JP2009023412A - Steering device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a steering device that is excellent in steering operability and allows switching between a front-wheel steering mode and a rear-wheel steering mode. <P>SOLUTION: The steering device is provided with: a steering input means 10, which has an operating member 12 moved on an operating face 10s by an operator when the operator executes steering operation and a steering operation amount detecting means 14 for detecting a moving amount of the operating member 12 as a steering operation amount (a steering angle θ<SB>ST</SB>); a steering mode setting means (an electronic controller 40) for setting a front-wheel steering mode, in which front wheels WFL, WFR become steered wheels, and a rear-wheel steering mode, in which rear wheels WRL, WRR become steered wheels, by switching between them; a target turning-angle setting means (the electronic controller 40) for setting a target turning angle θ<SB>req</SB>of the steered wheels as control targets on the basis of the detected steering operation amount; a front-wheel turning-angle imparting means 20, which allows the front wheels to be turned at the target turning angle θ<SB>req</SB>without mechanical coupling with the steering input means 10 when the front-wheel steering mode is selected; and a rear-wheel turning-angle imparting means 30 that allows the rear wheels to be turned at the target turning angle θ<SB>req</SB>without mechanical coupling with the steering input means 10 when the rear-wheel steering mode is selected. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention is a vehicle steering apparatus in which all wheels are steered wheels, and there is no mechanical connection between the steered wheels and steering input means used when a driver performs a steering operation. The present invention relates to a steer-by-wire steering device.

  Conventionally, a vehicle is provided with a steering wheel as a steering input unit used when a driver performs a steering operation (that is, when a steering wheel is steered). The steering wheel generally has an annular operation portion, and can be freely rotated around a rotation shaft connected to a central portion so as to be orthogonal to the operation portion. It is attached to the instrument panel that faces the instrument in a non-detachable state (except during maintenance). For example, Patent Literature 1 below discloses a steering device that uses this type of steering wheel as a steering input means.

Japanese Patent Laid-Open No. 2004-196044

  By the way, the above-described steering wheel is mainly intended to function as an input member that receives steering input from the driver, but apart from this, it is said that the holdability to the driver's seat that supports the upper body of the driver via the arm is improved. It also has a role.

  However, in recent years, as the performance of the driver's seat and seat belt has improved, the steering wheel does not necessarily have to support the upper body. The operability of the steering input, which is the original function of the steering wheel, etc. There is room for improvement. For example, in the past, when turning the vehicle significantly at low speeds, such as when turning left or right at a garage or turning left or right, that is, when turning the steering wheel greatly, the driver picks up the steering wheel while crossing both arms. To increase the steering angle. When such a large steering operation is required, each of the driver's arms is forced to move unnaturally, which causes the driver's fatigue during continuous operation for a long time, and the desired accurate operation. It is also a cause of difficulty in steering operation. In addition, in order to perform such a large steering operation, it is sometimes necessary to get out of the upper body, which may reduce the adhesion to the driver's seat and reduce the holdability.

  Therefore, an object of the present invention is to provide a steering apparatus that improves the disadvantages of the conventional example and is excellent in steering operability.

  In order to achieve the above object, according to the first aspect of the present invention, an operation member that is moved on the operation surface when the driver performs a steering operation, and a steering operation amount detection that detects a movement amount of the operation member as a steering operation amount. A steering input means provided with means, a steering mode setting means for switching between a front wheel steering mode in which the front wheels are controlled steering wheels and a rear wheel steering mode in which the rear wheels are controlled steering wheels, and steering A target turning angle setting means for setting a target turning angle of the steering wheel to be controlled based on the steering operation amount detected by the operation amount detection means, and a steering input means when the front wheel steering mode is selected. When the rear wheel steering mode is selected, the front wheel turning angle applying means for turning the front wheels so as to achieve the target turning angle without mechanical connection, and when the rear wheel steering mode is selected, the rear wheel is moved without mechanical connection with the steering input means. Turn to the target turning angle And a, a wheel steering angle imparting means.

  In the steering apparatus according to the first aspect, there is provided a steering input means that allows the driver to perform a steering operation at a desired location in the vehicle interior without being arranged at a specific location in the vehicle interior. For this reason, in this steering apparatus, steering input can be performed by a steering input means with good steering operability, with an emphasis on a steering operation different from the conventional steering wheel. In this steering apparatus, the front wheel steering mode and the rear wheel steering mode can be switched to steer not only the front wheels but also the rear wheels as steering wheels.

  In order to achieve the above object, according to the second aspect of the present invention, there is provided an operation surface that is touched when the driver performs a steering operation and a contact point detection means that detects a position of the contact point by the driver on the operation surface. Provided steering input means, steering mode setting means for switching and setting a front wheel steering mode in which the front wheels are controlled steering wheels and a rear wheel steering mode in which the rear wheels are controlled steering wheels, and contact point detection A steering operation amount setting means for obtaining a displacement amount of the contact point based on the displacement of the contact point detected by the means, and setting the displacement amount of the contact point as a steering operation amount by the driver; and the steering operation amount setting means There is no mechanical connection between the target turning angle setting means for setting the target turning angle of the steered wheel to be controlled based on the steering operation amount set by the steering input means when the front wheel steering mode is selected. Eyes on the front wheels When the front wheel turning angle giving means for turning to the turning angle and the rear wheel steering mode are selected, the rear wheel is set to the target turning angle without mechanical connection with the steering input means. Rear wheel turning angle providing means for turning.

  In the steering device according to the second aspect, similar to the steering device according to the first aspect described above, the driver can perform a steering operation at a desired location in the vehicle interior without being arranged at a specific location in the vehicle interior. A steering input means is provided. For this reason, in this steering apparatus, steering input can be performed by a steering input means having good steering operability, with emphasis on steering operation different from the conventional steering wheel. Further, similarly to the steering device according to the first aspect described above, this steering device can switch not only the front wheels but also the rear wheels as steering wheels by switching between the front wheel steering mode and the rear wheel steering mode.

  In order to achieve the above object, according to a third aspect of the present invention, in the steering apparatus according to the second aspect described above, of the two contact points by the driver on the operation surface detected by the contact point detecting means. The steering operation amount setting means is configured to set the steering operation amount by the driver based on the displacement amount of the steering operation amount measurement point. ing.

  In the steering apparatus according to claim 3, the driver performs the steering operation while moving the steering operation amount measurement point with the reference point as a fulcrum, and a line connecting the reference point and the steering operation amount measurement point is obtained. The sandwich angle before and after the steering operation is set as the steering operation amount (steering angle).

  In order to achieve the above object, according to a fourth aspect of the present invention, in the steering apparatus according to the second aspect described above, of the two contact points by the driver on the operation surface detected by the contact point detecting means. The contact point with the smaller displacement amount is used as the reference point, and the contact point with the larger displacement amount is used as the steering operation amount measurement point. Based on the displacement amount of the steering operation amount measurement point, If the steering operation amount setting means is configured to perform the setting, and one of the two contact points is set as the steering operation amount measurement point, the front wheel steering mode is selected, and the two contact points are selected. The steering mode setting means is configured to select the rear wheel steering mode if the other of the two is set as the steering operation amount measurement point.

  In the steering device according to the fourth aspect, similar to the steering device according to the third aspect, the driver is caused to perform the steering operation while moving the steering operation amount measurement point with the reference point as a fulcrum. The sandwich angle before and after the steering operation of the line connecting the reference point and the steering operation amount measurement point is set as the steering operation amount (steering angle). In this steering apparatus, the front wheel steering mode is selected if the one contact point described above is moved greatly, and the rear wheel steering mode is selected if the other contact point described above is moved greatly. That is, in this steering device, switching between the front wheel steering mode and the rear wheel steering mode can be performed during a series of steering operations by the driver.

  In order to achieve the above object, in the fifth aspect of the invention, the steering device according to the second, third, or fourth aspect described above is provided with a reference point identifying means capable of identifying a reference point on the operation surface. In addition, a steering operation amount measurement point identifying means capable of identifying a steering operation amount measurement point on the operation surface is provided.

  In the steering apparatus according to claim 5, it is possible to grasp whether the contact point touched by the driver is recognized as the reference point or the steering operation amount measurement point. Appropriate steering operation becomes possible.

  In order to achieve the above object, according to the sixth aspect of the present invention, in the steering apparatus according to the second, third, fourth, or fifth aspect described above, at least the position of the steering operation amount measurement point is grasped on the operation surface. Contact point position display means is provided.

  In the steering apparatus according to the sixth aspect, since the driver can grasp the position of the most important steering operation amount measurement point indicating the steering operation amount (steering angle), an appropriate steering operation can be performed.

  In order to achieve the above object, according to a seventh aspect of the invention, in the steering device according to any one of the first to sixth aspects, the front wheel steering mode and the rear wheel steering mode can be switched. A steering mode switching means is provided.

  In the steering apparatus according to the seventh aspect, the steering mode can be switched based on the driver's intention.

  In order to achieve the above object, according to an eighth aspect of the present invention, in the steering apparatus according to any one of the first to seventh aspects, the shift position of the transmission indicates a reverse position. The steering mode setting means is sometimes configured to select the rear wheel steering mode.

  In the steering device according to the seventh aspect, the vehicle can be switched to the rear wheel steering when the vehicle is moved backward.

  According to the steering device of the present invention, it is possible to improve the steering operability of the driver by the steering input means, and further, the steering operation that is desired to be arranged around the driver's seat is not limited to this. Therefore, it is possible to improve the arrangement and design freedom of functional parts (for example, a driver's seat airbag and a blinker lever) that are not directly related to the driver, and the driver's boarding / exiting ability. In this steering device, the front wheel steering mode and the rear wheel steering mode can be switched, and the front wheel can be steered as a steering wheel or the rear wheel can be steered as a steering wheel as necessary. it can.

  Embodiments of a steering apparatus according to the present invention will be described below in detail with reference to the drawings. The present invention is not limited to the embodiments.

  A steering apparatus according to a first embodiment of the present invention will be described with reference to FIGS.

  Reference numeral 1 in FIG. 1 indicates the overall configuration of the steering apparatus according to the first embodiment. The steering device 1 according to the first embodiment is a steering device applied to a vehicle having all wheels WFL, WFR, WRL, WRR as steering wheels, and all the wheels WFL, WFR, WRL, This represents a so-called steer-by-wire system in which there is no mechanical connection between the WRR and the steering input means 10 used when the driver performs a steering operation.

  Here, in the first embodiment, a front wheel steering mode in which the front wheels WFL and WFR are steered as steering wheels and a rear wheel steering mode in which the rear wheels WRL and WRR are steered as steering wheels are prepared, and the vehicle moves forward. It is exemplified that one of the steering modes is selected regardless of whether or not the vehicle is moving backward. That is, in the steering device 1 of the first embodiment, the front wheel steering mode may be selected or the rear wheel steering mode may be selected when the vehicle is advanced, and the vehicle is moved backward. The front wheel steering mode may be selected or the rear wheel steering mode may be selected.

As shown in FIG. 1, the steer-by-wire steering device 1 according to the first embodiment has a steering input means 10 for detecting a steering operation amount by a driver and a target turning angle θ _req corresponding to the steering operation amount. The actuator (hereinafter referred to as “front wheel turning angle providing means”) 20 that generates a turning force for the front wheels WFL and WFR, and the target turning angle θ _req corresponding to the steering operation amount are _rearranged. And an actuator (hereinafter referred to as “rear wheel turning angle providing means”) 30 that generates a turning force for the wheels WRL and WRR.

The steering input means 10 of the first embodiment replaces a so-called steering wheel, and has a function of detecting a steering operation amount (namely, steering angle θ _ST ) accompanying the driver's steering operation. The steering input means 10 will be described in detail later.

On the other hand, the front wheel turning angle imparting means 20 of the first embodiment is a means to be actuated by an electronic control device 40 described later when the front wheel steering mode is selected, and is mechanically connected to the steering input means 10. This is a drive source for turning the front wheels WFL and WFR so as to reach the target turning angle θ _req without connection.

Here, if the front wheels WFL, WFR are steered to the neutral position (that is, the position of the front wheels WFL, WFR relative to the vehicle when the vehicle is in a straight traveling state), the target turning angle θ _req becomes “0”, and the front wheels If the WFL and WFR are turned from the neutral position to the right side of the vehicle, the target turning angle θ _req will be a positive value, and if the front wheels WFL and WFR are turned from the neutral position to the left side of the vehicle, the target turning angle It is determined that θ _req is a negative value. The right turn of the vehicle shown here represents movement of the vehicle to the right front when the vehicle is moving forward, and represents movement of the vehicle to the right rear when the vehicle is moving backward. The opposite is true for turning the vehicle to the left. Therefore, at the time of forward movement, the vehicle turns right when the target turning angle θ _req of the front wheels WFL and WFR is a positive value, and turns left when the target turning angle θ _req is a negative value. On the other hand, even during reverse, the vehicle turns right when the target turning angle θ _req of the front wheels WFL and WFR is a positive value, and turns left when the target turning angle θ _req is a negative value.

Here, as the front wheel turning angle imparting means 20 of the first embodiment, the electric motor 21 is driven based on the command value of the target turning angle θ _req from the wheel turning control means, and the shaft 22 is driven by the driving force. Is used to turn the front wheels WFL, WFR by moving the vehicle in the left-right direction of the vehicle. That is, in the front wheel turning angle providing means 20, the electric motor 21 is used as a turning force generating means for generating a turning force for the front wheels WFL, WFR. For example, although not shown, the electric motor 21 according to the first embodiment includes a tubular rotor, a stator that covers the outer periphery of the rotor, and the like, and a shaft 22 is inserted into the rotor.

  Further, the front wheel turning angle imparting means 20 of the first embodiment is provided with a turning force transmission mechanism 23 that transmits the turning force of the electric motor 21 to the shaft 22. As this turning force transmission mechanism 23, for example, a spiral screw formed on the inner peripheral surface of the rotor of the electric motor 21 or a ball screw nut attached to the rotor and the outer peripheral surface of the shaft 22 (not shown). A ball screw mechanism constituted by a ball screw portion and a plurality of balls disposed between the ball screw nut and the ball screw portion can be used. In this type of steering force transmission mechanism 23, the ball screw nut rotates in the circumferential direction as the electric motor 21 is driven (that is, the rotor rotates), and the shaft 22 moves to the left or right of the vehicle according to the rotation direction. The front wheels WFL and WFR connected to both ends of the shaft 22 are steered by direct movement in the direction.

Further, the front wheel turning angle providing means 20 is provided with a turning angle sensor 24 for detecting an actual turning angle (hereinafter referred to as “actual turning angle”) θ _real of the front wheels WFL and WFR. Yes. For example, as the turning angle sensor 24, a sensor that is disposed in the vicinity of the outer peripheral surface of the shaft 22 and detects the rotational angle of the shaft 22 or the movement amount in the axial direction (the left-right direction of the vehicle) is used. In the case of this type of turning angle sensor 24, the wheel turning control means determines whether the actual turning angle θ _real is the target turning angle θ _req based on the detected rotation angle or movement amount. Judgment can be made.

Next, the rear wheel turning angle providing means 30 of the first embodiment is a means to be actuated by the electronic control device 40 when the rear wheel steering mode is selected, and is mechanically connected to the steering input means 10. This is a drive source for turning the rear wheels WRL and WRR so as to have the target turning angle θ _req without connection.

Here, if the rear wheels WRL, WRR are steered to the neutral position (that is, the position of the rear wheels WRL, WRR relative to the vehicle when the vehicle is in a straight traveling state), the target turning angle θ _req becomes “0”. If the rear wheels WRL and WRR are steered from the neutral position to the right side of the vehicle, the target turning angle θ _req becomes a positive value, and the rear wheels WRL and WRR are steered from the neutral position to the left side of the vehicle. It is determined that the target turning angle θ _req is a negative value. For this reason, when moving forward, contrary to the front wheel steering mode, the vehicle turns left when the target turning angle θ _req of the rear wheels WRL and WRR is a positive value, and turns right when the vehicle is negative. Turn. On the other hand, even during reverse, the vehicle turns left when the target turning angle θ _req of the rear wheels WRL and WRR is positive, and turns right when the target turning angle θ _req is negative.

Here, as the rear wheel turning angle providing means 30 of the first embodiment, the electric motor 31 is driven based on the command value of the target turning angle θ _req from the wheel turning control means, and the shaft 32 is driven by the driving force. The same front wheels WFL and WFR as the rear wheels WRL and WRR are steered by linearly moving in the left-right direction of the vehicle are used. That is, also in the rear wheel turning angle applying means 30, the electric motor 31 is used as a turning force generating means for generating a turning force for the rear wheels WRL and WRR.

Further, the rear wheel turning angle imparting means 30 of the first embodiment includes a turning force transmission mechanism 33 similar to the front wheels WFL and WFR for transmitting the turning force of the electric motor 31 to the shaft 32, and the rear wheels WRL, A steering angle sensor 34 similar to the front wheels WFL and WFR for detecting the actual steering angle θ _real of the WRR is provided.

Note that the front wheel turning angle imparting means 20 and the rear wheel turning angle imparting means 30 of the first embodiment perform a driving operation triggered by the steering operation amount (steering angle θ _ST ) detected by the steering input means 10. However, it is also possible to perform the driving operation based on the target turning angle θ _req according to a request from the vehicle such as vehicle behavior control.

Furthermore, the steering device 1 of the first embodiment obtains the target turning angle θ _req of the wheels WFL, WFR, WRL, WRR to be controlled, and the wheels WFL, WFR, WRL, WRR are the target turning angles. A steering control device is provided for driving and controlling the front wheel turning angle imparting means 20 or the rear wheel turning angle imparting means 30 so as to be θ _req . The steering control device has an arithmetic processing function well known in the technical field of such steer-by-wire steering devices. For example, the steering control device of the first embodiment is prepared as a function of an electronic control unit (ECU) 40 shown in FIG. 1, and the amount of steering operation to the driver's steering input means 10 and the vehicle running state ( Target turning angle setting means for obtaining and setting a target turning angle θ _req according to vehicle speed V, yaw moment, yaw rate, lateral acceleration, etc.), front wheel turning angle giving means 20 and rear wheel turning angle giving means 30. And wheel steering control means for steering the wheels WFL, WFR, WRL, WRR to be controlled so that the target steering angle θ _req is obtained by driving the vehicle.

  The electronic control unit 40 includes a CPU (Central Processing Unit) (not shown), a ROM (Read Only Memory) that stores a predetermined control program and the like, and a RAM (Random Access Memory) that temporarily stores the calculation result of the CPU. , And a backup RAM for storing information prepared in advance.

  Hereinafter, the steering input means 10 of the first embodiment will be described in detail.

  As shown in FIG. 1, the steering input means 10 according to the first embodiment includes an operation unit 10a that is used when the driver performs a steering operation, and a housing 10b that houses the operation unit 10a. For example, the housing 10b is formed into a frame shape, and a rectangular opening is formed on at least one surface thereof. In the first embodiment, the operation surface 10s shown in FIGS. 2 and 3 of the operation unit 10a is exposed to the outside from the opening, and the operation surface 10s can be actually touched when the driver performs a steering operation. It is configured to be able to.

Here, the operation unit 10a of the first embodiment includes an operation unit main body 11 formed in a square plate shape, a steering operation amount detection unit that detects a steering operation amount (steering angle θ _ST ) by the driver, It has. In the first embodiment, the above-described square operation surface 10s is formed on one surface of the operation unit main body 11, and a steering operation amount detection unit is disposed on the operation surface 10s.

The steering operation amount detection unit of the first embodiment guides the operation member 12 that the driver directly operates on the operation surface 10s to move the vehicle in order to turn the vehicle in a desired direction, and the movement of the operation member 12. And a steering operation amount detection means 14 for detecting the amount of movement of the operation member 12 as a steering operation amount (steering angle θ _ST ).

