit 175 calculates the correction coefficient K based on the swing angle θs of the steering wheel 2 and a correction coefficient map stored in the storage unit 173 in advance. Here, as shown in FIG. 5, the correction coefficient map is set so as to be calculated by increasing the correction coefficient K as the auxiliary motion physical quantity, that is, the swing angle θs increases. For example, as shown in the figure, it suddenly increases as the swing angle θs increases to less than a predetermined swing angle θs, and gradually increases as the swing angle θs increases from a predetermined swing angle θs or more. Set to increase.

  The swing angle transmission ratio calculation unit 176 of the processing unit 172 swings based on the swing physical quantity detected by the swing motion physical quantity detection means, that is, based on the swing angle θs of the steering wheel 2 detected by the swing angle sensor 5. The dynamic angle transmission ratio TFs is calculated. In the embodiment, the swing angle transmission ratio calculation unit 176 calculates the swing angle transmission ratio TFs based on the detected swing angle θs and the vehicle speed V detected by the vehicle speed sensor 15 as speed detection means. It is. The swing angle transmission ratio calculation unit 176 sets the swing angle transmission ratio TFs to the swing angle θs of the steering wheel 2, the vehicle speed V of the vehicle (not shown), and the swing angle transmission ratio map previously stored in the storage unit 173. Based on and. Here, as shown in FIG. 6, the swing angle transmission ratio map is set so that the swing angle transmission ratio TFs increases as the swing angle θs increases. For example, as shown in the figure, even if the swing angle θs is constant, the swing angle transmission ratio TFs is set so as to be calculated as the vehicle speed V increases. When the swing angle θs is constant, the swing angle transmission ratio TFs calculated at a vehicle speed VE faster than the vehicle speed VF is smaller than the swing angle transmission ratio TFs calculated at the vehicle speed VF, and the vehicle speed VE is reduced. The swing angle transmission ratio TFs calculated at a vehicle speed VD that is faster than the vehicle speed VE is set to be smaller than the swing angle transmission ratio TFs calculated in step. Note that VD, VE, and VF shown in the figure may not be a constant vehicle speed V but may be vehicle speed ranges that do not overlap each other. That is, the swing angle transmission ratio calculation unit 176 may calculate the swing angle transmission ratio TFs depending on whether the detected vehicle speed V corresponds to the vehicle speed range VD, the vehicle speed range VE, or the vehicle speed range VF.

The steering wheel steering angle control unit 177 of the processing unit 172 constitutes a part of the steering wheel steering angle control means, and is calculated by the steering angle transmission ratio calculation unit 174 and corrected by the steering angle transmission ratio correction unit 175. The transmission ratio changing device 11 is controlled based on either the steering angle transmission ratio TFr thus calculated or the rocking angle transmission ratio TFs calculated by the rocking angle transmission ratio calculator 176. The transmission ratio changing device 11 is driven and controlled by the steering wheel steering angle control unit 177, so that the steering wheel steering angle θ with respect to the steering angle θr based on either the steering angle transmission ratio TFr or the swing angle transmission ratio TFs. _HR and θ _HL , that is, the rotation angle θ _H is changed. Thereby, the steering wheel steering angle of the left and right front wheels 200R and 200L, which are the steering wheels, is controlled by the steering wheel steering angle control means.

  The transmission ratio reaction force control unit 178 of the processing unit 172 calculates the steering angle transmission ratio TFr calculated by the steering angle transmission ratio calculation unit 174 and corrected by the steering angle transmission ratio correction unit 175, or the swing angle transmission ratio calculation. The transmission ratio reaction force generator 14 is controlled based on the swing angle transmission ratio TFs calculated by the unit 176. The transmission specific reaction force generator 14 is driven and controlled by the transmission specific reaction force control unit 178, so that the transmission specific reaction force based on the corrected steering angle transmission ratio TFr or the calculated swing angle transmission ratio TFs. TFA is generated and applied to the steering wheel 2. As a result, the transmission specific reaction force generating means generates a transmission specific reaction force based on the corrected transmission ratio T in the direction opposite to the direction of movement of the auxiliary movement, that is, the direction opposite to the swinging operation direction of the steering wheel 2 by the driver. TFA is generated and applied to the steering wheel 2 that is a steering object.

  Next, a control method of the steering device 1 according to the embodiment will be described. FIG. 7 is a diagram illustrating a control method flow of the steering apparatus according to the embodiment. The control method of the steering device 1 is performed every control cycle of the steering device 1, for example, every several msec.