  For example, in the first embodiment, the operation member 12 is formed into a disk shape, and as shown in FIG. 4, the operation member 12 is integrally suspended from one surface (a surface that is not directly touched by the driver). As described above, the steering operation amount detection means 14 is fixed to the operation member 12. Therefore, in the steering operation amount detection unit of the first embodiment, when the driver moves the operation member 12, the steering operation amount detection means 14 also moves together with the operation member 12.

Further, as the steering operation amount detection means 14 of the first embodiment, for example, a rotation angle sensor such as a multi-rotation potentiometer is used. For this reason, in the steering operation amount detection unit, a groove or slit formed on the operation surface 10 s of the operation unit main body 11 or a wall portion standing on the operation surface 10 s serves as the guide unit 13, and further along the guide unit 13. A steering operation amount detection means 14 is arranged, whereby the steering operation amount detection means 14 rotates while contacting the wall surface of the guide portion 13 as the operation member 12 moves, and detects the steering operation amount (steering angle θ _ST ). It is configured to perform. In the first embodiment, an annular slit is formed in the operation surface 10 s of the operation unit main body 11 and this is used as the guide unit 13.

  For example, as shown in FIG. 4, here, the operation portion includes a rectangular flat plate member 11A having one surface forming an operation surface 10s, and a concave member 11B in which the flat plate member 11A is bonded to form a space portion. The main body 11 is configured. That is, the operation portion main body 11 is fixed in a state where the outer portion of the flat plate member 11A and the outer portion (protruding portion) of the concave member 11B are in contact with each other, thereby forming a space portion inside. ing. Here, an annular slit that penetrates both surfaces of the flat plate member 11A is formed as a guide portion 13, and the guide portion 13 and the space portion are in communication with each other. In addition, about the space part, what is necessary is just to provide only at the position corresponding to the guide part 13.

  In the first embodiment, the steering operation amount detection means 14 is inserted into the guide portion 13, and the locking member 15 fixed to the end of the steering operation amount detection means 14 opposite to the operation member 12 is used as the operation portion. Arranged in the space of the main body 11. The locking member 15 has a disk shape, for example, and is formed with a diameter larger than the slit width of the guide portion 13. For this reason, the steering operation amount detection means 14 and the operation member 12 fixed to the steering operation amount detection means 14 are prevented from falling off from the guide portion 13 and can be operated in a state of being freely movable along the guide portion 13. It is held by the department main body 11.

  Here, the guide portion 13 not only contributes to the stable movement of the operation member 12 but can also improve the driver's steering operability depending on its shape. That is, depending on the shape of the guide portion 13, the operation member 12 may be easily moved by the driver or may be difficult to move. For this reason, it is desirable that the shape of the guide portion 13 be in accordance with the movement of the driver's arm (particularly from the wrist).

  By the way, the steering operation amount detection unit may be configured using a sensor such as a rotary encoder disposed along the guide unit 13 in addition to the example illustrated here.

  Furthermore, although the shape of the guide portion 13 is illustrated as an annular shape, the guide portion 13 may have an arc shape such as an upper half of the annular shape (that is, only the upper half in the drawing of FIG. 2). For example, this type of arcuate guide portion 13 can be locked to lock by reducing the operation range of the operation member 12 by shortening its length (guide path length of the operation member 12). The steering operability by the person is improved. On the other hand, the guide portion 13 having such a short guide path length has a large turning angle of the wheels WFL, WFR, WRL, and WRR to be controlled per unit steering operation amount, and the steering in the conventional steering wheel. Since the gear ratio becomes quick, it may be difficult to finely adjust the turning angle depending on the ratio. For this reason, the length of the guide portion 13, that is, whether it is an annular shape or an arc shape, or how long it is to be an arc shape, is appropriate in the vehicle to which the steering device 1 is applied. What is necessary is just to set so that it may become a steering gear ratio. In the steering device 1 of the first embodiment, the steering gear ratio is appropriately changed by the target turning angle setting means of the electronic control device 40.

Further, in the operation unit 10a according to the first embodiment, a curved shape portion or a concave shape portion is provided at least on the movement trajectory of the operation member 12 on the operation surface 10s, and the wheels WFL, WFR, WRL, WRR to be controlled are not provided. The driver is informed of the steered position (i.e., the neutral position of the wheels WFL, WFR, WRL, WRR such as a straight traveling state). For example, when applying a curved shape portion, deflects the operation surface 10s inward of the operation portion 10a, a bottom portion 10S ₁ wheel of the control object in a straight line on the movement trajectory of the operating member 12 of the operation surface 10s It is set as a neutral position of WFL, WFR, WRL, WRR. On the other hand, the concave shape portion is preferably a gentle concave shape (for example, an arc shape) since the smooth guide of the operation member 12 may be hindered if the concave shape has an extreme drop. That is, the concave portion fitting on the operation unit 10a of the first embodiment becomes the above curved portion substantially synonymous bottom 10S ₁ of the control object wheels WFL on the movement locus of the operation member 12, Set as the neutral position of WFR, WRL, WRR. In the first embodiment, the entire operation portion 10a (that is, the entire operation portion main body 11) is bent as shown in FIG. 3 to provide a curved portion on the operation surface 10s. The operation member 12 is preferably formed using a flexible material (resin or the like) so that the operation member 12 can move along the curved operation surface 10s.

Therefore, in the operation portion 10a of the first embodiment, so that the bottom portion 10S ₁ of a straight line of the curved shape portion (concave portion) bisects the operation surface 10s on the left and right. Then, in the operation unit 10a, if the position the operating member 12 in the bottom 10S ₁ of the guide portion 13 becomes the steering center as referred in previous steering wheel, the control object wheels WFL, WFR, WRL, WRR Represents a neutral position. Here, to recognize only when the operating member 12 is present in the bottom 10S ₁ of the paper upper side in FIG. 2 in the guide portion 13 as the neutral position. This because, in this operation portion 10a, to the left area of the operation surface 10s from the bottom 10S ₁ (i.e., counter-clockwise) becomes the steering operation to the left turn direction of the vehicle by moving the operation member 12 The operation member 12 is moved from the bottom 10S ₁ to the right region of the operation surface 10s (that is, clockwise) so that the steering operation is performed in the right turning direction of the vehicle. Here, if the steering operation is in the right turn direction, the steering angle θ _ST is output as a positive value, while if the steering operation is in the left turn direction, the steering angle θ _ST is output as a negative value. The steering operation amount detection means 14 is set in advance. Each of these settings is common regardless of whether the vehicle is moving forward or backward, and whether it is the front wheel steering mode or the rear wheel steering mode.

Here, the maximum amount of movement of the operation member 12 to the left and right (in other words, lock-to-lock) is set so that the maximum range of the steering angle θ _ST is “−180 ° <θ _ST <180 °”. Alternatively, “−360 ° <θ _ST <360 °” or “θ _ST ≧ 360 ° and θ _ST ≦ −360 °” may be set.

The operation member 12 is in the case of recognized as neutral position when present in the bottom 10S ₁ of the paper lower side in FIG. 2 in the guide portion 13, the vehicle in the moving direction of the same operation member 12 with the above example The turning direction (that is, the turning direction of the wheels WFL, WFR, WRL, and WRR to be controlled) may be defined, or the definition opposite to that illustrated may be made.

  Next, a method for selecting a steering mode in the steering apparatus 1 according to the first embodiment will be described.

  In the first embodiment, a steering mode switching unit 10c capable of switching between a front wheel steering mode and a rear wheel steering mode is prepared in the steering input unit 10. For example, as shown in FIG. 5, the steering mode switching means 10c is disposed in the housing 10b as a steering mode switching switch that is operated by the driver. Here, when the driver desires a steering operation in the rear wheel steering mode, the steering mode switching means 10c is pressed, and the steering mode switching means 10c is turned on. As a result, a switch ON signal (rear wheel steering mode ON signal) is transmitted to the electronic control unit 40, and the steering mode setting means of the electronic control unit 40 selects and sets the rear wheel steering mode. On the other hand, when the steering mode switching means 10c is pressed again in the switch ON state, the steering mode switching means 10c enters the switch OFF state and stops transmitting the switch ON signal to the electronic control unit 40. For this reason, in the electronic control unit 40 at that time, the steering mode setting means switches the setting from the rear wheel steering mode to the front wheel steering mode.

  Further, in the first embodiment, when the shift position of a transmission (not shown) indicates the reverse position, the front wheel steering mode is switched to the rear wheel steering mode. Therefore, the electronic control unit 40 is made to receive the signal of the shift position sensor 61 shown in FIG. That is, the steering mode setting means of the first embodiment selects the rear wheel steering mode when receiving a reverse signal (so-called reverse signal) from the shift position sensor 61.

  Note that the method for selecting the steering mode is not necessarily limited to the above example, and other methods may be used, and neither of the above two types of examples is necessarily employed.

  Hereinafter, the turning operation of the wheels WFL, WFR, WRL, and WRR to be controlled by the steering device 1 according to the first embodiment will be described with reference to the flowchart of FIG.

  First, the electronic control unit 40 according to the first embodiment determines whether or not an ignition ON signal has been detected (step ST5). While repeating the determination of ST5, if detected, the process proceeds to the next step ST10.

When the electronic control device 40 determines that the ignition ON signal is detected in step ST5, the target turning angle setting means determines that the steering operation by the driver based on the detection signal from the steering operation amount detection means 14. The amount (steering angle θ _ST ) is detected (step ST10).

In this step ST10, if the operating member 12 is located at the bottom 10S ₁ of the operating surface 10s (that is, the part corresponding to the neutral position of the wheels WFL, WFR, WRL, WRR), the steering angle θ _ST = 0. Detected. When the operation member 12 is steered to the position indicated by the two-dot chain line in FIG. 2 in the left region of the operation surface 10s, the steering angle θ in the left turn direction according to the position of the operation member 12 _ST (a negative value in the first embodiment regardless of the steering mode) is detected. On the other hand, when the vehicle is turned to the right, the operation member 12 is moved to the region on the right side of the operation surface 10s, and the steering angle θ _{ST in} the right turn direction according to the position (in the first embodiment) Is a positive value regardless of the steering mode).

  Subsequently, the steering mode setting means of the electronic control unit 40 determines whether the current steering mode is the front wheel steering mode or the rear wheel steering mode (whether it is the rear wheel steering mode) (step ST15). . This determination is based on whether a switch ON signal (rear wheel steering mode ON signal) is received from the steering mode switching means 10c described above or whether a reverse signal (reverse signal) is received from the shift position sensor 61. Do.

If it is determined that the front wheel steering mode is selected, the target turning angle setting means determines that the front wheel is based on information on the detected steering angle _θST and information on the vehicle running state (such as the vehicle speed V detected from the vehicle speed sensor 62). The target turning angle θ _req of WFL and WFR is obtained (step ST20). For example, the target turning angle θ _req is derived from map data using the steering angle θ _ST and the traveling state of the vehicle as parameters. This map data is set based on experiments and simulations performed in advance, and is prepared as shown in FIG. 7, for example, for each vehicle running state. The map data shown in FIG. 7 is used when the front wheel steering mode is selected (that is, when the object to be controlled is the front wheels WFL, WFR), regardless of whether the vehicle is moving forward or backward. Use it. That is, in the map data for the front wheels WFL and WFR shown in FIG. 7, if the steering operation is in the right turning direction, a positive target turning angle θ _req is obtained, while the steering in the left turning direction is obtained. If it is an operation, a negative target turning angle θ _req is obtained.

On the other hand, when it is determined in step ST15 that the rear-wheel steering mode is set, the target turning angle setting means, as in the case of the front wheels WFL and WFR, and information on the detected steering angle θ _ST and the traveling state of the vehicle. Based on the information, the target turning angle θ _req of the rear wheels WRL and WRR is obtained (step ST25). Map data in the case of the rear wheel steering mode is shown in FIG. The map data for the rear wheels WRL and WRR is used regardless of whether the vehicle is moving forward or backward. If the steering operation is in the right turn direction, contrary to FIG. While a negative target turning angle θ _req is obtained, a positive target turning angle θ _req is obtained in the case of a steering operation in the left turn direction.

After determining the target turning angle θ _req of the wheels WFL, WFR, WRL, and WRR to be controlled in this way, the wheel turning control means of the electronic control unit 40 of the first embodiment uses the target turning angle θ _In order to steer to _req , the actuators of the wheels to be controlled WFL, WFR, WRL, WRR are started to be driven (step ST30). That is, in this step ST30, if the front wheel steering mode is selected, the driving of the electric motor 21 of the front wheel turning angle imparting means 20 is started, and thereby the front wheels WFL and WFR are started to be steered. Further, when the rear wheel steering mode is selected, the driving of the electric motor 31 of the rear wheel turning angle imparting means 30 is started, and thereby the rear wheels WRL and WRR are started to steer.

At that time, if the turning speed of the wheels WFL, WFR, WRL, WRR to be controlled is too fast, that is, if the wheels WFL, WFR, WRL, WRR to be controlled are turned all at once to the target turning angle θ _req , Although it depends on the vehicle speed V, sudden lateral acceleration, changes in roll moment and yaw moment may act on the vehicle, making the behavior of the vehicle unstable and further causing the driver anxiety and discomfort. . For this reason, it is preferable that the turning speeds of the wheels WFL, WFR, WRL, and WRR to be controlled up to the target turning angle θ _req are prepared as map data or the like so that such inconvenience does not occur.

Then, the wheel turning control means detects the actual turning angle θ _real of the wheels WFL, WFR, WRL, WRR to be controlled (step ST35), and the absolute value of the difference between this and the target turning angle θ _req ( | Θ _req −θ _real |) is compared with a predetermined value (step ST40). The actual turning angle θ _real is detected from the detection signal of the turning angle sensor 24 if the front wheel steering mode is selected, and from the detection signal of the turning angle sensor 34 if the rear wheel steering mode is selected. To detect. The predetermined value is set to “0” or a value close to “0” without limitation.

If the difference between the absolute value and the predetermined value is large and an affirmative determination is made in step ST40, the wheel steering control means returns to step ST5 until the difference decreases (that is, a negative determination in step ST40). The driving of the actuators of the wheels to be controlled WFL, WFR, WRL, WRR is continued. Then, when a negative determination is made in step ST40, the wheel steering control means determines that the wheel to be controlled WFL, WFR, WRL, WRR is steered to the target turning angle θ _req and drives the actuator. Is stopped (step ST45).

  Here, it is preferable that the steering input means 10 of the first embodiment is detachably fixed to, for example, an instrument panel so that the driver can operate with his / her hand. Further, the steering input means 10 is connected to the electronic control device 40 by wire or wireless (a well-known short-range communication technology or the like), but if it is connected by wire, such a handy operation is possible. As much as possible, allowance is provided for the length of the communication cable (not shown).

  As described above, in the steering apparatus 1 of the first embodiment, the front wheel WFL, WFR or the rear wheel may not be disposed at a place where inconvenience occurs in the vehicle interior, and the driver may have a hand at a desired location in the vehicle interior. Steering input means 10 that can be switched and steered to steer either WRL or WRR is prepared. That is, the steering input means 10 of the steering device 1 is configured not to be influenced by the design requirements of other matters that are not directly related to the steering operation, and to be specialized for the steering operation. Can do. Specifically, unlike the conventional steering wheel, the steering input means 10 is not used when the driver supports the upper body, so that the structure as shown in the above example with good steering operability can be adopted. Further, in the conventional steering wheel, the driver's seat airbag had to be disposed in the central portion so as not to be influenced by the rotational position. By replacing the steering wheel with the steering input means 10, the driver's seat airbag is It becomes possible to arrange in a place with a high degree of design freedom such as an instrumental panel. The same can be said for the direction indicator operation means (that is, the winker lever) and the like that are collected near the conventional steering wheel. In addition, when referring to the driver's seat airbag, in the conventional steering wheel, the arm may come out in front of the driver's seat airbag when turning back. The possibility of not functioning is undeniable. However, when replaced with the steering input means 10, the driver's seat airbag can be appropriately functioned when necessary, no matter what steering operation is performed. Further, the conventional steering wheel arranged in front of the driver's eyes is a cause of deterioration of getting on and off, such as hitting the leg when getting on and off, but the steering input means 10 does not get in the way when getting on and off. Since it can be placed at a position, it is possible to improve boarding / exiting performance. Therefore, in the steering apparatus 1 of the first embodiment, it is possible to improve the steering operability of the driver by the steering input means 10, and further, it is desired to be arranged around the driver's seat. It is possible to improve the arrangement of functional parts that are not directly related to the steering operation, the degree of freedom of design, and boarding / exiting ability.

Here, the steering input means 10 according to the first embodiment includes, for example, a steering angle θ _ST , a target rotation as shown in FIG. 9 in order to compensate for a sense of incongruity due to a sensory shift in steering operability compared with a conventional steering wheel. A display unit 10d that displays at least one of the steering angle θ _req and the actual turning angle θ _real may be provided. As the sensory deviation, for example, how much the operation member 12 is moved to give the same steering angle θ _ST as that of the conventional steering wheel, and the conventional example 1 and the conventional sense. Can be considered. Therefore, the driver can control how much the operation member 12 is moved with respect to the turning angle of the wheels WFL, WFR, WRL, and WRR to be controlled that would have been able to be estimated sensuously with the conventional steering wheel. A new sense of discomfort due to the fact that the target wheels WFL, WFR, WRL, and WRR are steered cannot be obtained.

For example, as shown in FIG. 10-1, the display unit 10d displays the steering angle (or turning angle) in the form of a meter. In this case, the picture of the needle of the instrument is moved in accordance with the movement of the operation member 12. Further, a picture of the steering wheel ST may be displayed on the display unit 10d as shown in FIG. 10-2. In this case, the picture of the steering wheel ST is rotated in accordance with the movement of the operation member 12. The rotational angle is preferably matched with the steering angle of the conventional steering wheel when the target turning angle θ _req set by the steering operation of the operation member 12 is reached in order to eliminate a sensory shift. As a result, the driver sees the turning angle of the wheels WFL, WFR, WRL, WRR to be controlled due to the difference between the movement amount of the operation member 12 and the rotation amount of the conventional steering wheel by looking at the display portion 10d. Is compensated for.

  Furthermore, in the steering device 1 of the first embodiment, the steering column is not required by replacing the conventional steering wheel with the steering input means 10 described above, so the direction indication attached to the steering column is eliminated. The problem is where to place the device operating means (winker lever), the wiper operating means (wiper lever) and the like. Therefore, the direction indicator operation means and the like are arranged in a vacant place such as the casing 10b of the steering input means 10, the instrument panel, the center console, or the like.

  Further, the direction indicator operation means may be disposed under the seat surface of the driver's seat S as shown in FIGS. For example, in this example, a turn signal lever 51L for a left turn direction indicator (not shown) and a turn signal lever 51R for a right turn direction indicator (not shown) are prepared as the direction indicator operation means. Is disposed under the seat surface of the driver's seat S so as to be visible in the seated state. Each of the winker levers 51L and 51R has a rotating shaft 52 individually attached to each end opposite to the protruding end, and each rotating shaft 52 whose switch ON / OFF is switched according to the rotation of the rotating shaft 52. Are supported by the floor FL.

  For example, in this direction indicator operation means, when making a left turn (or a right turn), the driver turns the switch 53 by turning the turn signal lever 51L (or the turn signal lever 51R) with a hand or a leg. As a result, a switch ON signal is transmitted from the switch 53 to the electronic control unit 40, and the direction indicator control means of the electronic control unit 40 operates the left turn direction indicator (or right turn direction indicator). On the other hand, when the driver wants to stop the operation of the left turn direction indicator (or right turn direction indicator), the winker lever 51L (or the winker lever 51R) is rotated by hand or leg in the direction opposite to that when the switch is turned on. Then, the switch 53 is turned off. Thereby, a switch OFF signal is transmitted from the switch 53 to the electronic control unit 40, and the direction indicator control means stops the operation of the left turn direction indicator (or right turn direction indicator).

  Here, in consideration of the convenience when stopping the operation of the left turn direction indicator and the right turn direction indicator, in this example, a direction indication release means for executing the stop of the operation is prepared. Also good. For example, the direction instruction release means can be prepared as a direction instruction release button 54 disposed on an instrument panel or the like. Here, the direction instruction release button 54 is disposed on the floor FL between the driver's seat S and pedals (accelerator pedal AP, brake pedal BP, footrest FR, etc.). The driver steps on the direction indication release button 54 with the left foot when stopping the operation of the left turn direction indicator or the right turn direction indicator. Thus, a stop signal is transmitted from the direction indication release button 54 to the electronic control unit 40, and the direction indicator control means stops the operation of the left turn direction indicator or the right turn direction indicator.

  In the conventional steering wheel, when the left turn direction indicator or the right turn direction indicator is operating, if the steering wheel is rotated in the opposite direction to the turning direction at that time, a switch (not shown) is provided. The switch is turned off, and the operation of the left turn direction indicator and the right turn direction indicator is stopped. Therefore, here, a function similar to this is provided for the convenience of the driver.

  For example, the direction indicator control to stop the operation of the left turn direction indicator or the right turn direction indicator when the wheels WFL, WFR, WRL, WRR to be controlled become smaller than a predetermined turning angle toward the neutral position. Means are configured.

Here, the case where the front wheel steering mode is selected will be described as an example. In this case, the direction indicator control means stops the operation of the left turn direction indicator and the right turn direction indicator using the map data for the front wheels WFL and WFR shown in FIG. According to this map data, when the actual turning angle θ _real at the time of turning left becomes smaller than a predetermined turning angle (left turn instruction release threshold θL0 _real ), the operation of the left turn direction indicator is stopped, and the right turn When the actual turning angle θ _real at the time of rotation becomes smaller than a predetermined turning angle (right turn instruction release threshold θR0 _real ), the operation of the right turn direction indicator is stopped.

The direction indicator control means may be configured so as to stop the operation of the left direction indicator and right turn direction indicator when the operation member 12 is returned to a predetermined steering angle theta _ST. For example, as shown in FIG. 13, the map data in this case indicates the operation of the left turn direction indicator when the steering angle θ _ST during left turn becomes smaller than a predetermined steering angle (left turn instruction release threshold θL0 _ST ). The operation of the right turn direction indicator is stopped when the steering angle θ _ST at the time of turning right is smaller than a predetermined steering angle (right turn instruction release threshold θR0 _ST ).

  By configuring the direction indicator control means in this way, the steering device 1 of the first embodiment allows the driver to operate the operation member 12 or to turn the wheels WFL, WFR, WRL being steered by self-aligning torque. When the WRR returns to the neutral position, the operation of the left turn direction indicator or the right turn direction indicator can be stopped. Therefore, in this steering apparatus 1, the convenience equivalent to that of the conventional steering wheel can be ensured, so that the steering operability is improved.

  Incidentally, the external shape of the steering input means 10 is not necessarily limited to the above-described example. For example, the housing 10b and the operation surface 10s may be circular according to the shape of the conventional steering wheel.

  Further, the steering device of the first embodiment can be applied to a vehicle in which a so-called four-wheel steering mode in which all the wheels WFL, WFR, WRL, and WRR are steered at the same time is set. In this case, for example, when the four-wheel steering mode is selected, the map data for the front wheels WFL and WFR shown in FIG. 7 is used for the front wheels WFL and WFR, while the map data for the rear wheels WRL and WRR is used. The map data for the rear wheels WRL and WRR shown in FIG. 8 may be used. Thereby, in the vehicle at that time, the front wheels WFL, WFR and the rear wheels WRL, WRR are steered in the same phase. On the other hand, the four-wheel steering mode is known in which the front wheels WFL, WFR and the rear wheels WRL, WRR are steered in opposite phases. For this reason, in such a case, the front wheels WFL, WFR and the rear wheels WRL, WRR are reversed by applying the map data for the front wheels WFL, WFR to all the wheels WFL, WFR, WRL, WRR, for example. Turned by phase. Since the turning angle of the rear wheels WRL, WRR is smaller than that of the front wheels WFL, WFR during normal forward movement, the map data is strictly different in slope between the front wheels WFL, WFR and the rear wheels WRL, WRR. Become.

  Next, a second embodiment of the steering apparatus according to the present invention will be described with reference to FIGS.

In the steering input means 10 of the first embodiment described above, the driver moves the operating member 12 to the bottom 10S ₁ on the operating surface 10s along the guide portion 13, whereby the wheels WFL, WFR, WRL to be controlled are moved. , WRR can be returned to the neutral position. In the second embodiment, the steering device is constructed so as to enhance the convenience of the driver when returning to the neutral position.

  The steering device 1 of the second embodiment is obtained by changing the operation unit 10a of the steering input means 10 to the operation unit 110a shown in FIGS. 14 and 15 in the configuration of the first embodiment described above. Specifically, the operation unit 110a is obtained by adding a turning angle releasing means 16 on the operation surface 10s of the operation unit 10a of the first embodiment based on the operation unit 110a. Therefore, the steering device 1 of the second embodiment can obtain the same effects as those of the first embodiment based on the above, and can further achieve the following effects by the turning angle releasing means 16.

  Here, the turning angle release means 16 is means for operating the driver to return the steered wheels WFL, WFR, WRL, WRR to the neutral position (ie, neutral state). For example, in the second embodiment, it is prepared as a turning angle release button (neutral switch) arranged to be pressed by the driver on the operation surface 10s. Hereinafter, the turning angle release means 16 is referred to as a “turning angle release button 16”. When the driver wants to return the wheel WFL, WFR, WRL, WRR to be controlled to the neutral position, the driver presses the turning angle release button 16 to turn on the switch. As a result, a neutral switch ON signal is transmitted to the electronic control unit 40, and the wheel turning control means of the electronic control unit 40 returns the wheels WFL, WFR, WRL, WRR to be controlled to the neutral position.

  Hereinafter, the turning operation of the wheels WFL, WFR, WRL, and WRR to be controlled by the steering apparatus 1 according to the second embodiment will be described with reference to the flowchart of FIG. Since many of the steering operations are the same as those of the first embodiment, the following description will be made in detail with a focus on differences from the steering operation of the first embodiment.

  First, the electronic control unit 40 according to the second embodiment determines whether or not an ignition ON signal has been detected (step ST5). While repeating the determination of ST5, if it is detected, it is determined whether or not the neutral switch ON signal has been detected (that is, whether or not the turning angle release button 16 has been pressed) (step ST6).

When it is determined in step ST6 that the neutral switch ON signal has not been detected, the electronic control unit 40 according to the second embodiment, as in the first embodiment, provides steering to the target turning angle setting means by the driver. The operation amount (steering angle θ _ST ) is detected (step ST10), and the steering mode setting means is made to determine the current steering mode (step ST15). As in the first embodiment, the electronic control unit 40 calculates the target turning angle θ _req of the front wheels WFL and WFR based on the steering operation amount (steering angle θ _ST ) and the like in the front wheel steering mode ( In step ST20), in the rear wheel steering mode, the target turning angle θ _req of the rear wheels WRL and WRR is calculated based on the steering operation amount (steering angle θ _ST ) and the like (step ST25).

On the other hand, the electronic control unit 40 first determines the current steering mode in the same manner as in step ST15 even when it is determined in step ST6 that the neutral switch ON signal is detected (step ST16). The target turning angle setting means of the electronic control unit 40 is a target turning angle θ _req at which the front wheels WFL, WFR are in the neutral position in the front wheel steering mode, that is, the target turning angle θ of the front wheels WFL, WFR. _req is calculated as “0” (step ST21). If the rear wheel steering mode is selected, the target turning angle θ _req so that the rear wheels WRL and WRR are in the neutral position, that is, the target turning angle θ of the rear wheels WRL and WRR is obtained. _req is calculated as “0” (step ST26).

The wheel turning control means of the electronic control unit 40 according to the second embodiment is configured so that the wheels to be controlled WFL, WFR, WRL, and WRR have the target turning angle θ _req obtained in step ST20, step ST21, step ST25, or step ST26. Thus, when the front wheel steering mode is in effect, the electric motor 21 of the front wheel turning angle applying means (actuator) 20 starts to be driven, and when in the rear wheel steering mode, the rear wheel turning angle applying means (actuator) 30 is started. The electric motor 31 starts to be driven (step ST30). This wheel turning control means detects the actual turning angle θ _real of the wheels WFL, WFR, WRL, WRR to be controlled (step ST35), as in the first embodiment, and this and the target turning angle θ _req After the absolute value of the difference (| θ _req −θ _real |) is compared with a predetermined value (step ST40) and the actuator is continuously driven until the difference becomes small (until a negative determination is made in step ST40). Stop (step ST45).

  Here, if the wheel WFL, WFR, WRL, WRR to be controlled is returned to the neutral position all at once when the turning angle release button 16 is pressed, it is the same as when the turning angle is suddenly increased during turning. In addition, the behavior of the vehicle may become unstable, and the driver may feel uneasy or uncomfortable.

Therefore, here, the steering speed of the wheels WFL, WFR, WRL, and WRR to be controlled until the vehicle returns to the neutral position is predetermined in the map data. For example, here, map data shown in FIG. 17 and FIG. 18 in which the turning angle return amount θre _req with respect to the actual turning angle θ _real of the wheels WFL, WFR, WRL, and WRR to be controlled is prepared. sometimes the actual steering amount back the steering angle corresponding to the angle θ _real θre _req in the control target of the wheels WFL, WFR, WRL, go back to the steering angle of the WRR to "0".

FIG. 17 illustrates map data in which the turning angle return amount θre _req is decreased by the same coefficient as the actual turning angle θ _real approaches “0”. That is, according to the map data of FIG. 17, the wheels WFL, WFR, WRL, WRR to be controlled are returned to the neutral position at the same turning speed. In the map data of FIG. 17, the proportional coefficient between the actual turning angle θ _real and the turning angle return amount θre _req represents the turning speed of the wheels WFL, WFR, WRL, WRR to be controlled. The steering speed (proportional coefficient) which stabilizes the behavior of the vehicle and does not cause the driver to feel uneasy or uncomfortable is obtained by experiment and simulation.

Further, in FIG. 18, when the actual turning angle θ _real is large, the wheels WFL, WFR, WRL, and WRR to be controlled are returned with a large turning angle return amount θre _req , and the actual turning angle θ _real is small. 6 illustrates map data for returning the wheels WFL, WFR, WRL, and WRR to be controlled with a small turning angle return amount θre _req . Even in this case, a steering speed that stabilizes the behavior of the vehicle and does not cause the driver to feel uneasy or uncomfortable is obtained through experiments and simulations, and the actual turning angle θ _real and the turning angle are adjusted accordingly. A correspondence relationship with the return amount θre _req is determined.

  As described above, the steering device 1 according to the second embodiment is free to arrange and design functional parts that are less directly related to the steering operation that is desired for the driver and the steering operation that is desired to be arranged around the driver's seat. Not only can the degree and the boarding / exitability be improved in the same manner as in the first embodiment, but also the wheels WFL, WFR, WRL, WRR to be controlled are returned to the neutral position only by pressing the turning angle release button 16. Therefore, the convenience of the steering operation for the driver is improved.

  Incidentally, in the second embodiment, the turning angle release means (steering angle release button) 16 is arranged on the operation surface 10s of the operation unit 10a. However, the arrangement is not necessarily limited thereto. For example, the turning angle canceling means (steering angle canceling button) 16 may be disposed in a separate location such as the housing 10b or the instrument panel.

  In the second embodiment, the turning angle release means 16 is illustrated as a button type (steering angle release button). However, the turning angle release means 16 is centered on a predetermined fulcrum. It may be configured with another structure such as a lever type in which the switch is switched ON / OFF by switching to a pressure sensitive type in which the neutral switch ON is detected by a pressure sensitive sensor.

Further, the steering device 1 according to the second embodiment may be provided with the display unit 10d for displaying the steering angle θ _ST and the turning angle (target turning angle θ _req or actual turning angle θ _real ) exemplified in the first embodiment. Good. Further, the direction indicator operation means and the wiper operation means of the second embodiment may be disposed in a vacant place such as an instrument panel or a center console as illustrated in the first embodiment. In addition, as the direction indicator operating means, it is also possible to apply one arranged under the driver's seat S as exemplified in the first embodiment. In this case, the direction indication releasing means (direction indication) A release button 54) may be provided, or a direction indicator control means configured to obtain the same convenience as the conventional steering wheel may be applied.

  Next, a third embodiment of the steering apparatus according to the present invention will be described with reference to FIGS.

In the steering input means 10 of the first and second embodiments described above, the operation member 12 can freely move the guide portion 13 any number of times. Accordingly, when the range of movement of the operation member 12 to the left and right is expanded (that is, the range of the steering angle θ _ST is increased), the driver moves the operation member 12 unless the entire arm is moved, not just the wrist. Can not be. In consideration of the convenience of the driver's steering operation, the range of movement of the operation member 12 to the left and right is a range in which the operation member 12 can be moved only by the wrist, or even before the elbow (even from the elbow). It is preferable to keep it within a range that can be moved only with the fingertip.

  Therefore, in the third embodiment, the operation member locking means 17L and 17R for locking the operation member 12 moving along the guide portion 13 are provided, thereby improving the convenience of the driver's steering operation. Improve. Here, an operation member locking means 17L for turning left and an operation member locking means 17R for turning right are separately provided.

  The steering device 1 of the third embodiment is obtained by changing the operation unit 10a or the operation unit 110a of the steering input means 10 to the operation unit 210a shown in FIGS. 19 and 20 in the configuration of the first or second embodiment. It is. Specifically, the operation unit 210a is obtained by adding operation member locking means 17L and 17R on the operation surface 10s of the operation unit 10a of the first embodiment or the operation unit 110a of the second embodiment. Therefore, the steering device 1 of the third embodiment can obtain the same effects as those of the first embodiment or the second embodiment, and further has the following effects by the operation member locking means 17L and 17R. be able to. In the following, the steering device 1 based on the configuration of the first embodiment will be exemplified as a representative.

  The operation member locking means 17L and 17R of the third embodiment are arranged so as to protrude from the operation surface 10s on the slit-shaped guide portion 13 as shown in FIGS. When the steering operation amount detection means 14 comes into contact, further movement is restricted. The operation member locking means 17L and 17R illustrated here are formed into a triangular prism shape, the height direction thereof corresponds to the slit width direction of the guide portion 13, and the side surface or lower surface of the operation member 12 approaching ( Here, the surface touched by the driver is defined as the upper surface.) Is arranged in the guide portion 13 so as to protrude from the operation surface 10s so as to face the respective inclined surfaces 17a. That is, the operation member locking means 17L and 17R are configured to lock the movement of the operation member 12 by bringing the operation member 12 or the steering operation amount detection means 14 into contact with the inclined surface 17a.

Here, the operation member locking means 17L and 17R of the third embodiment may be fixed to the guide portion 13 so as not to move on the guide portion 13, but here, it can freely move on the guide portion 13. It arranges in. That is, since the size of the hand and the length of the arm are different for each person, the range of movement of the operation member 12 to the left and right (the range of the steering angle θ _ST ) is fixed to an average mode. Therefore, there is a possibility that appropriate steering operability cannot be provided to a driver who is greatly different from the average person. For this reason, here, the arrangement positions of the operation member locking means 17L and 17R can be moved along the guide portion 13 so that steering operations suitable for drivers of various physiques are performed.

  Specifically, the operation member locking means 17L and 17R have a triangular prism height lower than the slit width of the guide portion 13 so that movement along the guide portion 13 is possible. The inner side is disposed in the guide portion 13 so as to abut the surface of the concave member 11B of the operation portion main body 11 facing the flat plate member 11A. The operation member locking means 17L and 17R are formed such that the height from the contact surface with the facing surface as a starting point is higher than the operation surface 10s from the facing surface, and the operation surface 10s. Protrude from. If the operation member locking means 17L and 17R are formed to have the same radius of curvature as the guide portion 13, the thickness (the height of the triangular prism) is slightly smaller than the slit width of the guide portion 13. You can make it thinner.

  On the other hand, the operation member locking means 17L, 17R will fall off from the guide portion 13 as they are. Therefore, the operating member locking means 17L and 17R of the third embodiment are provided with the protruding portions 17b shown in FIG. 22 on both surfaces (the upper surface and the lower surface of the triangular prism) on the contact surface side, and these protruding portions 17b are flat plates. The space between the member 11A and the concave member 11B is caught by the flat plate member 11A so as not to fall out from the guide portion 13.

  Here, when the driver applies further force to the operation member 12 (or the steering operation amount detection means 14) in contact with the inclined surface 17a, the operation member locking means 17L and 17R are locked. There is a possibility of moving from the position. For this reason, here, a locking means holding member for holding the operating member locking means 17L, 17R is prepared at the locking position in order to secure the locking position. For example, the protrusion 17b described above may be used as this locking means holding member. That is, the height of the protruding portion 17b (the height between the planes where the flat plate member 11A and the concave member 11B face each other) is made substantially equal to the distance between the planes, and only when a predetermined force or more is applied, The projecting portion 17b is held between the flat plate member 11A and the concave member 11B so that the stopping means 17L and 17R can move. Further, as this locking means holding member, a member or means independent of the operation member locking means 17L, 17R may be used.

By the way, the operation member locking means 17L and 17R may be intended only for locking the operation member 12 as described above, but based on the pressure P acting when the operation member 12 is caught. The target turning angle θ _req may be set. That is, in the steering apparatus 1 in this case, the condition that becomes a reference for calculating the target turning angle θ _req until the operation member 12 is locked by the operation member locking means 17L and 17R and after the operation member 12 is locked. To change.

Specifically, here, the case where the front wheel steering mode is selected will be described as an example. The target turning angle setting means of the electronic control unit 40 in this case is a steering angle that accompanies the movement of the operating member 12 until the operating member 12 is locked, as shown in the map data for the front wheels WFL and WFR in FIG. While calculating the target turning angle θ _req using the change in θ _ST , after the operating member 12 is locked, the pressure applied by the driver acting on the operating member locking means 17L and 17R (hereinafter, “ This is referred to as “steering operation pressure”.) The target turning angle θ _req is calculated using the change in P. In order to detect the steering operation pressure P, the operation member locking means 17L and 17R are provided with pressure detection means. This pressure detection means does not transmit any detection signal to the electronic control unit 40 until the operation member 12 touches the operation member locking means 17L, 17R.

  For example, here, the pressure detection means 18 shown in FIGS. 21 and 22 is arranged on each inclined surface 17a. As the pressure detection means 18, for example, a thin film pressure sensor such as a piezoelectric element can be used, which is used by being attached to the inclined surface 17a. Here, when PVDF (Polyvinylidene Difluoride), which is a thin film as a piezoelectric element, is used as the pressure detection means 18, in order to avoid peeling of aluminum or the like as an electrode deposited on the surface, a resin is used. It is desirable to cover and protect with another flexible thin film member made of, for example.

  Hereinafter, the turning operation of the wheels WFL, WFR, WRL, and WRR to be controlled by the steering device 1 according to the third embodiment will be described with reference to the flowchart of FIG. Since many of the steering operations are the same as those of the first embodiment, the following description will be made in detail with a focus on differences from the steering operation of the first embodiment.

First, the electronic control unit 40 according to the third embodiment determines whether or not an ignition ON signal is detected (step ST5). If not detected here, the process is terminated once and this step is performed. Repeat the determination of ST5. On the other hand, if the ignition ON signal is detected, the target turning angle setting means of the electronic control unit 40 of the third embodiment is based on the respective detection signals from the steering operation amount detection means 14 and the pressure detection means 18. Then, the steering operation amount (steering angle θ _ST ) of the operation member 12 by the driver and the steering operation pressure P by the driver to the operation member locking means 17L (17R) via the operation member 12 are detected (step ST11). ). The steering operation pressure P is not detected unless the operation member 12 contacts the operation member locking means 17L and 17R as described above.