First, as shown in FIG. 7, the processing unit 172 of the control device 17 initializes values used in the control method of the steering device 1 according to the embodiment (step ST1). Here, for example, the release speed V1, the steering angle transmission ratio TFr, the correction coefficient K, the swing angle transmission ratio TFs, the acceleration flag F _G , the transmission ratio reaction force TFA, etc. are cleared, that is, V1 = 0, TFr = 0, K = 0, TFs = 0, F _G = 0, TFA = 0.

  Next, the processing unit 172 determines whether or not the ignition (IG) is OFF (step ST2). Here, processing unit 172 determines whether each device of the vehicle (not shown) is in an energized state. If it is determined that the ignition is OFF (Yes in step ST2), the processing unit 172 proceeds to the next control cycle.

  Next, when it is determined that the ignition is ON (No at Step ST2), the processing unit 172 acquires the vehicle speed V, the steering angle θr, the swing angle θs, the swing torque Ts, and the acceleration G (Step ST3). ). Here, the processing unit 172 detects the vehicle speed V of the vehicle (not shown) on which the steering device 1 detected by the vehicle speed sensor 15 is mounted, the steering angle θr of the steering wheel 2 detected by the steering angle sensor 6, and the swing angle sensor 5. The steering wheel 2 detects the swinging angle θs of the steering wheel 2, the swinging torque Ts detected by the swinging torque sensor 7, the acceleration of the vehicle (not shown) detected by the acceleration sensor 16, that is, the driver riding on the vehicle. The acceleration G is acquired.

  Next, the processing unit 172 determines whether or not the detected absolute value of the steering angle θr is equal to or smaller than a predetermined steering angle θr1 (step ST4). Here, the processing unit 172 determines whether or not the detected steering angle θr is within a predetermined region (−θr1 ≦ θr ≦ θr1), that is, whether or not the detected rotational motion physical quantity is within the predetermined region. To do. Here, the predetermined region refers to a steering angle in a neutral region across a rotational operation neutral position (θr = 0) that is a rotation reference position. That is, the processing unit 172 determines whether or not the steering wheel 2 that is the operation target is in the neutral region in the rotation operation. As a result, the processing unit 172 determines whether or not the steering wheel 2 is rotated by the driver. Note that θr1 is, for example, about 2 deg.

Next, the steering angle transmission ratio calculation unit 174 of the processing unit 172 determines that the absolute value of the detected steering angle θr exceeds the predetermined steering angle θr1 (No in step ST4), the acquired vehicle speed V, A steering angle transmission ratio TFr is calculated based on the acquired steering angle θr (step ST5). Here, the steering angle transmission ratio calculation unit 174 is based on the acquired vehicle speed V, the acquired steering angle θr, and the steering angle transmission ratio map (see FIG. 4) stored in the storage unit 173 in advance. The steering angle transmission ratio TFr is calculated. At this time, the steering angle transmission ratio TFr is calculated to increase as the acquired steering angle θr, that is, the detected steering angle θr increases, as shown in FIG. Further, the steering angle transmission ratio TFr is calculated to decrease as the acquired vehicle speed V, that is, the detected vehicle speed V increases. As a result, the steering device 1 changes the steering wheel steering angles θ _HR and θ _HL with respect to the change in the steering angle θr of the steering wheel 2 as the vehicle speed V of the vehicle (not shown) on which the steering device 1 is mounted increases. Can be reduced. In other words, the steering wheel steering angles θ _HR and θ _HL can be greatly changed with respect to the change in the steering angle θr of the steering wheel 2 at a low speed of the vehicle, and the change in the steering angle θr of the steering wheel 2 at a high speed of the vehicle. In contrast, the steering wheel steering angles θ _HR and θ _HL can be changed small. Thus, the steering wheel steering angles θ _HR and θ _HL can be appropriately changed according to the vehicle speed of the vehicle, so that the operability can be improved.

  Next, the steering angle transmission ratio correction unit 175 of the processing unit 172 calculates a correction coefficient K based on the acquired swing angle θs (step ST6). Here, the steering angle transmission ratio correction unit 175 calculates the correction coefficient K based on the acquired swing angle θs and a correction coefficient map (see FIG. 5) stored in the storage unit 173 in advance. At this time, as shown in the figure, the correction coefficient K is calculated to increase as the acquired swing angle θs, that is, the detected swing angle θs increases.

  Next, the steering angle transmission ratio correction unit 175 determines whether or not the steering angular velocity ωr is 0 deg / s (step ST7). Here, the steering angle transmission ratio correction unit 175 determines whether or not the steering wheel 2 that is the steering target is being rotated in the rotational operation direction. That is, the steering angle transmission ratio correction unit 175 determines whether or not the steering wheel 2 is steered in the operation rotation direction. The steering angular velocity ωr may be calculated based on the acquired steering angle θr, or may further include a steering angular velocity sensor that detects the steering angular velocity ωr.