  If it is determined in step ST5 that the ignition ON signal is detected, the target turning angle setting means determines whether the steering operation pressure P in step ST11 is greater than “0”. Then, it is determined whether or not the steering operation pressure P is detected in step ST11 (step ST12). In other words, it can be said that the determination in step ST12 is a determination as to whether or not the operating member 12 is moved until it is locked by the operating member locking means 17L (17R).

Here, it is determined in step ST12 that the steering operation pressure P is not detected, that is, the operation member 12 is not moved until it is locked by the operation member locking means 17L (17R). In this case, the steering mode setting means of the third embodiment is caused to determine the current steering mode as in the first embodiment (step ST15). Then, the target turning angle setting means calculates the target turning angle θ _req of the front wheels WFL and WFR based on the steering angle θ _ST etc. in the front wheel steering mode (step ST20), as in the first embodiment. In the case of the wheel steering mode, the target turning angle θ _req of the rear wheels WRL and WRR is calculated based on the steering angle θ _ST (step ST25).

On the other hand, even when it is determined in step ST12 that the steering operation pressure P is detected, that is, it is determined that the operation member 12 is locked to the operation member locking means 17L (17R). First, the steering mode setting means of the third embodiment is caused to determine the current steering mode as in step ST15 (step ST17). Then, the target turning angle setting means calculates the target turning angle θ _req of the front wheels WFL, WFR based on the steering operation pressure P or the like in the front wheel steering mode (step ST22), as in the first embodiment. In the rear wheel steering mode, the target turning angle θ _req of the rear wheels WRL and WRR is calculated based on the steering operation pressure P and the like (step ST27).

In step ST22, if the steering operation pressure P is detected from the pressure detection means 18 for turning left, it is determined that the driver is requested to turn left and the magnitude of the steering operation pressure P is reached. If the corresponding turning value θ _req of the negative value is calculated while the steering operation pressure P is detected from the pressure detection means 18 for turning right, a right turn is requested by the driver. Therefore, a positive target turning angle θ _req according to the magnitude of the steering operation pressure P is calculated. On the contrary, in step ST27, if the steering operation pressure P is detected from the pressure detection means 18 for turning left, a positive value corresponding to the magnitude of the steering operation pressure P is obtained. while target turning angle theta _req of is calculated, if the steering operating pressure P is detected from the pressure detecting means 18 for the time right turning, a negative value corresponding to the magnitude of the steering operation pressure P The target turning angle θ _req is calculated.

The wheel turning control means of the electronic control unit 40 according to the third embodiment is configured such that the target turning angle θ _req obtained by the wheels WFL, WFR, WRL, WRR to be controlled obtained in step ST20, step ST22, step ST25, or step ST27. Thus, when the front wheel steering mode is in effect, the electric motor 21 of the front wheel turning angle applying means (actuator) 20 starts to be driven, and when in the rear wheel steering mode, the rear wheel turning angle applying means (actuator) 30 is started. The electric motor 31 starts to be driven (step ST30). This wheel turning control means detects the actual turning angle θ _real of the wheels WFL, WFR, WRL, WRR to be controlled (step ST35), as in the first embodiment, and this and the target turning angle θ _req After the absolute value of the difference (| θ _req −θ _real |) is compared with a predetermined value (step ST40) and the actuator is continuously driven until the difference becomes small (until a negative determination is made in step ST40). Stop (step ST45).

As described above, in the steering device 1 of the third embodiment, the driver moves only the tip of the wrist or elbow (from the elbow to the fingertip) and moves the operation member 12 along the guide portion 13. It is possible to steer the wheels WFL, WFR, WRL, WRR to be controlled to the target turning angle θ _req corresponding to the steering operation amount (steering angle θ _ST ). Further, in this steering apparatus 1, even after the operating member 12 is locked to the operating member locking means 17L, 17R, the pressure change between them (change of the steering operation pressure P by the driver) is met. The wheels to be controlled WFL, WFR, WRL, WRR can be steered to the target turning angle θ _req . That is, according to this steering device 1, the target turning angle θ _req can be set using the above-described two types of target turning angle setting reference values of the steering angle θ _ST and the steering operation pressure P. The driver can steer the wheels WFL, WFR, WRL, and WRR to be controlled with a small arm movement, and a large movement is not forced, so that the steering operability is improved.

  As described above, the steering device 1 according to the third embodiment can not only improve the driver's steering operability and the like in the same manner as the first embodiment or the second embodiment, but can further improve the wrist. Alternatively, since the operation member 12 can be moved by moving only the tip of the elbow (from the elbow to the fingertip), the convenience of the steering operation for the driver is improved.

Here, in the steering apparatus 1 of the third embodiment, the display unit 10d for displaying the steering angle θ _ST and the turning angle (target turning angle θ _req or actual turning angle θ _real ) exemplified in the first embodiment and the embodiment. The turning angle release means 16 illustrated in 2 may be provided. Further, the direction indicator operation means and the wiper operation means of the third embodiment may be arranged in a vacant place such as an instrument panel or a center console as illustrated in the first embodiment. In addition, as the direction indicator operating means, it is also possible to apply one arranged under the driver's seat S as exemplified in the first embodiment. In this case, the direction indication releasing means (direction indication) A release button 54) may be provided, or a direction indicator control means configured to obtain the same convenience as the conventional steering wheel may be applied.

  Next, a fourth embodiment of the steering apparatus according to the present invention will be described with reference to FIGS.

  In the steering devices 1 of the first to third embodiments described above, the control target wheels WFL, WFR, WRL, and WRR are steered by moving the operation member 12 that is actually visible. In the fourth embodiment, a steering device that can be steered without using a mechanism member or a structural member such as the operation member 12 illustrated here is constructed.

  In the steering device 1 of the fourth embodiment, the operation unit 10a (operation units 110a and 210a) of the steering input means 10 is changed to the operation unit 310a shown in FIG. 25 in any one of the configurations of the first to third embodiments described above. And changed. That is, the steering input means 10 of the fourth embodiment is configured by housing the operation unit 310a in the housing 10b as in the first to third embodiments.

  Specifically, the operation unit 310a of the fourth embodiment includes an element for detecting contact (input) by the driver (that is, contact point detection for detecting the position of the contact point by the driver on the operation surface 310s). For example, a so-called touch panel in which the means) are arranged in a grid pattern, or a display device such as a so-called touch screen equipped with the touch panel is conceivable. Here, there are an element that senses a change in pressure, an element that senses a change in capacitance, and the like, and this element converts to position information based on the change and sends an electrical signal. Therefore, the electronic control unit 40 that has received the electrical signal can grasp the place touched by the driver on the operation surface 310s of the operation unit 310a. In addition, some display devices of this type use infrared rays as contact point detection means in place of such elements, and the location where the driver touches (does not need to be actually touched) by this infrared ray. A display device capable of detecting position information may be used as the operation unit 310a. Further, a touch pad (touch sensor) may be used for the operation unit 310a. For example, as this type of operation unit 310a, there is known an electrostatic pad in which elements (contact point detecting means) for detecting a change in electrostatic capacitance are arranged in a grid pattern.

In the fourth embodiment, based on the displacement of the contact point detected by the operation unit 310a, the displacement amount of the contact point (sliding amount of the fingertip on the operation surface 310s by the driver) is obtained. The electronic control unit 40 is provided with a steering operation amount setting means for setting the amount of displacement as a steering operation amount (steering angle θ _ST ) by the driver. Therefore, the target turning angle setting means of the fourth embodiment uses the target turning angle θ _req of the wheels WFL, WFR, WRL, WRR to be controlled based on the steering operation amount set by the steering operation amount setting means. Set up.

  As for the operation unit 310a of the fourth embodiment, similarly to the first to third embodiments, a curved shape portion or a concave shape portion is provided on the operation surface 310s, and the wheels WFL, WFR, WRL, WRR to be controlled are provided. The non-steering position (i.e., the neutral position of the wheels WFL, WFR, WRL, WRR) is informed to the driver. For example, when a curved shape portion is applied, the operation surface 310s is bent as if it is divided into left and right, and the bottom portion on the straight line formed thereby is set as the neutral position of the wheels WFL, WFR, WRL, WRR. deep. The concave portion can be constructed by forming a concave groove at a position on the operation surface 310s corresponding to the bottom of the curved portion, for example. That is, the operation surface 310s is divided into left and right by a dividing line (line corresponding to the center axis in the vehicle front-rear direction) regardless of whether it is visible or invisible, and the part of the dividing line is the wheel WFL, WFR, WRL, WRR. It corresponds to the neutral position.

Therefore, in the operation unit 310a of the fourth embodiment, when a second contact point Tc2 (described later) is detected at the bottom thereof, the operation center 310a becomes a steering center as in the conventional steering wheel, and the wheels WFL, WFR, WRL to be controlled are controlled. , WRR represents a neutral position. Here, in the operation unit 310a, an approximate positional relationship as to which is ahead of the vehicle is determined in advance, and as will be described later, the first contact point Tc1 with the wrist side as a reference point is used as the fingertip side. Is defined as a second contact point Tc2 as a steering operation amount measurement point. In the operation unit 310a, when the second contact point Tc2 is located at the bottom, the second contact point Tc2 is located on the left side of the operation surface 310s (that is, with the bottom as a center) If the second contact point Tc2 is slid to the right region (that is, clockwise) of the operation surface 310s, it turns clockwise. It is set so that the steering operation is in the turning direction. Further, in this operation unit 310a, whereas to output a steering angle theta _ST if the steering operation to the right-turn direction is a positive value, the steering angle theta _ST the negative if the steering operation to the left turn direction The contact point detection means is set so that it is output as a value.

  On the other hand, just because it has a curved shape portion or a concave shape portion, the bottom portion does not necessarily have to be a neutral position of the wheels WFL, WFR, WRL, WRR, and is based on the relationship between the operation surface 310s and the position of the driver's hand. That is, the operation surface 310s corresponding to the neutral position of the wheels WFL, WFR, WRL, WRR according to the positional relationship between the first contact point Tc1 and the second contact point Tc2 on the operation surface 310s or the detection frequency thereof. An upper neutral position (a so-called steering center) may be set.

In the steering apparatus 1 according to the fourth embodiment using this type of operation unit 310a, the target turning angle θ _req is set as shown below, and the wheels WFL, WFR, WRL, WRR to be controlled are steered. Is executed. In FIG. 25, a second contact point Tc2, which will be described later, is illustrated as an example in which “Tc2 (0)”, “Tc2 (1)”, and “Tc2 (2)” change in this order. . That is, here, a steering operation for turning the vehicle to the left is performed.

  For example, the electronic control unit 40 according to the fourth embodiment determines whether or not an ignition ON signal is detected as shown in the flowchart of FIG. 26 (step ST50). When it is determined in step ST50 that the ignition ON signal is detected, the steering operation amount setting means of the electronic control device 40 determines whether or not there is a contact point by the driver on the operation surface 310s of the operation unit 310a. It is determined whether or not a variable for confirmation (hereinafter referred to as “contact point presence / absence flag”) F is set (that is, whether or not F = 1) (step ST55).

  This steering operation amount setting means determines that the contact point presence / absence flag F is set in step ST55 (that is, the contact point by the driver is confirmed on the operation surface 310s). It progresses to step ST80 mentioned later.

On the other hand, when it is determined in step ST55 that the contact point presence / absence flag F is not set (that is, the contact point by the driver is not confirmed on the operation surface 310s), this steering operation amount setting means. Detects the actual turning angle θ _real of the front wheels WFL and WFR and the rear wheels WRL and WRR from the turning angle sensors 24 and 34, respectively (step ST60), and coordinates (X1, Y1) of the first contact point Tc1; The coordinates (X2, Y2) of the second contact point Tc2, the temporary coordinates (XL1, YL1) of the first contact point L1, and the temporary coordinates (XL2, YL2) of the second contact point L2 to the origin (0, 0) Initialization is performed (step ST65).

  Here, the first contact point Tc1 of the fourth embodiment indicates a contact point on the wrist side of the palm of the driver, and represents a reference point serving as a fulcrum for the steering operation by the driver. On the other hand, the second contact point Tc2 of the fourth embodiment indicates a contact point on the fingertip side in the palm of the driver, and the displacement amount of the contact point during the steering operation by the driver (that is, the steering operation). This represents a steering operation amount measurement point for measuring (amount). That is, here, since the wrist side serves as a reference point and the fingertip side serves as a steering operation amount measurement point, the driver can easily perform an arc-shaped steering operation on the operation surface 310s. The first contact point L1 and the second contact point L2 indicate the first contact point detected on the operation surface 310s of the operation unit 310a and the second contact point detected, respectively. The contact point is not recognized as to where the driver touches the operation surface 310s.

  The operation unit 310a of the fourth embodiment causes the driver to perform a steering operation by using the first contact point Tc1 as a fulcrum and moving the second contact point Tc2 on the operation surface 310s. That is, in the operation unit 310a, one of the five fingers is slid on the operation surface 310s with the wrist side of the palm of one hand as a fulcrum, and this is defined as a normal operation method. .

  Subsequently, the steering operation amount setting means determines whether or not a contact point exists on the operation surface 310s (that is, whether or not the contact point is detected by the contact point detection means of the operation unit 310a). Is performed (step ST70).

When it is determined in step ST70 that there is no contact point, this steering operation amount setting means sets the contact point presence / absence flag F to “0” and confirms whether or not the first contact point Tc1 is fixed. (Hereinafter, referred to as “Tc1 determination flag”) F _{Tc1 is set} to “0” (step ST75), and the process returns to step ST65.

On the other hand, if it is determined in step ST70 that there is a contact point, the steering operation amount setting means determines whether or not the Tc1 determination flag F _Tc1 is “0” (step ST80). That is, in this step ST80, a determination is made as to whether or not the first contact point Tc1 that acts as a fulcrum of the steering operation when the driver handles the operation unit 310a has been determined or has already been determined. The

When it is determined in step ST80 that the Tc1 determination flag F _Tc1 is “0” (that is, the first contact point Tc1 is not fixed), the steering operation amount setting means F is set (step ST85), and count processing is performed based on the detected number N of contact points (step ST90). In this step ST90, if there is only one contact point (N = 1), the variable K is set to “1”. If there are two or more contact points (N ≧ 2), the variable K is set to “2”. To do.

The steering operation amount setting means then looks at the variable K (step ST95), and if “K = 1”, the temporary coordinates (XL1 _{K = 1} , YL1) of the first contact point L1 _{K = 1} at that time _{K = 1} ) is set (step ST100), and the process returns to step ST90. On the other hand, when it is determined in step ST95 that “K ≠ 1”, the steering operation amount setting means sets the first detected contact point and the next detected contact point as the first contact point Tc1 or the first contact point, respectively. It is fixed to any one of the two contact points Tc2 (step ST105). Further, in the confirmation process in step ST105, the Tc1 confirmation flag F _Tc1 is not “0” in step ST80 (that is, the Tc1 confirmation flag F _Tc1 is set and the first contact point Tc1 is confirmed). .) Is also executed.

  Specifically, the confirmation process in step ST105 is executed as shown in the flowchart of FIG.

First, the steering operation amount setting means sets the variable K = 1 time of the second contact points L2 _{K = 1} temporary coordinate _{(XL2 K = 1, YL2 K} = 1) ( step ST105A), K immediately before = The temporary coordinates (XL1 _{K = 1} , YL1 _{K = 1} ) of the first contact point (first contact point L1 _{K = 1} ) are also set (step ST105B).

Subsequently, the steering operation amount setting means uses a vector from the first contact point L1 _{K = 1} to the second contact point L2 _{K = 1} (hereinafter referred to as “vector (L1 _{K = 1} , L2 _{K = 1} ) ”(step ST105C), the vehicle front direction vector (hereinafter referred to as“ vehicle front direction vector FR ”) defined on the operation surface 310s (L1). _An angle ∠A formed by _{K = 1} , L2K _{= 1} ) is obtained (step ST105D).

  This steering operation amount setting means determines whether or not the angle ∠A is larger than 90 ° (step ST105E).

When the angle ∠A is 90 ° or less, the first contact point L1 _{K = 1} is seen from the vehicle front direction vector FR on the operation surface 310s, and the vehicle rear side than the second contact point L2 _{K = 1.} It becomes clear that the driver is touching the operation surface 310s in the order of the wrist side and the fingertip side. For this reason, the steering operation amount setting means in this case determines the first contact point L1 _{K = 1} as the first contact point Tc1 and the second contact point L2 _{K = 1} as the second contact point Tc2. Further, a flag indicating the selection state of the second contact point Tc2 is hereinafter referred to as “Tc2 selection state flag”. “F _Tc2S is _set to“ 1 ”(step ST105F).

On the other hand, when the angle ∠A is larger than 90 °, the first contact point L1 _{K = 1} is seen from the vehicle forward direction vector FR on the operation surface 310s and the vehicle is more than the second contact point L2 _{K = 1.} It becomes clear that it is located closer to the front, and it can be seen that the driver touched the operation surface 310s in the order of the fingertip side and the wrist side. For this reason, the steering operation amount setting means in this case determines the first contact point L1 _{K = 1} as the second contact point Tc2 and the second contact point L2 _{K = 1} as the first contact point Tc1. Further, the Tc2 selection state flag F _Tc2S is _set to “2” (step ST105G).

That is, the steering operation amount setting means of the fourth embodiment determines the contact point on the vehicle rear side with respect to the vehicle forward direction vector FR as the first contact point Tc1. The steering operation amount setting means sets the first contact point Tc1 and the second contact point Tc2 in this manner, and then sets the Tc1 determination flag F _Tc1 (step ST105H).

  This steering operation amount setting means is described as a vector from the first contact point Tc1 to the second contact point Tc2 (hereinafter referred to as “vector (Tc1, Tc2)” in the text, as shown in the flowchart of FIG. ), That is, whether or not the distance between the first contact point Tc1 and the second contact point Tc2 is equal to or greater than a predetermined value (step ST110).

  This step ST110 is a determination process for confirming whether or not the driver is operating with the regular operation method of the operation unit 310a, and any one of the five fingers with the wrist side of the palm of one hand as a fulcrum. This is a determination process that is performed to exclude states other than the normal operation method in which the fingertip of the book is slid on the operation surface 310s. The state other than the normal operation method refers to a state where the operation surface 310s is touched with both hands, for example. Therefore, for example, the average adult hand size (that is, the length from the wrist to the fingertip) can be used as the predetermined value used in step ST110.

  If the absolute value is greater than or equal to the predetermined value in step ST110, that is, if it is determined that the steering operation amount setting means is in a state other than the normal operation method, the steering operation amount setting means returns to step ST90.

  On the other hand, if the steering operation amount setting means determines in step ST110 that the absolute value is smaller than the predetermined value, that is, if it is determined that the operation unit 310a is operated by a normal operation method, It is determined whether or not the first contact point Tc1 is no longer detected in the operation unit 310a (step ST115). That is, in this step ST115, it is determined whether or not the wrist side of the palm of the driver serving as a fulcrum at the time of the steering operation has been temporarily separated from the operation surface 310s.

  Then, the steering mode setting means of the electronic control device 40 determines whether the current steering mode is the front wheel steering mode or the rear wheel steering mode when it is determined that the first contact point Tc1 is detected. (Step ST120). This determination is made in the same manner as in step ST15 of the first to third embodiments, whether or not a switch ON signal (rear wheel steering mode ON signal) is received from the steering mode switching means 10c, or a reverse signal (reverse signal from the shift position sensor 61). Signal) is received or not.

Here, the target turning angle setting means of the electronic control unit 40 calculates the target turning angle θ _req of the front wheels WFL and WFR if determined to be the front wheel steering mode (step ST125). If it is determined, the target turning angle θ _req of the rear wheels WRL and WRR is calculated (step ST130).

Specifically, the calculation processing of the target turning angle θ _req of the front wheels WFL and WFR and the rear wheels WRL and WRR is executed as shown in the flowcharts of FIGS. 28 and 30, respectively.

First, calculation processing of the target turning angle θ _req of the front wheels WFL and WFR will be described.

First, the target turning angle setting means sets the initial value Tc2 (0) of the second contact point Tc2 based on the Tc2 selection state flag F _Tc2S in step ST105F or step ST105G (step ST125A). At this time, if the Tc2 selection state flag F _Tc2S is “2”, the initial value Tc2 (0) is “(XL1 _{K = 1} , YL1 _{K = 1} )”, and the Tc2 selection state flag F _Tc2S is “1”. its initial value Tc2 (0) if there is _{"(XL2 K = 1, YL2 K} = 1) ". At this time, the counter of the second contact point Tc2 is hereinafter referred to as “Tc2 counter”. C _Tc2 is incremented by 1 (C _Tc2 = C _Tc2 +1).

Subsequently, the target turning angle setting means reads the coordinates (X2 _n , Y2 _n ) of the second contact point Tc2 (n) at the current time (step ST125B). The “n” represents the value of the Tc2 counter C _Tc2 .

  And this target turning angle setting means is the vector shown in FIG. 29 from the first contact point Tc1 to the previous second contact point Tc2 (n−1) (hereinafter referred to as “vector (Tc1, Tc2 (N-1)) ") (step ST125C) and the vector shown in FIG. 29 from the first contact point Tc1 to the current second contact point Tc2 (n) (hereinafter referred to as" A vector (denoted as “Tc1, Tc2 (n))” is obtained (step ST125D). FIG. 29 shows a state when the driver slides the fingertip side on the operation surface 310s in the order of the second contact point Tc2 (n-1) and the second contact point Tc2 (n).

Thereafter, the target turning angle setting means obtains a sandwich angle θ _ST between the vector (Tc1, Tc2 (n−1)) and the vector (Tc1, Tc2 (n)) (step ST125E), and based on this The target turning angle θ _req of the front wheels WFL, WFR is calculated from the following formula 1 (step ST125F). The included angle θ _ST represents the steering angle θ _ST by the driver in the operation unit 310a. Further, “γ1” in Equation 1 is a conversion coefficient between the steering angle θ _ST and the target turning angle θ _req of the front wheels WFL and WFR, and is determined by the gear ratio of the front wheel turning angle providing means 20 and the like. It is done.

θ _req = θ _ST × γ1 (1)

Next, calculation processing of the target turning angle θ _req of the rear wheels WRL and WRR will be described.

In such calculation processing, steps ST130A to ST130E shown in FIG. 30 are common to steps ST125A to ST125E when the front wheels WFL and WFR are used, and the vector (Tc1, Tc2 (n−1)) and the vector are similarly processed. The sandwiching angle θ _ST of (Tc1, Tc2 (n)) is obtained.

Here, the target turning angle θ _req of the rear wheels WRL and WRR is calculated from the following equation 2 based on the included angle θ _ST (step ST130F). That is, here, in order to match the turning direction of the vehicle with the request according to the driver's steering operation, the turning direction of the rear wheels WRL, WRR is set to the opposite phase to the turning direction of the front wheels WFL, WFR. “Γ2” in Equation 2 is a conversion coefficient between the steering angle θ _ST and the target turning angle θ _req of the rear wheels WRL and WRR, and is determined by the gear ratio of the rear wheel turning angle providing means 30 and the like. .

θ _req = −θ _ST × γ2 (2)

The wheel turning control means of the electronic control unit 40 of the fourth embodiment thus sets the target turning angle θ _req of the wheels WFL, WFR, WRL, WRR to be controlled, and then the wheels WFL, WFR, The actuator (front wheel turning angle applying means 20 or rear wheel turning angle applying means 30) is driven until WRL and WRR reach the target turning angle θ _req (step ST135). That is, in this step ST135, if the front wheel steering mode is selected, the electric motor 21 of the front wheel turning angle providing means 20 is driven to turn the front wheels WFL, WFR to the target turning angle θ _req . When the rear wheel steering mode is selected, the electric motor 31 of the rear wheel turning angle imparting means 30 is driven to turn the rear wheels WRL and WRR to the target turning angle θ _req .

On the other hand, if it is determined in step ST115 that the first contact point Tc1 has not been detected, the steering operation amount setting means returns to step ST80. In step ST80 in this case, it is determined that the Tc1 determination flag F _Tc1 is not “0” (that is, the Tc1 determination flag F _Tc1 is set), and the process proceeds to step ST105. Therefore, in step ST105 at that time, the first contact point Tc1 having the same coordinates as the previous first contact point Tc1 is determined. That is, in the fourth embodiment, when the first contact point Tc1 leaves the operation surface 310s while the second contact point Tc2 is in contact with the operation surface 310s, the first contact point Tc1 before the separation is retained. Is done. For this reason, for example, even when a situation occurs such as the wrist side floating for a short time, it is possible to continue the steering operation and the accompanying steering operation.

If it is determined in step ST50 that the ignition ON signal has not been detected, the steering operation amount setting means sets the contact point presence / absence flag F, the Tc1 determination flag F _Tc1 , and the Tc2 counter C _Tc2 to “0”. (Step ST140).

As described above, in the steering device 1 of the fourth embodiment, when the driver slides the second contact point Tc2 with the first contact point Tc1 as a fulcrum, the sliding amount (that is, the steering angle θ _ST ). The target turning angle θ _req is set according to the steering mode and the wheels WFL, WFR, WRL, WRR to be controlled are turned so that the target turning angle θ _req is obtained.

  Here, a sliding locus of the second contact point Tc2 by the driver may be displayed on the operation surface 310s.

  Thus, also in the steering device 1 of the fourth embodiment, the steering input means 10 specialized for the steering operation is not affected by the design requirements of other matters that are not directly related to the steering operation. It is prepared. That is, the steering input means 10 of the fourth embodiment is not used when the driver supports the upper body unlike the conventional steering wheel, as in the first to third embodiments. It is possible to adopt the structure as illustrated above with emphasis. Further, in the conventional steering wheel, the driver's seat airbag had to be disposed in the central portion so as not to be influenced by the rotational position. By replacing the steering wheel with the steering input means 10, the driver's seat airbag is It becomes possible to arrange in a place with a high degree of design freedom such as an instrumental panel. The same can be said for the direction indicator operation means (that is, the winker lever) and the like that are collected near the conventional steering wheel. In addition, when referring to the driver's seat airbag, in the conventional steering wheel, the arm may come out in front of the driver's seat airbag when turning back. The possibility of not functioning is undeniable. However, when replaced with the steering input means 10, the driver's seat airbag can be appropriately functioned when necessary, no matter what steering operation is performed. In addition, the conventional steering wheel arranged in front of the driver's eyes contributes to the deterioration of boarding / exiting characteristics such as hitting the legs when getting on / off, but the steering input means 10 does not get in the way when getting on / off. Since it can be placed at a position, it is possible to improve boarding / exiting performance. Therefore, in the steering device 1 of the fourth embodiment, it is possible to improve the steering operability of the driver by the steering input means 10, and further, it is desired to be arranged around the driver's seat. It is possible to improve the arrangement of functional parts that are not directly related to the steering operation, the degree of freedom of design, and boarding / exiting ability.

By the way, in the steering device 1 of the fourth embodiment, when the first contact point Tc1 is not detected after the first contact point Tc1 is determined, the detection value (coordinates) of the second contact point Tc2 is not present. You may comprise so that it may be considered. As a result, even if the second contact point Tc2 is detected in such a case, the second contact point Tc2 becomes invalid, and thus the target turning angle θ _req is set against the driver's intention, Accordingly, it is possible to avoid the wheels WFL, WFR, WRL, and WRR being controlled from being steered. That is, when the first contact point Tc1 serving as a fulcrum is not present, the second contact point Tc2 is likely to be displaced, and thus the steering of the wheels WFL, WFR, WRL, WRR in such a state is not desired by the driver. For this reason, it is desirable to prevent the wheels WFL, WFR, WRL, and WRR from being steered in such a case. At that time, the position information of the first contact point Tc1 and the second contact point Tc2 immediately before the first contact point Tc1 is not detected is held so that the current turning angle is maintained. It is preferable to keep it.

Here, the steering device 1 according to the fourth embodiment includes the display unit 10d for displaying the steering angle θ _ST and the turning angle (target turning angle θ _req or actual turning angle θ _real ) exemplified in the first embodiment and the embodiment. The turning angle release means 16 illustrated in 2 may be provided.

  Further, the direction indicator operation means and the wiper operation means of the fourth embodiment may be arranged in a vacant place such as an instrument panel or a center console as exemplified in the first embodiment. In addition, as the direction indicator operating means, it is also possible to apply one arranged under the driver's seat S as exemplified in the first embodiment. In this case, the direction indication releasing means (direction indication) A release button 54) may be provided, or a direction indicator control means configured to obtain the same convenience as the conventional steering wheel may be applied.

  In the above, the first contact point Tc1 is set at an arbitrary location on the operation surface 310s. However, the first contact point Tc1 is set in advance at a predetermined position or region on the operation surface 310s. Also good. That is, in this case, an operation method is designated for the driver so that the wrist side of the palm touches the predetermined position or region.

  By the way, in the fourth embodiment, the above-described direction indicator operating means may be prepared to cause the driver to execute a direction instruction at the time of turning right or left, but by causing a predetermined operation to be performed on the operation surface 310s. You may give directions.

  For example, in the fourth embodiment, the operation surface 310s is bisected on the operation surface 310s about the center axis VL in the vehicle front-rear direction shown in FIG. 31 which is virtually or actually displayed on the operation surface 310s. If the driver's finger touches the area on the left side of the vehicle, the left turn instruction and the direction indicator control means recognize it, while the driver's finger touches the area on the right side of the vehicle on the operation surface 310s. If there is, the right turn instruction and direction indicator control means are recognized. The vehicle longitudinal direction central axis VL is a straight line passing through the first contact point Tc1 and the second contact point Tc2, as shown in FIG. 31, and may be set in advance, You may set each time according to 1st contact point Tc1 and 2nd contact point Tc2 when WFL, WFR, WRL, and WRR are in a neutral position.

  Here, it is not possible to distinguish between the direction instruction and the steering operation instruction simply by finding a contact point in any one of the areas. For this reason, in the fourth embodiment, the driver is caused to perform a specific operation in order to be recognized as a direction instruction. For example, as the specific operation, a desired area is repeatedly hit within a predetermined time. In other words, the direction indicator control means here detects a new contact point at a cycle shorter than a predetermined period if detection and non-detection of a new contact point are repeated within a predetermined time. If so, it is recognized as a direction indication.

  Hereinafter, the direction indicator control operation of the direction indicator control means will be described with reference to the flowchart of FIG.

First, the electronic control device 40 of the fourth embodiment, the operation unit 310a is a new contact point Tc _{new new} coordinates (X _new, Y _new) upon detecting (step ST150), the new contact point Tc _{new new} It is determined whether detection or non-detection has been repeated within a predetermined time (step ST155).

Here, when the electronic control unit 40 determines in step ST155 that the detection and non-detection of the _new contact point Tc _new have been repeated, the electronic control unit 40 determines the new contact point Tc _new by the direction indicator control means. The third contact point Tc3 is set (step ST160). Then, the direction indicator control means determines the position of the third contact point Tc3 with respect to the vehicle longitudinal center axis VL described above (step ST165). If the third contact point Tc3 is detected on the left side of the vehicle with respect to the vehicle longitudinal center axis VL as a result of the determination, the direction indicator control means drives the left turn direction indicator (step ST170). If the third contact point Tc3 is detected on the right side of the vehicle with respect to the vehicle longitudinal center axis VL, the right turn direction indicator is driven (step ST175).

On the other hand, when the new contact point Tc _new is continuously detected in step ST155 (that is, when the new contact point Tc _new is not continuously hit), the electronic control unit 40 determines that the new contact point Tc _new is Tc _{new is set} to the latest second contact point Tc2 (n) (step ST180). The electronic control unit 40 sets the target turning angle θ _req as described above using the latest second contact point Tc2 (n) set in this way.

  The steering apparatus 1 according to the fourth embodiment can provide a direction indication by an easy operation by the driver by preparing such a direction indicator control means.

  In this case, a direction instruction release means is also prepared. As the direction instruction release means, the above-described direction instruction release button 54 may be used, or a predetermined area on the operation surface 310s may be set for direction instruction release. In any case, the steering device 1 can release the direction instruction by an easy operation by the driver.

  Further, here, the direction indicator is operated when the third contact point Tc3 is detected at a cycle shorter than a predetermined period, but it is detected only by detecting the third contact point Tc3. The direction indicator in the other area may be driven, and the direction indicator can be easily operated by this. In this case, in order to distinguish from the steering operation instruction, it is desirable to set a predetermined direction instruction area on the operation surface 310s.

  Next, a fifth embodiment of the steering apparatus according to the present invention will be described with reference to FIGS.

  In the steering input means 10 of the fourth embodiment described above, the turning angle releasing means 16 is operated by sliding the second contact point Tc2 to the bottom on the operation surface 310s with the first contact point Tc1 as a fulcrum. By doing this, the wheels WFL, WFR, WRL, WRR to be controlled can be returned to the neutral position. In the fifth embodiment, a steering apparatus capable of executing return to the neutral position of the wheels WFL, WFR, WRL, and WRR to be controlled by using a method other than these will be described.

  The steering device 1 of the fifth embodiment is obtained by providing the electronic control device 40 with a turning angle release control means in the configuration of the above-described fourth embodiment, and thus obtains the same operational effects as the fourth embodiment based on the steering device. be able to.

The turning angle release control means means that the wheel WFL, WFR, WRL, WRR to be controlled when the driver touches a predetermined area (hereinafter referred to as “neutral position instruction area”) on the operation surface 310s. The target turning angle θ _req is set to “0” and the wheels WFL, WFR, WRL, WRR are returned to their neutral positions by actuators (front wheel turning angle applying means 20 and rear wheel turning angle providing means 30). It is a control means to instruct | indicate. For example, as shown in FIG. 33, the neutral position indicating area is an area set between the first contact point Tc1 and the second contact point Tc2, and a predetermined distance Th is set around the first contact point Tc1. An inner region surrounded by a line made of an arc having a radius of (hereinafter referred to as “neutral position boundary line”). The predetermined distance Th is set to be shorter than the distance between the first contact point Tc1 and the second contact point Tc2. The predetermined distance Th may be a preset distance, and since the distance between the first contact point Tc1 and the second contact point Tc2 differs for each driver, It may be settable. That is, here, when the distance between the first contact point Tc1 and the second contact point Tc2 is equal to or less than a predetermined value (predetermined distance Th), the turning angle release control means controls the wheels WFL, WFR, WRL to be controlled. , Instruct the WRR to return to the neutral position.

  Here, it is preferable that the turning angle cancellation control means is configured to display the neutral position instruction area and the neutral position boundary line on the operation surface 310s, thereby avoiding an erroneous operation of the driver. it can.

  Hereinafter, the turning angle canceling operation (the operation of returning the control target wheels WFL, WFR, WRL, WRR to the neutral position) in the steering device 1 of the fifth embodiment will be described with reference to the flowchart of FIG.

  First, in the fifth embodiment, the turning angle cancellation control means of the electronic control unit 40 detects the coordinates of the latest second contact point Tc2 (n) (step ST200). At that time, the turning angle release control means acquires information on the coordinates of the latest one of the second contact points Tc2 (n) determined by the steering operation amount setting means from a storage area such as a RAM.

  The turning angle cancellation control means describes a vector from the first contact point Tc1 to the latest second contact point Tc2 (n) (hereinafter referred to as “vector (Tc1, Tc2 (n))”. ), That is, whether or not the distance between the first contact point Tc1 and the latest second contact point Tc2 (n) is equal to or smaller than the predetermined distance Th described above (step ST205). That is, in this step ST205, it is determined whether or not the driver has issued a turning angle cancellation instruction.

  Here, when it is determined in step ST205 that the distance is longer than the predetermined distance Th and it is determined that the turning angle release instruction has not been issued, the turning angle release control means performs this calculation. The process ends once.

On the other hand, when it is determined in step ST205 that the distance is equal to or less than the predetermined distance Th and it is determined that the turning angle release instruction is performed as shown in FIGS. 33 and 35, the electronic control unit 40 The turning angle release control means sets the target turning angle θ _req of the wheel to be controlled WFL, WFR, WRL, WRR to “0” (step ST210), and the wheel WFL, WFR, WRL, WRR is set to the neutral position. The actuator is driven by the wheel steering control means so as to return to (step ST215).
The electric motor 21 of the front wheel turning angle imparting means (actuator) 20 is driven (step ST215). For example, in that case, by using the map data shown in FIGS. 17 and 18 described above, from time to time of the actual turning amount back turning angle angle corresponding to theta _real [theta] re _req in the control object wheels WFL, WFR, The steering angle of WRL and WRR is returned to “0”.

  As described above, the steering device 1 according to the fifth embodiment is free from freedom of layout and design of functional parts that are less directly related to the steering operation that is desired for the driver and the steering operation that is desired to be arranged around the driver's seat. In addition to being able to improve the degree of getting on and off as in the fourth embodiment, the wheel WFL to be controlled can be easily controlled only by the driver touching the neutral position indicating area on the operation surface 310s on the fingertip side. Since the WFR, WRL, and WRR can be returned to the neutral position, the convenience of the steering operation for the driver is improved.

Here, in the steering device 1 of the fifth embodiment, the display unit 10d for displaying the steering angle θ _ST and the turning angle (target turning angle θ _req or actual turning angle θ _real ) exemplified in the first embodiment and the embodiment. The turning angle release means 16 illustrated in 2 may be provided. That is, in the steering device 1 of the fifth embodiment, the steering angle release control means exemplified here and the second embodiment as means for returning the wheels WFL, WFR, WRL, WRR to be controlled to the neutral position. The turning angle cancellation means 16 may be used in combination.

  Further, the direction indicator operation means and the wiper operation means of the fifth embodiment may be disposed in a vacant place such as an instrument panel or a center console as illustrated in the first embodiment. In addition, as the direction indicator operating means, it is also possible to apply one arranged under the driver's seat S as exemplified in the first embodiment. In this case, the direction indication releasing means (direction indication) A release button 54) may be provided, or a direction indicator control means configured to obtain the same convenience as the conventional steering wheel may be applied. Further, the direction indicator may be controlled by the direction indicator control means exemplified in the fourth embodiment.

  Next, a sixth embodiment of the steering apparatus according to the present invention will be described with reference to FIGS.

  In the steering devices 1 of the fourth and fifth embodiments described above, when the operation surface 310s of the operation unit 310a is touched by a person other than the driver, this is recognized as a contact point by the electronic control unit 40, so There is a possibility that the wheels WFL, WFR, WRL, and WRR that are to be controlled are steered although the person does not intend. In the sixth embodiment, the steering apparatus is configured so that only the driver can perform the steering operation in order to improve such inconvenience.

  Specifically, the steering device 1 according to the sixth embodiment is configured such that an operator determination unit is provided in the operation unit 310a of the steering input unit 10 in the configuration of the fourth or fifth embodiment described above. Therefore, the steering device 1 according to the sixth embodiment can obtain the same operational effects as those of the fourth embodiment or the fifth embodiment, and can further achieve the following effects by the operator discriminating means.

  The operator discriminating means is means capable of discriminating between the operator (driver) of the steering input means 10 and a third party. The operator information transmitting means used by the operator and the operator information. It comprises an operator information receiving means for receiving the operator information transmitted from the transmitting means. For example, here, weak current detection means for detecting the determination from the difference in the weak current is used. The weak current detecting means is a weak current generating means as an operator information transmitting means used when the driver gives an operation instruction, and an operator information receiving means for detecting the weak current from the weak current generating means. And a weak current detecting means for recognizing that the steering operation, direction indication, etc. have been made with the detected weak current.