  Next, when the steering angle transmission ratio correction unit 175 determines that the steering angular velocity ωr is not 0 deg / s, that is, the steering wheel 2 is not held (No in step ST7), the absolute value of the acquired acceleration G is determined. It is determined whether (| G |) is greater than or equal to a predetermined acceleration G2 (step ST8). Here, the predetermined acceleration G2 acts on the driver boarding the vehicle when a behavior unintended by the driver occurs in the vehicle on which the steering device 1 on which the driver is boarding is mounted. Thus, it is an acceleration that causes the steering wheel 2 to swing unintentionally. The predetermined acceleration G2 is, for example, a negative acceleration at which an airbag device arranged on the steering wheel 2 operates.

  Next, when it is determined that the absolute value (| G |) of the acquired acceleration G is less than the predetermined acceleration G2 (No in step ST8), the steering angle transmission ratio correction unit 175 clears the release speed V1, that is, V1 = 0 is set (step ST9). Here, the release speed V1 maintains the corrected steering angle transmission ratio TFr constant when the acquired vehicle speed V becomes the release speed V1, that is, the steering angle transmission ratio TFr corresponding to the swinging operation of the steering wheel 2. This is the speed at which the regulation of correction is canceled.

Next, the steering angle transmission ratio correction unit 175 clears the acceleration flag F _G, that is, sets F _G = 0 (step ST10). Here, the acceleration flag F _G is the absolute value of the acquired acceleration G (| G |) When a predetermined acceleration G1 or G2 or one in which 1 is added.

  Next, the steering angle transmission ratio correction unit 175 corrects the steering angle transmission ratio TFr with the calculated correction coefficient K (step ST11). That is, the steering angle transmission ratio correction unit 175 corrects the steering angle transmission ratio TFr calculated based on the detected steering angle θr by the correction coefficient K calculated based on the detected swing angle θs. Here, the steering angle transmission ratio correction unit 175 multiplies the transmission ratio T calculated by the steering angle transmission ratio calculation unit 174 by the calculated correction coefficient K (TFr = TFr × K), and the corrected steering angle. A transmission ratio TFr is calculated.

Here, the steering wheel steering angle control unit 177 of the processing unit 172 performs drive control of the transmission ratio changing device 11 based on the steering angle transmission ratio TFr corrected by the steering angle transmission ratio correction unit 175. Here, the steering wheel steering angle control unit 177, based on the acquired steering angle θr and the corrected steering angle transmission ratio TFr, steered wheel steering angles θ _HR and θ _HL , that is, the rotation angle θ of the shaft 10. Calculate _H. Steering wheel steering angle control unit 177, so that the rotation angle theta _H rotation angle of the shaft 10 is calculated, to drive and control the transmission ratio changing device 11. Incidentally, the steering wheel steering angle control unit 177 obtains the detected rotation angle theta _H, may be performed feedback control based on the rotational angle theta _H obtained.

Steering wheel steering angle control unit 177 transmission ratio changing device 11 which drive control is performed by the relative steering angle θr of the steering wheel 2 rotation angle theta _H of the shaft 10, based on the corrected steering angle transmission ratio TFr In order to change the rotation angle, a rotational force is generated and transmitted to the shaft 10. The rotational force transmitted to the shaft 10 is transmitted to the left and right front wheels 200 </ b> R and 200 </ b> L that are the steering wheels via the assist actuator 13, the arm moving mechanism 9, and the steering arm 8. Thus, the steering wheel steering angles θ _HR and θ _HL are obtained by changing the rotation angle θ _{H of the} shaft 10 by the steering angle transmission ratio TFr based on the steering angle θr and the swing angle θs of the steering wheel 2. It is changed with respect to the steering angle θr of the wheel 2. That is, the steering device 1 controls the steering wheel steering angles θ _HR and θ _HL of the left and right front wheels 200R and 200L, which are the steering wheels, based on the rotation operation and swing operation of the steering wheel 2 by the driver.

  Next, the transmission ratio reaction force control unit 178 of the processing unit 172 is calculated based on the steering angle transmission ratio T calculated by the steering angle transmission ratio calculation unit 174 and corrected by the steering angle transmission ratio correction unit 175. The force TFA is calculated (step ST12). Here, the transmission specific reaction force control unit 178 calculates the transmission specific reaction force TFA based on the calculated steering angle transmission ratio TFr and, for example, a transmission specific reaction force map stored in the storage unit 173 in advance. . Here, the transmission specific reaction force map is set so that the transmission specific reaction force TFA increases as the calculated steering angle transmission ratio TFr increases. Accordingly, the transmission specific reaction force TFA is calculated to increase as the calculated steering angle transmission ratio TFr increases.

  Next, the transmission specific reaction force control unit 178 performs drive control of the transmission specific reaction force generator 14 based on the calculated transmission specific reaction force TFA based on the transmission specific reaction force TFA (step ST13). Here, the transmission specific reaction force control unit 178 drives and controls the drive unit 141 of the transmission specific reaction force generator 14 so that the transmission specific reaction force TFA calculated in the swing operation direction of the steering wheel 2 is generated. . The steering device 1 includes transmission ratio reaction force detection means for detecting the transmission ratio reaction force TFA, and the transmission ratio reaction force control unit 178 acquires the detected transmission ratio reaction force TFA and acquires the acquired transmission ratio. Feedback control based on the reaction force TFA may be performed.

  The transmission specific reaction force generator 14 that is driven and controlled by the transmission specific reaction force control unit 178 applies the transmission specific reaction force TFA calculated in the swing operation direction of the steering wheel 2. Therefore, the transmission specific reaction force TFA corresponding to the corrected steering angle transmission ratio TFr is not the rotational motion direction of the steering wheel 2 that is the operation target, that is, the direction opposite to the motion direction of the auxiliary motion instead of the rotational operation direction, that is, driving. It occurs in the direction opposite to the swinging operation direction by the user and acts on the steering wheel 2. Thus, the driver can recognize only the change in the steering angle transmission ratio as the change in the transmission ratio reaction force, that is, the reaction force in the swing operation direction.

  Next, the steering angle transmission ratio correction unit 175 sets the calculated correction coefficient K as K1 (step ST14). In the control method of the steering device 1, if K1 = K in step ST14, it is determined again in step ST2 whether or not the ignition is OFF.

  When the steering angle transmission ratio correction unit 175 determines that the steering angular velocity ωr is 0 deg / s, that is, the steering wheel 2 is being held (Yes in step ST7), the absolute value of the acquired acceleration G is determined. It is determined whether (| G |) is equal to or greater than a predetermined acceleration G1 (step ST15). Here, the predetermined acceleration G1 is intended by the driver by acting on the driver on the vehicle when the vehicle (not shown) is accelerated (positive acceleration) or decelerated (negative acceleration). This is the acceleration that causes the steering wheel 2 to swing. The predetermined acceleration G1 is, for example, about 0.3G.

Next, the steering angle transmission ratio correction unit 175 determines that the acquired absolute value (| G |) of the acceleration G is greater than or equal to the predetermined acceleration G1 (Yes in step ST15), or the absolute value of the acceleration G ( | G |) If it is determined to be equal to or greater than a predetermined acceleration G2 (step ST8: Yes), 1 is added to the acceleration flag F _G (step ST16). Here, the steering angle transmission ratio correction unit 175 sets the acceleration flag F _G = F _G +1 when it is determined that the driver unintentionally performs the auxiliary operation of the steering wheel 2.

Next, the steering angle transmission ratio correction unit 175 determines whether the acceleration flag F _G is 1 (step ST17).

Next, when the steering angle transmission ratio correction unit 175 determines that the acceleration flag F _G is 1 (F _G = 1) (Yes at Step ST17), the acquired vehicle speed V is set as the release speed V1 (Step S17). ST18). Here, the steering angle transmission ratio correction unit 175 is such that the steering wheel 2 is held in the rotational operation direction, and the acceleration acting on the driver riding on the vehicle is not intended by the driver and the steering wheel 2 is swung. The vehicle speed V of the vehicle when the acceleration becomes higher than the operation speed is set to the release vehicle speed V1. If the steering in the direction of the rotation operation of the steering wheel 2 is maintained, and the acceleration acting on the driver is maintained above the acceleration at which the steering wheel 2 is swung unintentionally, a step is performed. 1 is further added to the acceleration flag F _G in ST16, so that the acceleration flag F _G is greater than 1. In this case, since the acceleration flag F _G is determined not 1 in step ST17 (step ST17: No), in step ST18, the vehicle speed V of the vehicle is not set to the release speed V1. In other words, the release vehicle speed V1 is such that the steering wheel 2 is held in the rotational operation direction, and first, the acceleration acting on the driver riding on the vehicle causes the steering wheel 2 to swing without the driver's intention. It becomes the vehicle speed V of the vehicle when it becomes more than the acceleration to go.