  For example, as the operation unit 310a of the sixth embodiment, the one that detects the change in capacitance described above is applied. In this case, the operation unit 310a includes weak current detection means, and recognizes a weak current (about 100 μA to 200 μA) flowing in the human body as a change in capacitance to recognize the operation state. Yes. Therefore, in this case, a weak current generating means made of a material that generates a weak current having a magnitude different from that of a human or that is detected as such a weak current may be prepared. Here, as the weak current generating means, an input wearing tool 311 such as an input finger penetration or input finger sack fitted to at least one finger shown in FIG. 36 or an input glove fitted to the hand is used. The weak current generating means may be replaced with a pen-like form (so-called touch pen).

  Hereinafter, the operator determination operation in the steering apparatus 1 of the sixth embodiment will be described with reference to the flowchart of FIG.

First, the electronic control unit 40 according to the sixth embodiment determines whether or not the operation unit 310a has detected a _new contact point Tc _new (step ST250).

Here, if a new contact point Tc _new is detected, the operator discriminating means of the electronic control unit 40 uses a variable (hereinafter, referred to as a variable for confirming whether or not the _new contact point Tc _new is being monitored. "Tc _new monitoring flag") and a variable (hereinafter referred to as "Tc _new invalid flag") for confirming that the new contact point Tc _{new is} not used as an indication of the steering operation. Stand up (step ST255).

In the sixth embodiment, since it is a monitoring target until it becomes clear whether the _new contact point Tc _new is due to the driver, the Tc _new monitoring flag is set while the _new contact point Tc _new is the monitoring target. “1” is set, and the Tc _new monitoring flag is set to “0” when the monitoring target is excluded. In addition, when the new contact point Tc _new is a monitoring target, it is clear whether or not the _new contact point Tc _new should be used as a steering operation (that is, a steering angle θ _ST ). Not. For this reason, a Tc _new invalid flag is set here.

On the other hand, if a _new contact point Tc _new is not detected in step ST250, the operator determination means determines whether or not a Tc _new monitoring flag is set, that is, a new contact point Tc _new being monitored already exists. It is determined whether or not it is being performed (step ST260).

Then, if it is determined in step ST260 that the Tc _new monitoring flag is not set, the operator determination means ends the present calculation process once and returns to step ST250, where another new contact is made. The presence or absence of the point Tc _new is monitored. In the case where it is determined in step ST260 that the Tc _new monitoring flag is set (that is, a new contact point Tc _new being monitored exists), the operator determination means It is determined whether or not the contact point Tc _new is continuously detected (step ST265). The new contact point Tc _{new to} be determined in step ST265 is not only detected at a certain point on the operation surface 310s, but also moved while being detected without leaving the operation surface 310s. Including.

This operator determination means does not continue to detect the _new contact point Tc _{new in} step ST265 (for example, the new contact point Tc _new may be used as an indication of the steering operation). If the result of the determination indicates that the Tc _new monitoring flag and the Tc _new invalid flag are “0” (step ST 270), the present calculation process is terminated once. Then, the process returns to step ST250, and the presence / absence of another new contact point Tc _new is monitored. That is, here, the new contact point Tc _new that has been a monitoring target is not only a monitoring target but also a usage target that indicates a steering operation. The new contact point Tc _{new at} this time may be due to the driver himself or may be due to a third party.

In the sixth embodiment, when a new contact point Tc _new is detected, or when a new contact point Tc _{new that} is already monitored continues to exist even if the _new contact point Tc _new is not detected, It is determined by the operator determination means whether or not the timer elapsed time ΔT has exceeded a predetermined time (step ST275).

The timer elapsed time ΔT is the time when the operator discriminating means starts to measure from the time when a _new contact point Tc _new is first detected, and the new contact point Tc _new is continuously detected. It is the same as the duration. The predetermined time may be set to a time that allows the maximum movement amount of the contact point (second contact point Tc2) that can be moved by one steering operation to be measured.

When it is determined in step ST275 that the timer elapsed time ΔT does not exceed the predetermined time, the operator determination means ends the present calculation process once and returns to step ST250 to perform another new contact. The presence / absence of the point Tc _new is monitored, or the detection state of the _new contact point Tc _new being monitored is monitored.

On the other hand, when it is determined in step ST275 that the timer elapsed time ΔT has exceeded the predetermined time, the operator determination means is already valid (that is, may already be used as an indication of the steering operation). The movement vector (Tc _va (T), Tc _va (T + ΔT)) of the first effective contact point Tc _va adopted by the driver as confirmed by the driver and the movement vector of the new contact point Tc _new ( Tc _new (T), Tc _new (T + ΔT)) and the sandwiching angle θ _out are obtained (step ST280).

The movement vectors (Tc _va (T), Tc _va (T + ΔT)) are vectors in which the first effective contact point Tc _{va in the} order of adoption has moved on the operation surface 310s during the timer elapsed time ΔT. A vector from the effective contact point Tc _va (T) at the first detection of the _new contact point Tc _new to the effective contact point Tc _va (T + ΔT) after the timer elapsed time ΔT has elapsed, or between the timer elapsed time ΔT in the past It represents a vector when moved. Further, the movement vectors (Tc _new (T), Tc _new (T + ΔT)) are vectors in which the new contact point Tc _new has moved on the operation surface 310s during the timer elapsed time ΔT. This represents a vector from the contact point Tc _new (T) at the time of detection to the contact point Tc _new (T + ΔT) after the timer elapsed time ΔT has elapsed. Note that the notation of these movement vectors is only in the sentence.

Here, the first effective contact point Tc _{va in} the order of adoption is recognized as being by the driver from among a plurality of contact points, and further indicates, for example, the first detected one. For example, the effective contact point Tc _va is set in the order of adoption as shown in FIG. 38, and only the first one in the order of adoption indicates the steering operation (that is, the target turning angle θ _req is set). (For) Further, even if the first detected contact point (first contact point) is not detected due to, for example, being away from the operation surface 310s, the contact point detected next as the disappeared contact point ( 2nd contact point) is set as the first effective contact point Tc _{va in the} order of adoption. That is, when it is assumed that the first contact point Tc1 has already been determined, for example, the steering operation amount setting unit of the sixth embodiment has the second contact point from the effective contact points Tc _{va in} the order of detection. Tc2 is determined. Therefore, when the second contact point Tc2 which is the established is not detected, the effective contact point Tc _va detected to the next is determined as a second contact point Tc2.

The operator determining means determines whether or not the sandwiching angle θ _out is equal to or smaller than a predetermined value (step ST285).

This step ST285 is a determination for determining whether the detected new contact point Tc _new is from the driver or from a third party. That is, assuming that the driver is or has been performing a steering operation with the first effective contact point Tc _va as the second contact point Tc2 in the order of adoption, the new contact point Tc _new is due to the driver himself / herself. For example, since the finger movement area is specified as a predetermined area, the pinching angle θ _out does not become a large angle. On the other hand, when the new contact point Tc _new is from a third party, the sandwiching angle θ _out is a large angle. Therefore, here, if the sandwiching angle θ _out is equal to or smaller than a predetermined value, it is determined that the driver himself is involved, and if it is larger than the predetermined value, it is determined that the third person is concerned. In this assumption, it is assumed that the first contact point Tc1 has not moved significantly, and the driver can easily grasp the mischief of a third party (that is, the driver does not touch the operation surface 310s. Excludes the situation where a third party touches the area near the place where it is placed.

Here, when it is determined whether the _new contact point Tc _new is valid or invalid to be discarded by only one determination in step ST285, for example, it is valid for the erroneously detected new contact point Tc _new . And the wheels WFL, WFR, WRL, WRR to be controlled may be erroneously steered. For this reason, when the operator discriminating means judges that the value is equal to or less than the predetermined value in step ST285 and judges that the driver himself / herself is due to the driver himself / herself, a counter (indicating that the _new contact point Tc _new may be valid) Hereinafter, it is referred to as “Tc _new valid counter”.) C _va is incremented (step ST290), and it is determined whether or not this Tc _new valid counter C _va is larger than a predetermined value (step ST295).

If it is determined in step ST295 that the value is not larger than the predetermined value, the operator determination unit ends the present calculation process and returns to step ST250 to check whether there is another new contact point Tc _new . The detection state of the _new contact point Tc _new being monitored or monitored is monitored.

In addition, when it is determined in step ST295 that the operator determination unit is larger than the predetermined value, the operator determination unit confirms that a _new contact point Tc _new is used as an indication of a steering operation (hereinafter, “ "Tc _new valid flag") is set and the Tc _new monitoring flag is set to "0" (step ST300). Thus, a new contact point Tc _new by the driver is set as a candidate for setting the target turning angle θ _req . For example, the adoption order is set as effective as the second contact point or the third contact point of the _new contact point Tc _new shown in FIG.

On the other hand, if it is determined in step ST285 that the included angle θ _out is greater than a predetermined value and it is determined by a third party, a counter indicating that there is a possibility of discarding a _new contact point Tc _new (hereinafter, (Referred to as “Tc _new discard counter”) C _ca is incremented (step ST305), and it is determined whether or not this Tc _new discard counter C _ca is greater than a predetermined value (step ST310).

When it is determined at the step ST310 and not larger than the predetermined value, the operator determination means, the present processing to end process returns to step ST250, the presence or absence of another new contact point Tc _{new new} The detection state of the _new contact point Tc _new being monitored or monitored is monitored.

In addition, when it is determined in step ST310 that this operator determination means is larger than the predetermined value, the operator determination means confirms that a _new contact point Tc _new is a target for destruction (hereinafter referred to as “Tc _new discard flag”). And Tc _new monitoring flag is set to “0” (step ST315). As a result, the new contact point Tc _new recognized as being by the third party is excluded from those for setting the target turning angle θ _req . For example, the first contact point of the _new contact point Tc _new shown in FIG. 38 is discarded.

  As described above, the steering device 1 of the sixth embodiment can not only achieve the same effects as the fourth and fifth embodiments, but also can be input by a third party other than the driver. Since it becomes possible to invalidate, it becomes possible to avoid an erroneous operation by a third party and to appropriately steer the wheels WFL, WFR, WRL, WRR to be controlled according to the driver's intention. become able to.

Here, the steering device 1 according to the sixth embodiment includes a display unit 10d for displaying the steering angle θ _ST and the turning angle (target turning angle θ _req or actual turning angle θ _real ) exemplified in the first embodiment. The turning angle release means 16 exemplified in 2 and the turning angle release control means exemplified in Example 5 may be provided.

  Further, the direction indicator operation means and the wiper operation means of the sixth embodiment may be arranged in a vacant place such as an instrument panel or a center console as illustrated in the first embodiment. In addition, as the direction indicator operating means, it is also possible to apply one arranged under the driver's seat S as exemplified in the first embodiment. In this case, the direction indication releasing means (direction indication) A release button 54) may be provided, or a direction indicator control means configured to obtain the same convenience as the conventional steering wheel may be applied. Further, the direction indicator may be controlled by the direction indicator control means exemplified in the fourth embodiment.

  By the way, in the steering apparatus 1 illustrated here, the weak current detection means (capacitance change sensing type operation unit 310a and the input mounting made of the material that generates the weak current or detects the weak current of such magnitude). Although the operator is discriminated by the tool 311), the operator may be discriminated by a method different from this.

  For example, the current flowing through the body is slightly different for each driver. For this reason, the operation unit 310a may be configured to have the same capacitance change sensing type as described above and be invalidated even if an input other than the driver who registered the current value is detected.

  Also, for example, as shown in FIG. 39, an imaging device 312 such as a CCD (Charge Coupled Device) camera is provided on the back surface (the surface opposite to the operation surface 310s) of the operation unit 310a, and matches the registered fingerprint or palm print. The input may be accepted only when it is done. In this case, the operation unit 310a (operation surface 310s) is formed of a material such as transparent glass or acrylic so that the imaging device 312 can project a finger or palm on the operation surface 310s.

  Specifically, in these cases, when the electronic control unit 40 detects the ignition ON signal as shown in the flowchart of FIG. 40 (step ST350), whether or not the driver authentication control means starts the driver authentication. Is determined (step ST355).

  The driver authentication may be automatically executed when the operation unit 310a detects an input (contact point) for the first time after detecting the ignition ON signal, or may be an authentication button (such as an authentication button provided on the housing 10b or the like). It may be executed in response to an operation of (not shown).

  If the driver authentication control means does not determine that the driver authentication is started in step ST355, the driver authentication control means finishes this calculation process. If the driver authentication control means determines that the driver authentication is started, the driver authentication control means executes the driver authentication (step ST360). .

  In the case of the current value sensing type described above, this driver authentication is executed by observing whether or not the current value detected by the operation unit 310a matches the current value registered in advance. In the case of the above-described fingerprint or palm print sensing type, image information from the imaging device 312 is used to check whether the fingerprint or palm print in the image matches a pre-registered fingerprint or palm print. Execute by watching.

  Based on the result, the driver authentication control means determines whether or not the driver is authenticated as a regular driver (step ST365). If the driver is authenticated as a regular driver, the driver authenticates the engine such as an internal combustion engine. A variable (starting permission flag) indicating that there is an authority to start the vehicle is set, and a variable (steering operation permission flag) indicating that there is an authority to perform a steering operation from the operation unit 310a is set (step ST370).

On the other hand, if the driver authentication control means cannot authenticate as a regular driver in step ST365, the driver authentication control means increments the timeout counter C _tout (step ST375), and whether or not the timeout counter C _tout exceeds a predetermined value. Is determined (step ST380). In other words, for example, there is a possibility that the fingerprint authentication is not correctly performed depending on the angle placed on the operation surface 310s of the finger. Therefore, even if the driver is not authenticated as a regular driver, the person is not immediately excluded. The user is given a grace _period to correctly perform the authentication operation by the timeout counter C _tout .

  If the driver authentication control means does not exceed the predetermined value in step ST380, the driver authentication control means returns to step ST355 to execute the driver authentication again. If the predetermined value is exceeded in step ST380, the driver authentication control means A variable indicating that the person is not authorized to start the prime mover (start prohibition flag) and a variable indicating that the person is not authorized to perform the steering operation from the operation unit 310a (steering) An operation prohibition flag) is also set (step ST385).

  Since the steering device 1 configured in this way can only start the prime mover unless it is a registered regular driver, even if a third party touches the operation surface 310s during driving, the malfunction caused by this is effective. Can be avoided.

  Next, a seventh embodiment of the steering apparatus according to the present invention will be described with reference to FIG.

  Generally, input from a road surface is transmitted to the vehicle body via a tire, a suspension, or the like. The input transmitted to the vehicle body is transmitted to the driver via the driver's seat. Therefore, since the input becomes large especially on a rough road or the like, there is a possibility that the driver touches the operation surface 310s unintentionally on the operation unit 310a. There is a possibility that steering of WFL, WFR, WRL, and WRR will be executed.

  Therefore, the steering device 1 of the seventh embodiment is configured such that erroneous operation due to road surface input is avoided in any one of the configurations of the fourth to sixth embodiments described above. Therefore, the steering device 1 of the seventh embodiment can obtain the same effects as any of the fourth to sixth embodiments.

  Specifically, in the seventh embodiment, the vehicle body input acceleration detection means (input detection means such as an acceleration sensor) 63 shown in FIG. 1 capable of detecting the vehicle body input acceleration in the vertical direction is detected to detect the road surface input. It is assumed that the vehicle body input acceleration acts on the driver's body. That is, here, the input to the vehicle body is detected as an input acting on the driver's body. In addition, the vehicle body input acceleration that adversely affects the steering operation during driving on a rough road or the like can be known in advance by simulation or bench test. Therefore, when the minimum value of the vehicle body input acceleration (predetermined value to be described later) is exceeded, the frequency component of the vehicle body input acceleration at that time is removed from the input signal of the steering operation through the filter. Configure.

  For example, the erroneous operation control means of the electronic control unit 40 of the seventh embodiment detects the vehicle body input acceleration from the vehicle body input acceleration detection means 63 as shown in the flowchart of FIG. 41 (step ST400), and this vehicle body input acceleration is a predetermined value. It is determined whether or not the following is true (step ST405).

If the determination result is greater than the predetermined value, the erroneous operation control means filters the input signal of the steering operation (that is, the electric signal when the operation unit 310a detects the contact point) and inputs the input signal. The frequency component of the vehicle body input acceleration is removed from the signal (step ST410). As the filter, an LPF (Low Pass Filter), a BPF (Band Pass Filter) or the like that does not pass the frequency component of the vehicle body input acceleration or the frequency band is used. That is, when the vehicle body input acceleration is larger than the predetermined value, the steering operation amount (steering angle θ _ST ) is made smaller than the set value of the steering operation amount setting means according to the magnitude of the vehicle body input acceleration. Thereby, in this case, since it is possible to eliminate the input to the operation surface 310s that is not intended by the driver, the wheels WFL, WFR, WRL, and WRR of the appropriate control target reflecting the driver's intention can be eliminated. The turning operation is executed.

On the other hand, if it is determined in step ST405 that the vehicle body input acceleration is equal to or less than the predetermined value, the erroneous operation control means selects normal control so that the steering operation input signal is used as it is without passing through the filter as described above. (Step ST415). The normal control mentioned here represents control for executing setting of the target turning angle θ _{req or} the like by using it as it is without modifying the input signal of the steering operation.

  As described above, the steering device 1 according to the seventh embodiment can not only achieve the same effects as the fourth to sixth embodiments, but also avoid an erroneous operation of the driver due to road surface input. Will be able to.

Here, the steering device 1 according to the seventh embodiment includes a display unit 10d for displaying the steering angle θ _ST and the turning angle (target turning angle θ _req or actual turning angle θ _real ) exemplified in the first embodiment. The turning angle release means 16 exemplified in 2 and the turning angle release control means exemplified in Example 5 may be provided.

  Further, the direction indicator operation means and the wiper operation means of the seventh embodiment may be disposed in a vacant place such as an instrument panel or a center console as illustrated in the first embodiment. In addition, as the direction indicator operating means, it is also possible to apply one arranged under the driver's seat S as exemplified in the first embodiment. In this case, the direction indication releasing means (direction indication) A release button 54) may be provided, or a direction indicator control means configured to obtain the same convenience as the conventional steering wheel may be applied. Further, the direction indicator may be controlled by the direction indicator control means exemplified in the fourth embodiment.

  Next, an eighth embodiment of the steering apparatus according to the present invention will be described with reference to FIG.

The steering device 1 of each of the fourth to seventh embodiments described above is intended when the driver wants to keep the turning angle of the wheels WFL, WFR, WRL, WRR to be controlled constant at a certain position. If the second contact point Tc2 is not held at the same position on the operation surface 310s, a new target turning angle θ _req is set and the wheels WFL, WFR, WRL, WRR are turned. However, since the steering input means 10 of each of the fourth to seventh embodiments detects a slight movement of the second contact point Tc2 as a steering operation amount (steering angle θ _ST ) unlike the conventional steering wheel. Although the wheel to be controlled WFL, WFR, WRL, WRR wants to keep the turning angle constant, the wheel is turned.

Therefore, the steering device 1 of the eighth embodiment has a steering operation amount (steering angle θ when a certain operation is performed by the driver in any one of the configurations of the fourth to seventh embodiments described above. _ST ) is recognized as a state of keeping the steering wheel constant, and thereby, the turning angles of the wheels WFL, WFR, WRL, WRR to be controlled are held as they are. Therefore, the steering device 1 of the eighth embodiment can obtain the same effects as any of the fourth to seventh embodiments.

  Specifically, in the steering device 1 of the eighth embodiment, the steering control operation is executed as shown in the flowchart of FIG. Here, the condition to the steering holding state is an example among many.