Next, the steering angle transmission ratio correction unit 175 sets the correction coefficient K set to K1 as the correction coefficient K (step ST19). Here, the steering angle transmission ratio correction unit 175 is calculated last time instead of the correction coefficient K calculated in step ST6 based on the swing angle θs acquired in step ST3, and set as K1 in step ST14. The correction coefficient K is set as the current correction coefficient K. That is, the steering angle transmission ratio correction unit 175 corrects the steering angle transmission ratio TFr calculated by the correction coefficient K calculated last time and set as K1 in step ST14. Accordingly, the steering angle transmission ratio correction unit 175 corrects the steering angle transmission ratio TFr by the previously calculated correction coefficient K set in step ST14 (step ST11), and based on the corrected steering angle transmission ratio TFr. by performing the driving control of the transmission ratio changing device 11 is changed rotation angle theta _H of the shaft 10 by the steering angle transmission ratio TFr based on the steering angle θr and the swinging angle θs of the steering wheel 2, a steering wheel steering angle theta _HR, is change the θ _HL with respect to the steering angle θr of the steering wheel 2.

As described above, the steering angle transmission ratio correction unit 175 continues the steering in the rotational operation direction of the steering wheel 2 when the steering wheel 2 is not rotated, that is, the steering wheel 2 that is the operation target. When the steering angle θr is kept constant, particularly the acceleration acting on the driver is greater than or equal to the predetermined acceleration G1, that is, the acceleration that causes the steering wheel 2 to swing unintentionally. When this is the case, the corrected steering angle transmission ratio TFr is kept constant. Further, the steering wheel 2 is rotated, that is, the steering wheel 2 is not steered in the direction of rotation, and the rotation angle of the steering wheel 2 that is the operation target, that is, the steering angle θr changes. Even when the vehicle is running, if the acceleration acting on the driver is equal to or higher than the predetermined acceleration G2, that is, higher than the acceleration that causes the steering wheel 2 to swing unintentionally, it is corrected. Steering angle transmission ratio TFr is kept constant. Therefore, in these situations, the steering angle transmission ratio correction unit 175 determines the steering angle based on the auxiliary motion physical quantity detected by the assist operation, that is, the swing angle θs detected by the swing operation of the steering wheel 2 by the driver. The transmission ratio TFr is not corrected. As a result, the steering wheel steering angle θ of the left and right front wheels 200R and 200L, which are the steering wheels, is determined when the driver rotates the steering wheel 2 after holding the steering wheel 2 that is the operation target. _HR, can suppress the theta _HL is greatly changed, it is possible to suppress driver discomfort.

Further, the steering angle transmission ratio correction unit 175, the absolute value of the acquired acceleration G (| G |) If it is determined to be less than a predetermined acceleration G1 (step ST15: NO), the acceleration flag F _G is 0 Is determined (step ST20). Here, the steering angle transmission ratio correcting unit 175 has determined that the acceleration acting on the driver is greater than or equal to the predetermined acceleration G1, that is, the acceleration that causes the steering wheel 2 to swing without being intended by the driver. It is determined whether or not it is once. It should be noted that the steering angle transmission ratio correction unit 175, an acceleration flag F _G is determined to be 0 (step ST20: Yes), the steering angle transmission ratio TFr is corrected by the correction coefficient K calculated in step ST6 (step ST11) By performing drive control of the transmission ratio changing device 11 based on the corrected steering angle transmission ratio TFr, the shaft 10 rotates according to the transmission ratio T based on the steering angle θr and the swing angle θs of the steering wheel 2. The angle θ _H is changed, and the steering wheel steering angles θ _HR and θ _HL are changed with respect to the steering angle θr of the steering wheel 2. In other words, even if the steering operation in the direction of the rotation operation of the steering wheel 2 is continued, if the acceleration acting on the driver is not equal to or greater than the predetermined acceleration G1, it is calculated based on the correction coefficient K calculated this time. The steering angle transmission ratio TFr is corrected.

Next, the steering angle transmission ratio correction unit 175, an acceleration flag F _G is not zero determination (step ST20, negative), (determining whether or not the obtained vehicle speed V is lower than release speed V1 ST21). Here, the steering angle transmission ratio correction unit 175 continues the steering in the rotational operation direction of the steering wheel 2, and the acceleration acting on the driver once exceeds the predetermined acceleration G1, that is, the steering wheel 2 without the driver's intention. When the acceleration acting on the driver becomes less than the predetermined acceleration G1 after the acceleration becomes greater than or equal to the acceleration at which the rocking operation of the vehicle is performed, the obtained vehicle speed V continues to be steered in the rotational operation direction of the steering wheel 2. Then, it is determined whether or not the acceleration acting on the driver once becomes less than the release speed V1, which is the vehicle speed when the acceleration becomes equal to or higher than the predetermined acceleration G1.

  Next, when the steering angle transmission ratio correction unit 175 determines that the acquired vehicle speed V is not less than the release speed V1 (No in step ST21), the steering angle transmission ratio correction unit 175 calculates the previous time and calculates the correction coefficient K set as K1 in step ST14. The steering angle transmission ratio TFr is corrected (step ST19, step ST11). On the other hand, when the steering angle transmission ratio correction unit 175 determines that the acquired vehicle speed V is less than the release speed V1 (Yes in step ST21), the transmission calculated based on the current correction coefficient K calculated in step ST6. The ratio T is corrected (step ST11).

  Next, the swing angle transmission ratio calculation unit 176 of the processing unit 172 determines that the absolute value of the detected steering angle θr is equal to or less than the predetermined steering angle θr1 (Yes in step ST4), and detects the detected swing. It is determined whether or not the torque Ts is equal to or greater than a predetermined swing torque Ts1 (step ST22). Here, the predetermined swinging torque Ts1 is a swinging torque that can confirm that the steering wheel 2 has been swung for the driver's intention. In other words, the swing angle transmission ratio calculation unit 176 concentrates the consciousness on the rotation operation before the driver performs the rotation operation and the vehicle goes straight instead of turning, that is, before the driver is aware of the rotation operation. When it is not necessary, it is determined whether or not it can be confirmed that the steering wheel 2 has been swung by the driver's intention. The predetermined swing torque Ts1 is about 120 Nm (a swing torque that acts on the steering wheel 2 when the driver swings the steering wheel 2 with a force of 60 kgf when the radius of the steering wheel 2 is 20 cm). . When the swing angle transmission ratio calculation unit 176 determines that the detected swing torque Ts is less than the predetermined swing torque Ts1 (No in step ST22), it is determined again in step ST2 whether the ignition is OFF. Determine whether. Further, the swing angle transmission ratio calculation unit 176 determines whether or not the detected swing torque Ts has continued beyond the predetermined swing torque Ts1 for a predetermined time. It is good also as judgment whether it is more than torque Ts1. Here, the predetermined time is a time during which it can be confirmed that the steering wheel 2 has been swung by the driver's intention. The predetermined time is, for example, about 0.3 sec.

Next, when the swing angle transmission ratio calculation unit 176 determines that the detected swing torque Ts is equal to or greater than the predetermined swing torque Ts1 (Yes in step ST22), the acquired vehicle speed V and the acquired swing speed are calculated. Based on the moving angle θs, the swing angle transmission ratio TFs is calculated (step ST23). Here, the swing angle transmission ratio calculation unit 176 includes the acquired vehicle speed V, the acquired swing angle θs, and the swing angle transmission ratio map (see FIG. 6) stored in the storage unit 173 in advance. Based on this, the swing angle transmission ratio TFs is calculated. At this time, the swing angle transmission ratio TFs is calculated to increase as the acquired swing angle θs, that is, the detected swing angle θs increases, as shown in FIG. Further, the swing angle transmission ratio TFs is calculated to decrease as the acquired vehicle speed V, that is, the detected vehicle speed V increases. As a result, the steering device 1 changes the steering wheel steering angles θ _HR and θ _HL with respect to the change in the swing angle θs of the steering wheel 2 as the vehicle speed V of the vehicle (not shown) on which the steering device 1 is mounted increases. Change can be reduced. That is, the steering wheel steering angles θ _HR , θ _HL can be greatly changed with respect to the change of only the swing angle θs of the steering wheel 2 at a low speed of the vehicle, and the swing angle of the steering wheel 2 at a high speed of the vehicle. The steering wheel steering angles θ _HR and θ _HL can be changed small with respect to the change of only θs. Thus, the steering wheel steering angles θ _HR and θ _HL can be appropriately changed according to the vehicle speed of the vehicle, so that the operability can be improved.

Here, the steering wheel steering angle control unit 177 performs drive control of the transmission ratio changing device 11 based on the swing angle transmission ratio TFs corrected by the swing angle transmission ratio calculation unit 176. Here, the steered wheel steering angle control unit 177 determines the steering wheel rudder angles θ _HR and θ _HL , that is, the rotation of the shaft 10, based on the acquired swing angle θs and the calculated swing angle transmission ratio TFs. The angle θ _H is calculated. Steering wheel steering angle control unit 177, so that the rotation angle theta _H rotation angle of the shaft 10 is calculated, to drive and control the transmission ratio changing device 11. Incidentally, the steering wheel steering angle control unit 177 obtains the detected rotation angle theta _H, may be performed feedback control based on the rotational angle theta _H obtained.