Here, steps ST50 to ST80 and step ST140 in FIG. 42 are the same as those in the above-described fourth embodiment (FIG. 26), and thus description thereof is omitted here. If an affirmative determination is made in step ST80 (determination that Tc1 determination flag F _Tc1 = 0), the process may proceed to step ST85 in FIG. 26 as in the fourth embodiment. As shown in FIG. 42, this calculation process may be terminated once.

When a negative determination (determination that Tc1 determination flag F _Tc1 ≠ 0) is made in step ST80, the electronic control device 40 according to the eighth embodiment requests the first steering state from the steering control unit. It is determined whether or not the vehicle is in a state where the first steering state is ON (step ST450). The first steered state indicates a steered state when a steer request is made in a state where only the first contact point Tc1 is detected.

  If it is determined in step ST450 that the steered state is not in the first steered state, whether the second steered state is subsequently requested (second steered state ON) or not. Is determined (step ST455). The second steered state indicates a steered state when a steer request is made in a state where neither the first contact point Tc1 nor the second contact point Tc2 is detected.

  If it is determined in step ST455 that the steering wheel is not in the second steering state, that is, if no steering state is required, the steering control unit determines the contact point detected by the operation unit 310a. It is determined whether it is the same (step ST460).

If the steering control means determines in step ST460 that both the first contact point Tc1 and the second contact point Tc2 are detected or only the second contact point Tc2 is detected, The processing is passed to the target turning angle setting means to calculate the target turning angle θ _req (step ST465), and the process proceeds to step ST135, where the wheels WFL, WFR, WRL, WRR to be controlled have their target turning angle θ. _The actuator (front wheel turning angle applying means 20 or rear wheel turning angle applying means 30) is driven until _req is _reached . Here, for example, if both the first contact point Tc1 and the second contact point Tc2 are detected, the calculation process of step ST465 is executed by performing the process after step ST85 of FIG. On the other hand, when only the second contact point Tc2 is detected, the position information of the first contact point Tc1 that is no longer detected is held. When the second contact point Tc2 moves, the target turning angle θ _req is obtained from the new second contact point Tc2 and the held first contact point Tc1. At this time, when the first contact point Tc1 is newly detected, the target turning angle θ _req is calculated using the new first contact point Tc1 and the second contact point Tc2.

  If it is determined in step ST460 that only the first contact point Tc1 has been detected, the steering control unit turns on the first steering holding state (step ST470) and steers at the present time. Processing is passed to the wheel turning control means so that the wheels to be controlled are held at the corners WFL, WFR, WRL, WRR. Then, the wheel turning control means proceeds to step ST135, and the actuator (the front wheel turning angle applying means 20 or the rear wheel turning angle assignment) is made to hold the wheels WFL, WFR, WRL, WRR at the current turning angle. Instructions are given to means 30). For example, this causes the actuator to stop, and the turning angle of the wheels WFL, WFR, WRL, WRR to be controlled is kept constant.

  If it is determined in step ST460 that neither the first contact point Tc1 nor the second contact point Tc2 has been detected (determined), the steering control unit turns on the second steering state (step ST475), the process is passed to the wheel turning control means so that the wheel WFL, WFR, WRL, WRR to be controlled is held at the current turning angle. Then, the wheel turning control means proceeds to step ST135, and the actuator (the front wheel turning angle applying means 20 or the rear wheel turning angle assignment) is made to hold the wheels WFL, WFR, WRL, WRR at the current turning angle. Instructions are given to means 30).

  Furthermore, this steering control means also determines what the contact point detected by the operation unit 310a is even when it is determined in step ST450 that it is in the first steering state. Is performed (step ST480).

When the steering control means at this time determines in step ST480 that both the first contact point Tc1 and the second contact point Tc2 are detected or only the second contact point Tc2 is detected. Then, the first steered state is turned off (step ST485), the process is passed to the target turning angle setting means, and the target turning angle θ _req is calculated (step ST490). Then, the process proceeds to step ST135, and the actuator (the front wheel turning angle applying means 20 or the rear wheel turning is performed) until the wheel WFL, WFR, WRL, WRR to be controlled reaches the target turning angle θ _req by the wheel turning control means. The corner applying means 30) is driven. The calculation process of step ST485 is also executed by performing the process after step ST85 of FIG. 26, for example.

  Further, when it is determined in step ST480 that only the first contact point Tc1 is detected, the steering control unit turns on the first steering state (step ST495). In this case, the wheel turning control means proceeds to step ST135, and the actuator (the front wheel turning angle applying means 20 or the rear wheel turning means 20) keeps the wheel WFL, WFR, WRL, WRR to be controlled at the same turning angle as the current state. An instruction is given to the steering angle providing means 30).

  If it is determined in step ST480 that neither the first contact point Tc1 nor the second contact point Tc2 is detected (determined), the steering control unit turns the first steering state OFF and (2) Turn the steered state ON (step ST500), and pass the processing to the wheel steering control means so that the wheels WFL, WFR, WRL, WRR to be controlled are held at the current steering angle. Then, the wheel turning control means proceeds to step ST135, and the actuator (the front wheel turning angle applying means 20 or the rear wheel turning angle assignment) is made to hold the wheels WFL, WFR, WRL, WRR at the current turning angle. Instructions are given to means 30).

  Furthermore, this steering control means also determines what the contact point detected by the operation unit 310a is even when it is determined in step ST455 that it is in the second steering state. A determination is made (step ST505).

If the steering control means at this time determines that both the first contact point Tc1 and the second contact point Tc2 are detected in step ST505, the steering control unit turns the second steering holding state OFF (step ST510). Then, the process is passed to the target turning angle setting means to calculate the target turning angle θ _req (step ST515). Then, the process proceeds to step ST135, and the actuator (the front wheel turning angle imparting means 20 or the rear wheel turning is performed) until the wheel WFL, WFR, WRL, WRR to be controlled reaches the target turning angle θ _req by the wheel turning control means. The corner applying means 30) is driven. The calculation process of step ST515 is also executed by performing the process after step ST85 of FIG. 26, for example.

  Further, when it is determined in step ST505 that neither the first contact point Tc1 nor the second contact point Tc2 is detected (determined), it is determined that only the first contact point Tc1 is detected. In any case, when it is determined that only the second contact point Tc2 has been detected, the steering control unit turns on the second steering maintenance state (step ST520) and steers at the present time. The processing is passed to the wheel steering control means so that the wheels WFL, WFR, WRL, WRR to be controlled are held at the corners. Then, the wheel turning control means proceeds to step ST135, and the actuator (the front wheel turning angle applying means 20 or the rear wheel turning angle assignment) is made to hold the wheels WFL, WFR, WRL, WRR at the current turning angle. Instructions are given to means 30).

  As described above, according to the steering device 1 of the eighth embodiment, when the second contact point Tc2 is not detected and only the first contact point Tc1 is detected, the second contact point Tc2 is again detected. Until it is detected, the wheels WFL, WFR, WRL, and WRR to be controlled are held at the turning angle at that time. Further, when neither the first contact point Tc1 nor the second contact point Tc2 is detected, the wheels WFL, WFR, WRL, WRR to be controlled are at the turning angle at that time until both are detected again. It will be retained.

  As described above, the steering device 1 of the eighth embodiment can not only achieve the same effects as the fourth to seventh embodiments based on the above, but also the wheel WFL to be controlled at a desired position of the driver. , WFR, WRL, WRR can be held.

Here, the steering device 1 according to the eighth embodiment includes a display unit 10d for displaying the steering angle θ _ST and the turning angle (target turning angle θ _req or actual turning angle θ _real ) exemplified in the first embodiment. The turning angle release means 16 exemplified in 2 and the turning angle release control means exemplified in Example 5 may be provided.

  Further, the direction indicator operation means and the wiper operation means of the eighth embodiment may be arranged in a vacant place such as an instrument panel or a center console as exemplified in the first embodiment. In addition, as the direction indicator operating means, it is also possible to apply one arranged under the driver's seat S as exemplified in the first embodiment. In this case, the direction indication releasing means (direction indication) A release button 54) may be provided, or a direction indicator control means configured to obtain the same convenience as the conventional steering wheel may be applied. Further, the direction indicator may be controlled by the direction indicator control means exemplified in the fourth embodiment.

  Next, a steering device according to a ninth embodiment of the present invention will be described with reference to FIGS.

  The ninth embodiment shows an example of control when one or both of the first contact point Tc1 and the second contact point Tc2 is not detected. Therefore, the steering device 1 of the ninth embodiment changes the control mode of the electronic control device 40 in any one of the configurations of the above-described fourth to eighth embodiments. For this reason, the steering device 1 of the ninth embodiment can obtain the same functions and effects as any of the fourth to eighth embodiments.

  For example, in the steering device 1 of the ninth embodiment, after both the first contact point Tc1 and the second contact point Tc2 are determined, the first contact point Tc1 serving as a fulcrum when performing the steering operation is not detected. In this case, as shown in the flowchart of FIG. 43, the turning angle control is performed to return the wheels WFL, WFR, WRL, WRR to be controlled to the neutral position.

  Here, since the control operation shown in FIG. 43 is basically the same as that of the fourth embodiment described above (FIG. 26), only the difference will be described. That is, here, only the control operation when it is determined in step ST115 that the first contact point Tc1 is no longer detected will be described.

For example, when it is determined in step ST115 that the first contact point Tc1 has not been detected, the electronic control device 40 according to the ninth embodiment uses the turning angle release control unit to control the wheel WFL to be controlled at that time. , WFR, WRL, to detect the actual turning angle theta _real of WRR from the steering angle sensor 24 or the steering angle sensor 34 (step ST116). Then, the turning angle releasing control means fitted to the map data indicating the actual turning angle theta _real in FIGS. 17 and 18 described above, the turning angle amount of return θre corresponding to the actual turning angle theta _{real req} is calculated (step ST117). Thereafter, the flow advances to step ST135, the wheel turning control means, the return time to time turning angle corresponding to the actual turning angle theta _real weight [theta] re _req in the control object wheels WFL, WFR, WRL, WRR steering angle of The actuator (the front wheel turning angle imparting means 20 or the rear wheel turning angle imparting means 30) is driven so as to return to “0”.

  That is, here, when the important first contact point Tc1, which is a fulcrum when performing the steering operation, is no longer detected, it is recognized as a state of letting go with the conventional steering wheel, and the steered wheel by self-aligning torque is used. The return of the wheels WFL, WFR, WRL, WRR is realized. From another viewpoint, this indicates that the steering operation is not performed unless the first contact point Tc1 is detected. Therefore, in this case, the driver is urged to perform a correct operation, and careless steering or steering due to driver distraction is not performed.

  Apart from this, control when either or both of the first contact point Tc1 and the second contact point Tc2 are not detected may be executed as shown in the flowchart of FIG. In this case, warning means (not shown) for alerting the driver is prepared in any place such as the steering input means 10 or the instrument panel, and the warning means is provided in the electronic control unit 40. Warning control means for operating is provided. As the warning means, for example, a device that outputs sound or sound, or a device that appeals to sight such as blinking is used.

  Here, the control operation shown in FIG. 44 is basically the same as that of the above-described fourth embodiment (FIG. 26), so only the difference will be described.

  First, when it is determined in step ST70 that there is no contact point on the operation surface 310s, the electronic control unit 40 of the ninth embodiment detects the vehicle speed V from the vehicle speed sensor 62, and this vehicle speed V Is determined to be “0”, that is, whether or not the vehicle is stopped (step ST71).

  If it is determined that the vehicle is stopped, the process proceeds to step ST75 as in the fourth embodiment.

  On the other hand, if it is determined that the vehicle is traveling, the warning control means of the electronic control device 40 activates the warning means and issues a warning that the vehicle is released (step ST72). That is, as can be said with the conventional steering wheel, since the hand-off operation is not preferable from the viewpoint of safety at the time of traveling, this will be warned to the driver.

  If it is determined in step ST115 that the first contact point Tc1 is detected, the electronic control unit 40 determines whether or not the second contact point Tc2 is no longer detected (step ST550).

If it is determined in step ST550 that the second contact point Tc2 is also detected, the process proceeds to step ST120, and the target turning angle θ _req corresponding to the steering mode is the same as in the fourth embodiment. Is calculated.

  Here, when it is determined in step ST115 that the first contact point Tc1 is not detected, or in step ST550, the electronic control device 40 determines that the second contact point Tc2 is not detected. The vehicle speed V is detected from the sensor 62, and it is determined whether or not the vehicle speed V is “0” (whether or not the vehicle is stopped) (step ST555).

  If the electronic control unit 40 determines in step ST555 that the vehicle is stopped, the electronic control unit 40 returns the process to step ST80.

On the other hand, when it is determined that the vehicle is traveling, the electronic control unit 40 detects the actual turning angle θ _real of the wheel WFL, WFR, WRL, WRR to be controlled at that time from the turning angle sensor 24. (Step ST560). Then, the electronic control unit 40 _applies the absolute value of the actual turning angle θ _real and the vehicle speed V to the map data shown in FIG. 45, and determines whether it is a hand-off warning area or a turning angle return area (step). ST565). This map data is set so that the wheels WFL, WFR, WRL, WRR to be controlled are returned to the neutral position as the vehicle speed V increases even if the actual turning angle θ _real is small.

  When the electronic control unit 40 determines that it is a hand-off warning area in step ST565, the electronic control unit 40 causes the warning control means to operate the warning means to execute a warning indicating that the hand is released (step ST570). Thereafter, the process returns to step ST80.

If it is determined in step ST565 that the region is not the hand-off warning region (that is, the turning angle return region), the turning angle release control means of the electronic control unit 40 detects in step ST560. The actual turning angle θ _real is applied to the map data shown in FIG. 17 and FIG. 18 described above, and the turning angle return amount of the wheel WFL, WFR, WRL, WRR to be controlled according to the actual turning angle θ _real. θre _req is calculated (step ST575). Then, the process proceeds to step ST135, the wheel turning control means, from time to time of the actual turning amount back turning angle corresponding to the angle theta _real [theta] re _req in the control object wheels WFL, WFR, WRL, the steering angle of the WRR The actuators of the wheels WFL, WFR, WRL, and WRR (front wheel turning angle applying means 20 or rear wheel turning angle applying means 30) are driven so as to return to “0”.

That is, here, if there is no contact point on the operation surface 310s during traveling of the vehicle (in other words, if the driver is not touching the operation surface 310s), the hand is placed on the operation surface 310s for steering. Attention is drawn to correctly execute the operation (including not only the operation of giving the turning angle but also the operation of holding the wheels WFL, WFR, WRL, and WRR to be controlled at the neutral position). Further, when one of the first contact point Tc1 and the second contact point Tc2 is not detected during the traveling of the vehicle, here, depending on the vehicle speed V and the actual turning angle θ _real at that time, A hand release warning or an operation of returning the control target wheels WFL, WFR, WRL, WRR to the neutral position is executed. Therefore, the steering apparatus 1 shown here does not perform inadvertent turning or steering due to driver distraction.

  As described above, the steering device 1 of the ninth embodiment can not only achieve the same effects as the fourth to eighth embodiments, but also can be controlled wheels WFL not intended by the driver. , WFR, WRL, WRR can be avoided from being steered or maintained, so that safety during traveling can be improved.

By the way, the steering device 1 of the ninth embodiment sets the target turning angle θ _req to “0” when the second contact point Tc2 is no longer detected, and sets the wheels WFL, WFR, WRL, WRR to be controlled. The turning angle release control means may be configured to return to the neutral position, and the same effect can be obtained by this.

  In the ninth embodiment, whether or not there is a release warning is determined based on whether or not the vehicle is stopped (that is, whether V = 0), and if the vehicle is running, a release warning is issued. Yes. However, for example, when the vehicle is running at a low speed, the let-off warning is only distracting for the driver and is distracted. Further, it is considered that there are few adverse effects from the safety aspect. You may comprise.

  Further, when the distance between the first contact point Tc1 and the second contact point Tc2 is equal to or less than a predetermined value (for example, the predetermined distance Th described above) and the second contact point Tc2 is not detected, the wheel WFL to be controlled. , WFR, WRL, WRR is configured to return the steering angle to the neutral position, and the distance between the first contact point Tc1 and the second contact point Tc2 is a predetermined value (for example, the above-mentioned) The warning control means may be configured to cause the warning means to execute a release warning for the driver when the second contact point Tc2 is no longer detected and is longer than the predetermined distance Th). As a result, an unnecessary hand-off warning is not performed when the wheel WFL, WFR, WRL, WRR to be controlled is returned to the neutral position, and the hand-off warning is executed only in a situation where the hand-off warning is required from the safety aspect. As a result, it is possible to avoid distraction of the driver due to unnecessary hand-off warning.

Here, the steering device 1 of the ninth embodiment includes a display unit 10d for displaying the steering angle θ _ST and the turning angle (target turning angle θ _req or actual turning angle θ _real ) exemplified in the first embodiment. The turning angle release means 16 exemplified in 2 and the turning angle release control means exemplified in Example 5 may be provided.

  Further, the direction indicator operation means and the wiper operation means of the ninth embodiment may be arranged in a vacant place such as an instrument panel or a center console as exemplified in the first embodiment. In addition, as the direction indicator operating means, it is also possible to apply one arranged under the driver's seat S as exemplified in the first embodiment. In this case, the direction indication releasing means (direction indication) A release button 54) may be provided, or a direction indicator control means configured to obtain the same convenience as the conventional steering wheel may be applied. Further, the direction indicator may be controlled by the direction indicator control means exemplified in the fourth embodiment.

  Next, a tenth embodiment of the steering apparatus according to the present invention will be described with reference to FIGS.

  In the tenth embodiment, the steering operation similar to the above-described fourth to ninth embodiments, that is, the steering operation that slides the fingertip side with the wrist side as a fulcrum is defined as the steering operation unique to the front wheel steering mode. The steering operation that slides the wrist side with the opposite fingertip side as a fulcrum is defined as the steering operation unique to the rear wheel steering mode. That is, the steering device 1 according to the tenth embodiment can easily switch the steering mode without causing the driver to operate the steering mode switching unit 10c in any one of the configurations of the fourth to ninth embodiments described above. It is comprised so that it may be performed, and the change concerning the control aspect of the electronic control apparatus 40 is added. Therefore, the steering device 1 of the tenth embodiment can obtain the same operational effects as any one of the fourth to ninth embodiments based on the steering device 1. In the tenth embodiment, the steering mode switching means 10c may or may not be prepared.

  For example, in the steering apparatus 1 of the tenth embodiment, the smaller one of the two contact points on the operation surface 310s is set as the reference point, and the larger one is used as the steering operation amount measurement point. Let it be set. In this steering device 1, if the steering operation amount measurement point is set to the second contact point Tc2 on the fingertip side, the front wheel steering mode is determined, while if it is the first contact point Tc1 on the wrist side, the rear is determined. The wheel steering mode is determined.

In the tenth embodiment, an arbitrary point on the straight line connecting the first contact point Tc1 and the second contact point Tc2 (excluding the first contact point Tc1 and the second contact point Tc2) is used as a center. If the first contact point Tc1 or the second contact point Tc2 moves clockwise, the steering operation is performed in the clockwise direction. If the first contact point Tc1 or the like is moved counterclockwise, the operation is performed in the counterclockwise direction. Set the steering operation. Here, also in the operation unit 310a of the tenth embodiment, the contact point detection means outputs the steering angle _θST as a positive value in the case of a steering operation in the right turn direction, while in the left turn direction. In the case of a steering operation, a setting is made so that the steering angle θ _ST is output as a negative value.

  Hereinafter, the control operation of the steering device 1 of the tenth embodiment will be described based on the flowcharts of FIGS. 46 and 47. Here, although illustrated based on Example 4 mentioned above, even if it is based on other Examples 5-9, control operation equivalent to what is shown below is performed.