The transmission ratio changing device 11 whose drive control is performed by the steering wheel steering angle control unit 177 sets the rotation angle θ _H of the shaft 10 to the calculated swing angle transmission ratio TFs with respect to the swing angle θs of the steering wheel 2. In order to change to the rotation angle based on it, a rotational force is generated and transmitted to the shaft 10. The rotational force transmitted to the shaft 10 is transmitted to the left and right front wheels 200 </ b> R and 200 </ b> L that are the steering wheels via the assist actuator 13, the arm moving mechanism 9, and the steering arm 8. Accordingly, the steering wheel steering angles θ _HR and θ _HL are changed by changing the rotation angle θ _{H of the} shaft 10 by the swing angle transmission ratio TFs based only on the swing angle θs of the steering wheel 2. Is changed with respect to the swing angle θs. That is, in the steering device 1, the steering wheel steering angles θ _HR and θ _HL of the left and right front wheels 200R and 200L that are the steering wheels are also controlled based only on the swinging operation of the steering wheel 2 by the driver.

  The transmission specific reaction force control unit 178 calculates the transmission specific reaction force TFA based on the rocking angle transmission ratio TFs calculated by the rocking angle transmission ratio calculation unit 176 (step ST12), and the above calculation. Based on the transmission specific reaction force TFA, the transmission specific reaction force TFA is driven and controlled (step ST13), and the calculated correction coefficient K is set as K1 (step ST14).

Further, in the control method of the steering device 1, the operation wheel is operated until the ignition is determined to be OFF in step ST2, that is, when the operation of the steering wheel 2 by the driver is performed. Steps ST2 to ST14 are repeated until it is determined that it is not necessary to control the steering wheel steering angles θ _HR and θ _HL of the left and right front wheels 200R and 200L.

As described above, the steering wheel steering angles θ _HR and θ _HL of the left and right front wheels 200R and 200L, which are the steering wheels, oscillate the steering wheel 2 that is different from the rotational operation in which the driver rotates the steering wheel 2 and the rotational motion. It is controlled by the steering device 1 by performing a swinging operation. The steering device 1 confirms that the steering wheel 2 is swung by the driver's intention when the steering wheel 2 is not rotated by the driver and it is not necessary to concentrate on the rotating operation. If possible, the steering of the left and right front wheels 200R and 200L, which are the steering wheels, is based on the swing angle θs that is the swing motion physical quantity when the driver swings the steering wheel 2, that is, based only on the swing operation. The wheel steering angles θ _HR and θ _HL are controlled. Therefore, control of the steering wheel steering angles θ _HR and θ _HL of the left and right front wheels 200R and 200L based only on the swing operation is permitted only in a situation where the driver does not need to concentrate on the rotation operation. It is possible to suppress the control of the steering wheel steering angles θ _HR and θ _HL based only on the auxiliary operation not intended by the driver. Further, when the detected swinging torque Ts is equal to or greater than the predetermined swinging torque Ts1, that is, the swinging torque Ts acts on the steering wheel 2 when the steering wheel 2 is swung for the driver's intention. When this is confirmed, the steering wheel steering angle can be controlled based only on the detected swing angle θs. Accordingly, it is possible to further suppress the control of the steering wheel steering angles θ _HR and θ _HL of the left and right front wheels 200R and 200L based only on the swinging operation not intended by the driver. Thus, even if the steering wheel steering angles θ _HR and θ _HL of the left and right front wheels 200R and 200L are controlled based only on the swing operation, the driver's uncomfortable feeling can be suppressed.

In the above embodiment, the absolute value of the detected acceleration G is the predetermined acceleration G3 in a situation where the control of the steering wheel steering angles θ _HR , θ _HL of the left and right front wheels 200R, 200L based only on the swing operation can be permitted. In this case, it may be prohibited to control the steering wheel steering angles θ _HR and θ _HL of the left and right front wheels 200R and 200L based only on the swing operation. In addition, in a situation where the control of the steering wheel steering angles θ _HR and θ _HL of the left and right front wheels 200R and 200L based only on the swing operation is allowed, an acceleration state acting on the driver who operates the steering wheel 2 is predicted and predicted. The steering wheel steering angles θ _HR and θ _HL of the left and right front wheels 200R and 200L may be prohibited based only on the swing operation according to the acceleration state. In this case, it is possible to suppress changes in the steering wheel steering angles θ _HR and θ _HL even if the driver performs an unintended swing operation on the steering wheel 2 due to the acceleration acting on the driver. . As a result, even when the steering wheel steering angles θ _HR and θ _HL of the left and right front wheels 200R and 200L, which are the steering wheels based only on the swing operation, are controlled, the driver's uncomfortable feeling can be reliably suppressed.

  Moreover, in the said embodiment, there exists a possibility that the steering wheel 2 may be hold | maintained in a rotation operation direction by a driver | operator, and the driver | operator's unintentionally steering operation of the steering wheel 2 which is an operation target may be performed first. However, the present invention is not limited to this. For example, a predetermined speed (about 30 km / h) may be set as the release speed V1. In this case, the release speed V1 is stored in the storage unit 173 in advance.

  In the above embodiment, when the absolute value of the steering angle θr is equal to or less than the predetermined steering angle θr1, the swing angle is further determined based only on whether or not the swing torque Ts is equal to or greater than the predetermined swing torque Ts1. Although it is determined whether to allow control of the steering wheel steering angle based on θs, the present invention is not limited to this. For example, it may be determined whether to allow control of the steering wheel steering angle based on the swing angle θs based on whether or not the swing torque Ts is maintained at a predetermined swing torque Ts1 or more for a predetermined time.

  As described above, the steering device and the steering device control method according to the present invention are useful for the steering device and the steering device control method in which the driver performs the rotation operation and the auxiliary operation to control the steering wheel steering angle of the steering wheel. In particular, the control of the steering wheel steering angle of the steered wheels based only on the auxiliary operation is suitable for suppressing the driver's uncomfortable feeling.

It is a figure which shows the example of schematic structure of the steering device concerning embodiment. It is a figure which shows the structural example of the steering wheel vicinity. It is AA sectional drawing of FIG. It is a figure which shows an example of a steering angle transmission ratio map. It is a figure which shows an example of a correction coefficient map. It is a figure which shows a rocking angle transmission ratio map. It is a figure which shows the control method flow of the variable transmission ratio steering apparatus concerning embodiment.

Explanation of symbols

1 Steering device 2 Steering wheel (operation object)
DESCRIPTION OF SYMBOLS 21 Support space part 3 Rotating shaft 31 Support part 31a Support hole 32 Support member 4 Oscillation shaft 5 Oscillation angle sensor (auxiliary motion physical quantity detection means)
6 Steering angle sensor (Rotational motion physical quantity detection means)
7 Swing torque sensor (Auxiliary torque detection means)
8 Steering arm 9 Arm moving mechanism 10 Shaft 11 Transmission ratio changing device (steering wheel steering angle control means)
111 First Rotating Member 112 Second Rotating Member 12 Steering Wheel Steering Angle Sensor 13 Assist Actuator 14 Transmission Specific Reaction Force Generation Device (Transmission Specific Reaction Force Generation Unit)
141 Driving Unit 142 Pressing Member 143 Elastic Member 15 Vehicle Speed Sensor 16 Acceleration Sensor 17 Control Device 171 Input / Output Unit 172 Processing Unit 173 Storage Unit 174 Steering Angle Transmission Ratio Calculation Unit 175 Steering Angle Transmission Ratio Correction Unit 176 Swing Angle Transmission Ratio Calculation Unit 177 Steering wheel steering angle control unit (steering angle steering angle control means)
178 Transmission ratio reaction force control unit 200R Right front wheel (steering wheel)
200L Front left wheel (steering wheel)
201R, L Oscillation center

Claims (5)

An operation object that is supported so as to be capable of rotating around a rotation axis, and is supported so as to be capable of auxiliary movement different from the rotational movement at least during the rotational movement;
Rotational motion physical quantity detecting means for detecting a rotational motion physical quantity when the operation object changes from a rotation reference position during the rotational motion;
Auxiliary exercise physical quantity detection means for detecting an auxiliary exercise physical quantity when changing from the auxiliary reference position during the auxiliary exercise of the operation object;
Steering wheel steering angle control means for controlling the steering wheel steering angle of the steering wheel based on the detected rotational motion physical quantity and auxiliary motion physical quantity;
With
The steering wheel rudder angle control means allows control of the steered wheel rudder angle based on only the detected auxiliary movement physical quantity when the detected rotational movement physical quantity is within a predetermined region. Steering device. The rotational motion physical quantity is a steering angle that changes with respect to the rotation reference position by the rotational motion,
The steering apparatus according to claim 1, wherein the predetermined region is the steering angle in a neutral region across the rotation reference position. An auxiliary torque detecting means for detecting auxiliary torque acting on the operation object during auxiliary movement;
The steering wheel rudder angle control means permits control of the steered wheel rudder angle based only on the detected auxiliary motion physical quantity when the detected auxiliary torque is equal to or greater than a predetermined torque. Item 3. The steering device according to Item 1 or 2.   The steering device according to any one of claims 1 to 3, wherein the auxiliary motion is a swing motion around a swing shaft. A procedure for detecting a rotational motion state of the operation object;
A procedure for detecting an auxiliary motion state of the operation object;
A procedure for controlling a steering wheel steering angle of the steered wheel based on the detected rotational motion physical quantity and auxiliary motion physical quantity;
And a steering device further comprising a procedure for allowing control of the steering wheel steering angle based only on the detected auxiliary motion physical quantity when the detected rotational motion physical quantity is within a predetermined region. Control method.

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