Here, since the control operation shown in FIG. 46 is basically the same as that of the fourth embodiment (FIG. 26), only the difference will be described. That is, the target turning angle setting means of the electronic control unit 40 of the tenth embodiment determines the target turning angle according to the steering mode when a negative determination is made in step ST115 (determination that the first contact point Tc1 is not detected). Although it is common to the fourth embodiment in that θ _req is calculated (step ST121), the method for determining the steering mode is different.

Specifically, step ST121 will be described based on the flowchart of FIG. First, the target turning angle setting means of the tenth embodiment sets not only the initial value Tc2 (0) of the second contact point Tc2, but also the initial value Tc1 (0) of the first contact point Tc1 (step ST121A). . The initial values Tc1 (0) and Tc2 (0) are determined based on the Tc2 selection state flag F _Tc2S in step ST105F or step ST105G, as in step ST125A of the fourth embodiment. For example, in the case that Tc2 selection status flag F _Tc2S is "2", the initial value Tc1 of the first contact point Tc1 (0) is _{"(XL2 K = 1, YL2 K} = 1) ", and and, second The initial value Tc2 (0) of the contact point Tc2 is “(XL1 _{K = 1} , YL1 _{K = 1} )”. On the other hand, when the Tc2 selection state flag F _Tc2S is “1”, the initial value Tc1 (0) of the first contact point Tc1 is “(XL1 _{K = 1} , YL1 _{K = 1} )”. In addition, the initial value Tc2 (0) of the second contact point Tc2 is “(XL2K _{= 1} , YL2K _{= 1} )”. At that time, a counter “hereinafter referred to as a“ Tc12 counter ”for the set of the first contact point Tc1 and the second contact point Tc2 is used. C _Tc12 is incremented by 1 (C _Tc12 = C _Tc12 +1).

Subsequently, the target turning angle setting means is configured such that the coordinates (X1 _n , Y1 _n ) of the first contact point Tc1 ( _n ) and the coordinates (X2 _n , Y2 _n ) of the second contact point Tc2 (n) at the current time point. Is read (step ST121B). The “n” represents the value of the Tc12 counter C _Tc12 .

  And this target turning angle setting means is a vector (hereinafter, referred to as FIG. 48) from the previous first contact point Tc1 (n-1) to the previous second contact point Tc2 (n-1). In the sentence, "vector (Tc1 (n-1), Tc2 (n-1))") is obtained (step ST121C), and from the current first contact point Tc1 (n) shown in FIG. To the second contact point Tc2 (n) (hereinafter referred to as “vector (Tc1 (n), Tc2 (n))” in the sentence) (step ST121D). FIG. 48 shows that the driver slides the wrist side on the operation surface 310s in the order of the first contact point Tc1 (n−1) and the first contact point Tc1 (n), and the second contact point Tc2 (n− 1) shows a state when the driver slides the fingertip side on the operation surface 310s in the order of the second contact point Tc2 (n).

Thereafter, the target turning angle setting means obtains a sandwich angle θ _ST between the vector (Tc1 (n−1), Tc2 (n−1)) and the vector (Tc1 (n), Tc2 (n)) ( Step ST121E). The included angle θ _ST represents the steering angle θ _ST by the driver in the operation unit 310a.

  Further, the steering mode setting means of the tenth embodiment is the vector shown in FIG. 48 from the previous first contact point Tc1 (n−1) to the current first contact point Tc1 (n) (hereinafter referred to in the text). (Referred to as “vector (Tc1 (n−1), Tc1 (n))”) (step ST121F), and from the previous second contact point Tc2 (n−1) shown in FIG. To the second contact point Tc2 (n) (hereinafter referred to as “vector (Tc2 (n−1), Tc2 (n))” in the sentence) (step ST121G).

  The steering mode setting means compares the respective vectors (Tc1 (n−1), Tc1 (n)) and the absolute values of the vectors (Tc2 (n−1), Tc2 (n)), It is determined whether it is long (step ST121H). That is, in the tenth embodiment, the determination of the steering mode is performed based on this determination.

When it is determined in step ST121H that the vectors (Tc2 (n-1), Tc2 (n)) are longer, the target turning angle setting means of the tenth embodiment is steered on the fingertip side. Therefore, it is determined that the driver is requesting the front wheel steering mode, and the target turning angle θ _req of the front wheels WFL and WFR is calculated from the same equation 1 as in the fourth embodiment (step ST121I).

On the other hand, if it is determined in step ST121H that the vectors (Tc1 (n-1), Tc1 (n)) are longer, the target turning angle setting means of the tenth embodiment performs the steering operation on the wrist side. Therefore, it is determined that the driver is requesting the rear wheel steering mode, and the target turning angle θ _req of the rear wheels WRL and WRR is calculated from the same formula 2 as in the fourth embodiment (step ST121J). .

  In the tenth embodiment, when the respective vectors (Tc1 (n-1), Tc1 (n)) and the vectors (Tc2 (n-1), Tc2 (n)) have the same length, the front wheel steering mode is used. However, the rear wheel steering mode may be determined.

The wheel turning control means of the electronic control unit 40 of the tenth embodiment sets the target turning angle θ _req of the wheels WFL, WFR, WRL, WRR to be controlled as described above, and then proceeds to step ST135. The actuators of the wheels WFL, WFR, WRL, WRR (front wheel turning angle applying means 20 or rear wheel turning angle applying means 30) are driven until the target turning angle θ _req is _reached .

As described above, the steering device 1 according to the tenth embodiment can not only achieve the same effects as the fourth to ninth embodiments based on the present invention, but also enters the steering mode without providing the steering mode switching means 10c. target turning angle theta _req corresponding can be easily obtained. That is, according to the steering apparatus 1 of the tenth embodiment, the driver is freed from the trouble of having to operate the steering mode switching means 10c at another place when specifying the steering mode, and a series of steering operations is performed. Since the steering mode can be selected according to the above flow, the steering operability is improved.

  By the way, in the steering device 1 of the tenth embodiment, the wrist-side first contact point Tc1 and the fingertip-side second contact point Tc2 are also steered to the reference point according to the driver's intention, that is, the requested steering mode. It also serves as a manipulated variable measurement point. For this reason, for example, when the first contact point Tc1 and the second contact point Tc2 are slid on the operation surface 310s with substantially the same amount of movement, the driver himself thinks that he is driving in the front wheel steering mode. In spite of this, it is conceivable that the first contact point Tc1 is actually recognized as the steering operation amount measurement point and is operated in the rear wheel steering mode.

  Therefore, here, in order to improve such inconvenience, whether the operation unit 310a recognizes the first contact point Tc1 and the second contact point Tc2 as reference points or a steering operation amount measurement point. Contact point identification means for discrimination is provided. That is, here, a reference point identifying unit capable of identifying a reference point and a steering operation amount measuring point identifying unit capable of identifying a steering operation amount measuring point are prepared as contact point identifying units.

  For example, the contact point identifying means may be one that appeals to the sense of sight or touch on the operation surface 310s. Specifically, as the visual contact point identification means, for example, the first identification point P1 and the second contact point Tc2 which are displayed on the operation surface 310s and centered on the first contact point Tc1 shown in FIG. A circular second identification unit P2 in which the color and tone are changed between the reference point recognized by the electronic control unit 40 and the steering operation amount measurement point, and light is transmitted between the reference point and the steering operation amount measurement point. You can use something with different brightness. The first discriminator P1 and the second discriminator P2 are in the vicinity of the reference point or / and the reference point if it is a happy driving, and the steering operation amount measurement point or / and the relevant point if it is a steering operation amount measurement point. It may be displayed in the vicinity of the steering operation amount measurement point. On the other hand, as the tactile contact point identification means, a device with a temperature difference between the reference point and the steering operation amount measurement point can be used. In this case, the contact point identifying means includes a temperature adjusting means such as a Beltier element.

  By providing such contact point identification means, the steering device 1 of the tenth embodiment recognizes which of the first contact point Tc1 and the second contact point Tc2 is the reference point or the steering operation amount measurement point. The driver can be informed of whether it is present. For this reason, the driver can grasp the coincidence and disagreement between the steering mode selected by the user and the steering mode recognized by the electronic control unit 40, and can perform an appropriate steering operation. .

Here, in the steering apparatus 1 of the tenth embodiment, the correctness of the steering mode can be determined by the contact point identifying means, but the driver can grasp the exact steering operation amount (steering angle θ _ST ) as it is. It is difficult to let For this reason, here, contact point position display means is provided so that accurate positions of the first contact point Tc1 and the second contact point Tc2 can be grasped on the operation surface 310s.

For example, as the contact point position display means, as shown in FIG. 49, the electronic control device 40 may have a “cross” or “x” mark at the center of the first contact point Tc1 and the second contact point Tc2 on the operation surface 310s. It is possible to display the contact point position display parts C1 and C2. The contact point position display portions C1 and C2 move together with the first contact point Tc1 and the second contact point Tc2 when the first contact point Tc1 and the second contact point Tc2 move. Therefore, the steering device 1 of the tenth embodiment notifies the driver of the accurate positions of the first contact point Tc1 and the second contact point Tc2, in other words, the accurate positions of the reference point and the steering operation amount measurement point. Can do. Therefore, the driver can grasp an accurate steering operation amount (steering angle θ _ST ), and can execute a more appropriate steering operation. The contact point position display means may be any means that can grasp at least the most important steering operation amount measurement point for indicating the steering operation amount (steering angle θ _ST ).

  In addition, it is preferable that the driver recognizes the reference point and the steering operation amount measurement point and the accurate position thereof in the steering device 1 of the fourth to ninth embodiments in order to perform an appropriate steering operation. In addition, the operation point 310a of Examples 4 to 9 may be provided with a contact point identification unit and a contact point position display unit.

Here, the steering device 1 according to the tenth embodiment includes a display unit 10d for displaying the steering angle θ _ST and the turning angle (target turning angle θ _req or actual turning angle θ _real ) exemplified in the first embodiment. The turning angle release means 16 exemplified in 2 and the turning angle release control means exemplified in Example 5 may be provided.

  Further, the direction indicator operation means and the wiper operation means of the tenth embodiment may be arranged in a vacant place such as an instrument panel or a center console as illustrated in the first embodiment. In addition, as the direction indicator operating means, it is also possible to apply one arranged under the driver's seat S as exemplified in the first embodiment. In this case, the direction indication releasing means (direction indication) A release button 54) may be provided, or a direction indicator control means configured to obtain the same convenience as the conventional steering wheel may be applied. Further, the direction indicator may be controlled by the direction indicator control means exemplified in the fourth embodiment.

  As described above, the steering apparatus according to the present invention is useful for providing a steering input unit that replaces the conventional steering wheel.

It is a figure showing the whole steering device composition concerning the present invention. FIG. 3 is a front view illustrating a configuration of an operation unit according to the first embodiment. FIG. 3 is a side view of the operation unit of the first embodiment viewed from the direction of an arrow A in FIG. 2. It is sectional drawing of the operation part of Example 1 cut by the XX line of FIG. It is a front view shown about an example of the steering mode switching means of Example 1. 3 is a flowchart illustrating a steering wheel turning operation of the steering device according to the first embodiment. It is a figure which shows an example of the map data for front wheels for calculating | requiring a target turning angle from a steering angle. It is a figure which shows an example of the map data for rear wheels for calculating | requiring a target turning angle from a steering angle. It is a front view shown about the structure of the steering input means of Example 1, Comprising: It is a figure which shows an example which provided the display part. It is a figure which shows an example of the content displayed on the display part of a steering input means. It is a figure which shows the other example of the content displayed on the display part of a steering input means. It is a figure which shows an example of arrangement | positioning of a direction indicator operation means and a direction instruction cancellation means, Comprising: It is the figure seen from the side surface of the vehicle. It is the figure which looked at the direction indicator operation means and direction indication cancellation | release means of FIG. 11 from the upper surface side (arrow B) of the vehicle. It is a figure shown about an example of the map data for front wheels which stop operation | movement of a right turn direction indicator according to a steering angle or an actual turning angle. FIG. 10 is a front view illustrating a configuration of an operation unit according to a second embodiment. It is the side view of the operation part of Example 2 seen from the direction of the arrow C of FIG. 7 is a flowchart illustrating a steering wheel turning operation of the steering device according to the second embodiment. It is a figure which shows an example of the map data for calculating | requiring a turning angle return amount from an actual turning angle. It is a figure which shows the other example of the map data for calculating | requiring a turning angle return amount from an actual turning angle. FIG. 10 is a front view illustrating a configuration of an operation unit according to a third embodiment. It is the side view of the operation part of Example 3 seen from the direction of arrow D of FIG. It is sectional drawing of the operation part of Example 3 cut by the YY line | wire of FIG. It is sectional drawing of the operation part of Example 3 cut by the ZZ line | wire of FIG. FIG. 10 is a diagram illustrating an example of map data for front wheels for obtaining a target turning angle from a steering angle and a steering operation pressure when using the operation unit of the third embodiment. 12 is a flowchart illustrating a steering wheel turning operation of the steering device according to the third embodiment. FIG. 10 is a perspective view illustrating a configuration of an operation unit according to a fourth embodiment. 12 is a flowchart illustrating a steering wheel turning operation of the steering device according to the fourth embodiment. FIG. 10 is a flowchart for explaining a determination process operation of a first contact point and a second contact point in a steering wheel turning operation according to a fourth embodiment. FIG. 10 is a flowchart for explaining a calculation processing operation of a target turning angle of a front wheel in a steering wheel turning operation of a fourth embodiment. FIG. 10 is a diagram illustrating a concept of a steering operation amount (steering angle) in an operation unit according to a fourth embodiment. FIG. 10 is a flowchart for explaining a calculation processing operation of a target turning angle of a rear wheel in the steering wheel turning operation of the fourth embodiment. FIG. 10 is a perspective view of an operation unit for explaining a direction indicator control operation when the operation unit of Example 4 is used. 10 is a flowchart for explaining a direction indicator control operation when an operation unit according to a fourth embodiment is used. FIG. 10 is a perspective view illustrating a configuration of an operation unit according to a fifth embodiment. 10 is a flowchart illustrating an operation when returning a steered wheel to a neutral position using an operation unit according to the fifth embodiment. FIG. 10 is a diagram illustrating a concept of an operation performed by a driver when returning a steered wheel to a neutral position in an operation unit according to a fifth embodiment. FIG. 10 is a perspective view illustrating a configuration of an operation unit according to a sixth embodiment. 18 is a flowchart illustrating an operator determination operation of the steering device according to the sixth embodiment. It is a figure explaining the way of thinking of the adoption order of a contact point at the time of performing operator discriminating operation of the steering device of Example 6. FIG. 20 is a perspective view illustrating another configuration of the operation unit according to the sixth embodiment. 18 is a flowchart illustrating an operator determination operation of the steering device when another configuration of the operation unit according to the sixth embodiment is used. 12 is a flowchart illustrating an operation error avoidance operation of the steering device according to the seventh embodiment. It is a flowchart explaining the steering control operation | movement of the steering device of Example 8. It is a flowchart explaining the steering wheel turning operation | movement of the steering apparatus of Example 9. FIG. It is a flowchart explaining the other steering wheel turning operation | movement of the steering apparatus of Example 9. FIG. It is a figure which shows an example of the map data which select a hand-off warning area | region or a turning angle return area | region according to a vehicle speed and an actual turning angle. It is a flowchart explaining the steering wheel turning operation | movement of the steering apparatus of Example 10. FIG. It is a flowchart explaining the calculation processing operation | movement of the target turning angle according to the steering mode in the steering wheel turning operation | movement of Example 10. FIG. FIG. 20 is a diagram for explaining a concept of a steering operation amount (steering angle) in an operation unit according to a tenth embodiment. It is a perspective view shown about the structure of the operation part of Example 10, Comprising: It is the figure showing an example of the contact point identification means and the contact point position display means.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Steering device 10 Steering input means 10a, 110a, 210a, 310a Operation part 10c Steering mode switching means 10d Display part 10s, 310s Operation surface 10S ₁ Bottom part 12 Operation member 13 Guide part 14 Steering operation amount detection means 16 Steering angle release button 16 (Turning angle release means)
17a Inclined surfaces 17L, 17R Operating member locking means 18 Pressure detecting means 20 Front wheel turning angle giving means 21 Electric motor 24 Turning angle sensor 30 Rear wheel turning angle giving means 31 Electric motor 34 Turning angle sensor 40 Electronic control unit 51L , 51R Blinker lever (direction indicator operation means)
53 Switch 54 Direction indication release button (direction indication release means)
61 Shift position sensor 62 Vehicle speed sensor 63 Vehicle body input acceleration detection means (input detection means)
311 Input fitting 312 Imaging device S Driver's seat C1, C2 Contact point position display unit WFL, WFR, WRL, WRR Wheel θ _ST steering angle θ _req Target turning angle

Claims (8)

A steering input means provided with an operation member to be moved on the operation surface when the driver performs a steering operation, and a steering operation amount detection means for detecting a movement amount of the operation member as a steering operation amount;
Steering mode setting means for switching and setting a front wheel steering mode in which the front wheels are controlled steering wheels and a rear wheel steering mode in which the rear wheels are controlled steering wheels;
Target turning angle setting means for setting a target turning angle of the steering wheel to be controlled based on the steering operation amount detected by the steering operation amount detection means;
When the front wheel steering mode is selected, front wheel turning angle giving means for turning the front wheels to the target turning angle without mechanical connection with the steering input means;
When the rear wheel steering mode is selected, rear wheel turning angle giving means for turning the rear wheels to the target turning angle without mechanical connection with the steering input means;
A steering apparatus comprising: Steering input means provided with an operation surface that is touched when the driver performs a steering operation and contact point detection means for detecting the position of the contact point by the driver on the operation surface;
Steering mode setting means for switching and setting a front wheel steering mode in which the front wheels are controlled steering wheels and a rear wheel steering mode in which the rear wheels are controlled steering wheels;
A steering operation amount setting means for obtaining a displacement amount of the contact point based on the displacement of the contact point detected by the contact point detection means, and setting the displacement amount of the contact point as a steering operation amount by a driver;
Target turning angle setting means for setting a target turning angle of the steering wheel to be controlled based on the steering operation amount set by the steering operation amount setting means;
When the front wheel steering mode is selected, front wheel turning angle giving means for turning the front wheels to the target turning angle without mechanical connection with the steering input means;
When the rear wheel steering mode is selected, rear wheel turning angle giving means for turning the rear wheels to the target turning angle without mechanical connection with the steering input means;
A steering apparatus comprising:   The steering operation amount setting means uses either one of two contact points by the driver on the operation surface detected by the contact point detection means as a reference point and the other as a steering operation amount measurement point. 3. The steering apparatus according to claim 2, wherein the steering operation amount is set by a driver based on a displacement amount of the steering operation amount measurement point.   The steering operation amount setting means uses, as a reference point, a contact point having a smaller displacement amount among two contact points by the driver on the operation surface detected by the contact point detection means and a displacement amount. The larger contact point is used as a steering operation amount measurement point, and the steering operation amount is set by the driver based on the displacement amount of the steering operation amount measurement point. If one of the two contact points is set as a steering operation amount measurement point, the front wheel steering mode is selected, and if the other of the two contact points is set as a steering operation amount measurement point, then The steering apparatus according to claim 2, wherein the steering apparatus is configured to select a wheel steering mode.   A reference point identification unit capable of identifying the reference point on the operation surface is provided, and a steering operation amount measurement point identification unit capable of identifying the steering operation amount measurement point on the operation surface is provided. The steering device according to claim 2, 3 or 4.   6. The steering apparatus according to claim 2, further comprising contact point position display means for grasping at least a position of the steering operation amount measurement point on the operation surface.   The steering apparatus according to any one of claims 1 to 6, further comprising a steering mode switching unit capable of switching between the front wheel steering mode and the rear wheel steering mode.   The steering mode setting means is configured to select the rear wheel steering mode when the shift position of the transmission indicates a reverse position. 8. The steering apparatus described.

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